Special Conditions: Aero Propulsion, Inc., Piper Model PA28-236; Diesel Cycle Engine Using Turbine (Jet) Fuel, 44182-44185 [E6-12663]
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Federal Register / Vol. 71, No. 150 / Friday, August 4, 2006 / Rules and Regulations
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for the Cessna Aircraft Model 510
airplane:
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SC23.1195 Engine Fire Extinguishing
System
(a) Fire extinguishing systems must be
installed and compliance must be
shown with the following:
(1) Except for combustor, turbine, and
tailpipe sections of turbine-engine
installations that contain lines or
components carrying flammable fluids
or gases for which a fire originating in
these sections is shown to be
controllable, a fire extinguisher system
must serve each engine compartment.
(2) The fire extinguishing system, the
quantity of the extinguishing agent, the
rate of discharge, and the discharge
distribution must be adequate to
extinguish fires. An individual ‘‘one
shot’’ system may be used.
(3) The fire extinguishing system for
a nacelle must be able to simultaneously
protect each compartment of the nacelle
for which protection is provided.
(b) Fire extinguishing agents must
meet the following requirements:
(1) Be capable of extinguishing flames
emanating from any burning fluids or
other combustible materials in the area
protected by the fire extinguishing
system; and
(2) Have thermal stability over the
temperature range likely to be
experienced in the compartment in
which they are stored.
(3) If any toxic extinguishing agent is
used, provisions must be made to
prevent harmful concentrations of fluid
or fluid vapors (from leakage during
normal operation of the airplane or as a
result of discharging the fire
extinguisher on the ground or in flight)
from entering any personnel
compartment, even though a defect may
exist in the extinguishing system. This
must be shown by test except for builtin carbon dioxide fuselage compartment
fire extinguishing systems for which:
(i) Five pounds or less of carbon
dioxide will be discharged, under
established fire control procedures, into
any fuselage compartment; or
(ii) Protective breathing equipment is
available for each flight crewmember on
flight deck duty.
(c) Fire extinguishing agent containers
must meet the following requirements:
(1) Each extinguishing agent container
must have a pressure relief to prevent
bursting of the container by excessive
internal pressures.
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(2) The discharge end of each
discharge line from a pressure relief
connection must be located so that
discharge of the fire extinguishing agent
would not damage the airplane. The line
must also be located or protected to
prevent clogging caused by ice or other
foreign matter.
(3) A means must be provided for
each fire extinguishing agent container
to indicate that the container has
discharged or that the charging pressure
is below the established minimum
necessary for proper functioning.
(4) The temperature of each container
must be maintained, under intended
operating conditions, to prevent the
pressure in the container from falling
below that necessary to provide an
adequate rate of discharge, or rising high
enough to cause premature discharge.
(5) If a pyrotechnic capsule is used to
discharge the extinguishing agent, each
container must be installed so that
temperature conditions will not cause
hazardous deterioration of the
pyrotechnic capsule.
(d) Fire extinguisher system materials
must meet the following requirements:
(1) No material in any fire
extinguishing system may react
chemically with any extinguishing agent
so as to create a hazard.
(2) Each system component in an
engine compartment must be fireproof.
Issued in Kansas City, Missouri on July 27,
2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–12660 Filed 8–3–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE245; Special Condition No.
23–185–SC]
Special Conditions: Aero Propulsion,
Inc., Piper Model PA28–236; Diesel
Cycle Engine Using Turbine (Jet) Fuel
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
SUMMARY: These special conditions are
issued to Aero Propulsion, Inc., for the
Piper Model PA28–236 airplanes with a
Societe de Motorisation Aeronautiques
(SMA) Model SR305–230 Aircraft Diesel
Engine (ADE). This airplane will have a
novel or unusual design feature(s)
associated with the installation of a
diesel cycle engine utilizing turbine (jet)
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fuel. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for
installation of this new technology
engine. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: Effective Date: July 27, 2006.
FOR FURTHER INFORMATION CONTACT:
Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Kansas City,
Missouri, 816–329–4135, fax 816–329–
4090.
SUPPLEMENTARY INFORMATION:
Background
On August 20, 2003, Aero Propulsion,
Inc., applied for a supplemental type
certificate for the installation of an SMA
Model SR305–230 ADE (type
certificated in the United States, type
certificate number E00067EN) in Piper
Model PA28–236 airplanes. Piper Model
PA28–236 airplanes, approved under
Type Certificate No. 2A13, are four
place, single engine airplanes.
In anticipation of the reintroduction
of diesel engine technology into the
small airplane fleet, the FAA issued
Policy Statement PS–ACE100–2002–004
on May 15, 2004, which identified areas
of technological concern involving
introduction of new technology diesel
engines into small airplanes. For a more
detailed summary of the FAA’s
development of diesel engine
requirements, refer to this policy.
The general areas of concern involved
the power characteristics of the diesel
engines, the use of turbine fuel in an
airplane class that has typically been
powered by gasoline fueled engines, and
the vibration characteristics and failure
modes of diesel engines. These concerns
were identified after review of the
historical record of diesel engine used
in aircraft and a review of the 14 CFR
part 23 regulations, which identified
specific regulatory areas that needed to
be evaluated for applicability to diesel
engine installations. These concerns are
not considered universally applicable to
all types of possible diesel engines and
diesel engine installations. However,
after review of the Aero Propulsion
installation, and after applying the
provisions of the diesel policy, the FAA
proposed these fuel system and engine
related special conditions. Other special
conditions issued in a separate notice
include special conditions for HIRF and
application of § 23.1309 provisions to
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the Full Authority Digital Engine
Control (FADEC).
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Type Certification Basis
Under the provisions of § 21.101,
Aero Propulsion, Inc., must show that
the Piper Model PA28–236 airplanes,
with the installation of an SMA Model
SR305–230 ADE, continue to meet the
applicable provisions of 14 CFR part 23
and CAR 3 thereto. In addition, the
certification basis includes special
conditions and equivalent levels of
safety for the following:
Special Conditions:
• Engine torque (Provisions similar to
§ 23.361, paragraphs (b)(1) and (c)(3))
• Flutter (Compliance with § 23.629,
paragraphs (e)(1) and (2))
• Powerplant—Installation
(Provisions similar to § 23.901(d)(1) for
turbine engines)
• Powerplant—Fuel System—Fuel
system with water saturated fuel
(Compliance with § 23.951
requirements)
• Powerplant—Fuel System—Fuel
system hot weather operation
(Compliance with § 23.961
requirements)
• Powerplant—Fuel system—Fuel
tank filler connection (Compliance with
§ 23.973(f) requirements)
• Powerplant—Fuel system—Fuel
tank outlet (Compliance with § 23.977
requirements)
• Equipment—General—Powerplant
Instruments (Compliance with § 23.1305
requirements)
• Operating Limitations and
Information—Powerplant limitations—
Fuel grade or designation (Compliance
with § 23.1521(d) requirements)
• Markings and Placards—
Miscellaneous markings and placards—
Fuel, oil, and coolant filler openings
(Compliance with § 23.1557(c)(1)
requirements)
• Powerplant—Fuel system—Fuel
Freezing
• Powerplant Installation—Vibration
levels
• Powerplant Installation—One
cylinder inoperative
• Powerplant Installation—High
Energy Engine Fragments
Equivalent levels of safety for:
• Cockpit controls—23.777(d)
• Motion and effect of cockpit
controls—23.779(b)
• Ignition switches—23.1145
The type certification basis includes
exemptions, if any; equivalent level of
safety findings, if any; and the special
conditions adopted by this rulemaking
action.
If the Administrator finds that the
applicable airworthiness regulations
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(i.e., part 23) do not contain adequate or
appropriate safety standards for the
Piper Model PA28–236 airplanes with
the installation of an SMA Model
SR305–230 ADE because of a novel or
unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Piper Model PA28–236
airplanes, with the installation of an
SMA Model SR305–230 ADE, must
comply with 14 CFR 21.115 noise
certification requirements of 14 CFR
part 36.
Special conditions, as appropriate, as
defined in 11.19, are issued in
accordance with § 11.38, and become
part of the type certification basis in
accordance with § 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
the special conditions would also apply
to the other model under the provisions
of § 21.101.
Novel or Unusual Design Features
The Piper Model PA28–236 airplanes,
with the installation of an SMA Model
SR305–230 ADE, will incorporate the
following novel or unusual design
features: The Piper Model PA28–236
airplanes, with the installation of an
SMA Model SR305–230, will
incorporate an aircraft diesel engine
utilizing turbine (jet) fuel.
Discussion of Comments
A notice of proposed special
conditions No. 23–06–03-SC for Aero
Propulsion, Inc., for the Piper Model
PA28–236 airplanes, with the
installation of an SMA Model SR305–
230 ADE, was published on June 14,
2006 (71FR 34292). No comments were
received, and the special conditions are
adopted as proposed.
Applicability
As discussed above, these special
conditions are applicable to the Piper
Model PA28–236 airplanes, with the
installation of an SMA Model SR305–
230 ADE. Should Aero Propulsion, Inc.,
apply at a later date for a supplemental
type certificate to modify any other
model included on Type Certificate
No.2A13 to incorporate the same novel
or unusual design feature, the special
conditions would apply to that model as
well under the provisions of § 21.101.
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Conclusion
This action affects only certain novel
or unusual design features on the Piper
Model PA28–236 airplanes, with the
installation of an SMA Model SR305–
230 ADE. It is not a rule of general
applicability, and it affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these
special conditions is as follows:
I
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.101; and 14 CFR
11.38 and 11.19.
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued to Aero Propulsion, Inc., as part
of the type certification basis for the
Piper Model PA28–236 airplanes, with
the installation of an SMA Model
SR305–230 ADE.
1. Engine torque (Provisions similar to
§ 23.361, paragraphs (b)(1) and (c)(3)):
(a) For diesel engine installations, the
engine mounts and supporting structure
must be designed to withstand the
following:
(1) A limit engine torque load
imposed by sudden engine stoppage due
to malfunction or structural failure.
The effects of sudden engine stoppage
may alternately be mitigated to an
acceptable level by utilization of
isolators, dampers, clutches and similar
provisions, so that unacceptable load
levels are not imposed on the previously
certificated structure.
(b) The limit engine torque obtained
in CAR 3.195(a)(1) and (a)(2) or 14 CFR
23.361(a)(1) and (a)(2) must be obtained
by multiplying the mean torque by a
factor of four in lieu of the factor of two
required by CAR 3.195(b) and 14 CFR
23.361(c)(3).
2. Flutter—(Compliance with the
requirements of § 23.629 (e)(1) and (e)(2)
requirements): The flutter evaluation of
the airplane done in accordance with 14
CFR 23.629 must include—
(a) Whirl mode degree of freedom
which takes into account the stability of
the plane of rotation of the propeller
and significant elastic, inertial, and
aerodynamic forces, and
(b) Propeller, engine, engine mount
and airplane structure stiffness and
damping variations appropriate to the
particular configuration, and
I
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(c) The flutter investigation will
include showing the airplane is free
from flutter with one cylinder
inoperative.
3. Powerplant—Installation
(Provisions similar to § 23.901(d)(1) for
turbine engines): Considering the
vibration characteristics of diesel
engines, the applicant must comply
with the following:
(a) Each diesel engine installation
must be constructed and arranged to
result in vibration characteristics that—
(1) Do not exceed those established
during the type certification of the
engine; and
(2) Do not exceed vibration
characteristics that a previously
certificated airframe structure has been
approved for—
(i) Unless such vibration
characteristics are shown to have no
effect on safety or continued
airworthiness, or
(ii) Unless mitigated to an acceptable
level by utilization of isolators,
dampers, clutches and similar
provisions, so that unacceptable
vibration levels are not imposed on the
previously certificated structure.
4. Powerplant—Fuel System—Fuel
system with water saturated fuel
(Compliance with § 23.951
requirements): Considering the fuel
types used by diesel engines, the
applicant must comply with the
following:
Each fuel system for a diesel engine
must be capable of sustained operation
throughout its flow and pressure range
with fuel initially saturated with water
at 80 °F and having 0.75cc of free water
per gallon added and cooled to the most
critical condition for icing likely to be
encountered in operation.
Methods of compliance that are
acceptable for turbine engine fuel
systems requirements of § 23.951(c) are
also considered acceptable for this
requirement.
5. Powerplant—Fuel System—Fuel
flow (Compliance with § 23.955(c)
requirements): In lieu of 14 CFR
23.955(c), engine fuel system must
provide at least 100 percent of the fuel
flow required by the engine, or the fuel
flow required to prevent engine damage,
if that flow is greater than 100 percent.
The fuel flow rate must be available to
the engine under each intended
operating condition and maneuver. The
conditions may be simulated in a
suitable mockup. This flow must be
shown in the most adverse fuel feed
condition with respect to altitudes,
attitudes, and any other condition that
is expected in operation.
6. Powerplant—Fuel System—Fuel
system hot weather operation
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(Compliance with § 23.961
requirements): In place of compliance
with § 23.961, the applicant must
comply with the following:
Each fuel system must be free from
vapor lock when using fuel at its critical
temperature, with respect to vapor
formation, when operating the airplane
in all critical operating and
environmental conditions for which
approval is requested. For turbine fuel,
or for aircraft equipped with diesel
cycle engines that use turbine or diesel
type fuels, the initial temperature must
be 110 °F, ¥0°, +5° or the maximum
outside air temperature for which
approval is requested, whichever is
more critical.
The fuel system must be in an
operational configuration that will yield
the most adverse, that is, conservative
results.
To comply with this requirement, the
applicant must use the turbine fuel
requirements and must substantiate
these by flight-testing, as described in
Advisory Circular AC 23–8B, Flight Test
Guide for Certification of Part 23
Airplanes.
7. Powerplant—Fuel system—Fuel
tank filler connection (Compliance with
§ 23.973(f) requirements): In place of
compliance with § 23.973(e) and (f), the
applicant must comply with the
following:
For airplanes that operate on turbine
or diesel type fuels, the inside diameter
of the fuel filler opening must be no
smaller than 2.95 inches.
8. Powerplant—Fuel system—Fuel
tank outlet (Compliance with § 23.977
requirements): In place of compliance
with § 23.977(a)(1) and (a)(2), the
applicant will comply with the
following:
There must be a fuel strainer for the
fuel tank outlet or for the booster pump.
This strainer must, for diesel engine
powered airplanes, prevent the passage
of any object that could restrict fuel flow
or damage any fuel system component.
9. Equipment—General—Powerplant
Instruments (Compliance with
§ 23.1305): In addition to compliance
with § 23.1305, the applicant will
comply with the following:
The following are required in addition
to the powerplant instruments required
in § 23.1305:
(a) A fuel temperature indicator.
(b) An outside air temperature (OAT)
indicator.
(c) An indicating means for the fuel
strainer or filter required by § 23.997 to
indicate the occurrence of
contamination of the strainer or filter
before it reaches the capacity
established in accordance with
§ 23.997(d).
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Alternately, no indicator is required if
certain requirements are met. First, the
engine can operate normally for a
specified period with the fuel strainer
exposed to the maximum fuel
contamination as specified in MIL–
5007D. Second, provisions for replacing
the fuel filter at this specified period (or
a shorter period) are included in the
maintenance schedule for the engine
installation.
10. Operating Limitations and
Information—Powerplant limitations—
Fuel grade or designation (Compliance
with § 23.1521 requirements): All engine
parameters that have limits specified by
the engine manufacturer for takeoff or
continuous operation must be
investigated to ensure they remain
within those limits throughout the
expected flight and ground envelopes
(e.g., maximum and minimum fuel
temperatures, ambient temperatures, as
applicable, etc.). This is in addition to
the existing requirements specified by
14 CFR 23.1521 (b) and (c). If any of
those limits can be exceeded, there must
be continuous indication to the flight
crew of the status of that parameter with
appropriate limitation markings.
Instead of compliance with
§ 23.1521(d), the applicant must comply
with the following:
The minimum fuel designation (for
diesel engines) must be established so
that it is not less than that required for
the operation of the engines within the
limitations in paragraphs (b) and (c) of
§ 23.1521.
11. Markings and Placards—
Miscellaneous markings and placards—
Fuel, oil, and coolant filler openings
(Compliance with § 23.1557(c)(1)
requirements): Instead of compliance
with § 23.1557(c)(1), the applicant must
comply with the following:
Fuel filler openings must be marked
at or near the filler cover with—
For diesel engine-powered
airplanes—
(a) The words ‘‘Jet Fuel’’; and
(b) The permissible fuel designations,
or references to the Airplane Flight
Manual (AFM) for permissible fuel
designations.
(c) A warning placard or note that
states the following or similar:
‘‘Warning—this airplane equipped
with an aircraft diesel engine, service
with approved fuels only.’’
The colors of this warning placard
should be black and white.
12. Powerplant—Fuel system—FuelFreezing: If the fuel in the tanks cannot
be shown to flow suitably under all
possible temperature conditions, then
fuel temperature limitations are
required. These will be considered as
part of the essential operating
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Federal Register / Vol. 71, No. 150 / Friday, August 4, 2006 / Rules and Regulations
parameters for the aircraft and must be
limitations.
A minimum takeoff temperature
limitation will be determined by testing
to establish the minimum cold-soaked
temperature at which the airplane can
operate. The minimum operating
temperature will be determined by
testing to establish the minimum
operating temperature acceptable after
takeoff from the minimum takeoff
temperature. If low temperature limits
are not established by testing, then a
minimum takeoff and operating fuel
temperature limit of 5 °F above the
gelling temperature of Jet A will be
imposed along with a display in the
cockpit of the fuel temperature. Fuel
temperature sensors will be located in
the coldest part of the tank if applicable.
13. Powerplant Installation—
Vibration levels: Vibration levels
throughout the engine operating range
must be evaluated and:
(1) Vibration levels imposed on the
airframe must be less than or equivalent
to those of the gasoline engine; or
(2) Any vibration level that is higher
than that imposed on the airframe by
the replaced gasoline engine must be
considered in the modification and the
effects on the technical areas covered by
the following paragraphs must be
investigated:
14 CFR part 23, §§ 23.251; 23.613;
23.627; 23.629 (or CAR 3.159, as
applicable to various models); 23.572;
23.573; 23.574 and 23.901.
Vibration levels imposed on the
airframe can be mitigated to an
acceptable level by utilization of
isolators, dampers, clutches and similar
provisions, so that unacceptable
vibration levels are not imposed on the
previously certificated structure.
14. Powerplant Installation—One
cylinder inoperative: It must be shown
by test or analysis, or by a combination
of methods, that the airframe can
withstand the shaking or vibratory
forces imposed by the engine if a
cylinder becomes inoperative. Diesel
engines of conventional design typically
have extremely high levels of vibration
when a cylinder becomes inoperative.
No unsafe condition will exist in the
case of an inoperative cylinder before
the engine can be shut down. The
resistance of the airframe structure,
propeller, and engine mount to shaking
moment and vibration damage must be
investigated. It must be shown by test or
analysis, or by a combination of
methods, that shaking and vibration
damage from the engine with an
inoperative cylinder will not cause a
catastrophic airframe, propeller, or
engine mount failure.
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15. Powerplant Installation—High
Energy Engine Fragments: It may be
possible for diesel engine cylinders (or
portions thereof) to fail and physically
separate from the engine at high velocity
(due to the high internal pressures).
This failure mode will be considered
possible in engine designs with
removable cylinders or other nonintegral block designs. The following is
required:
(1) It must be shown by the design of
the engine, that engine cylinders, other
engine components or portions thereof
(fragments) cannot be shed or blown off
of the engine in the event of a
catastrophic engine failure; or
(2) It must be shown that all possible
liberated engine parts or components do
not have adequate energy to penetrate
engine cowlings; or
(3) Assuming infinite fragment
energy, and analyzing the trajectory of
the probable fragments and components,
any hazard due to liberated engine parts
or components will be minimized and
the possibility of crew injury is
eliminated. Minimization must be
considered during initial design and not
presented as an analysis after design
completion.
Issued in Kansas City, Missouri on July 27,
2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–12663 Filed 8–3–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97–ANE–44–AD; Amendment
39–14705; AD 2006–16–05]
RIN 2120–AA64
Airworthiness Directives; Pratt &
Whitney PW4164, PW4168, and
PW4168A Series Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD) for
Pratt & Whitney PW4164, PW4168, and
PW4168A series turbofan engines. That
AD currently requires initial and
repetitive torque checks for loose or
broken front pylon mount bolts made
from INCO 718 material and MP159
material, and initial and repetitive
visual inspections of the primary mount
thrust load path. This AD requires the
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same actions, but at reduced intervals
for front pylon mount bolts made from
MP159 material. This AD results from
analysis by the manufacturer that the
MP159 material pylon bolts do not meet
the full life cycle torque check interval
requirement, in a bolt-out condition. We
are issuing this AD to prevent front
pylon mount bolt and primary mount
thrust load path failure, which could
result in an engine separating from the
airplane.
DATES: This AD becomes effective
September 8, 2006. The Director of the
Federal Register approved the
incorporation by reference of certain
publications listed in the regulations as
of September 8, 2006. The Director of
the Federal Register previously
approved the incorporation by reference
of certain publications listed in the
regulations as of February 6, 2003 (68
FR 28, January 2, 2003).
ADDRESSES: Contact Pratt & Whitney,
400 Main St., East Hartford, CT 06108;
telephone (860) 565–7700, fax (860)
565–1605 for the service information
identified in this AD.
You may examine the AD docket at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA. You
may examine the service information, at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT:
Barbara Caufield, Aerospace Engineer,
Engine Certification Office, FAA, Engine
and Propeller Directorate, 12 New
England Executive Park, Burlington, MA
01803; telephone (781) 238–7146, fax
(781) 238–7199.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 with
a proposed AD. The proposed AD
applies to Pratt & Whitney PW4164,
PW4168, and PW4168A series turbofan
engines. We published the proposed AD
in the Federal Register on December 29,
2005 (70 FR 77075). That action
proposed to require initial and
repetitive torque checks for loose or
broken front pylon mount bolts made
from INCO 718 material and MP159
material. That action also proposed to
require initial and repetitive visual
inspections of the primary mount thrust
load path, but at reduced intervals from
AD 2000–16–02R1 for front pylon
mount bolts made from MP159 material.
Examining the AD Docket
You may examine the AD Docket
(including any comments and service
information), by appointment, between
8 a.m. and 4:30 p.m., Monday through
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[Federal Register Volume 71, Number 150 (Friday, August 4, 2006)]
[Rules and Regulations]
[Pages 44182-44185]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-12663]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE245; Special Condition No. 23-185-SC]
Special Conditions: Aero Propulsion, Inc., Piper Model PA28-236;
Diesel Cycle Engine Using Turbine (Jet) Fuel
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are issued to Aero Propulsion, Inc.,
for the Piper Model PA28-236 airplanes with a Societe de Motorisation
Aeronautiques (SMA) Model SR305-230 Aircraft Diesel Engine (ADE). This
airplane will have a novel or unusual design feature(s) associated with
the installation of a diesel cycle engine utilizing turbine (jet) fuel.
The applicable airworthiness regulations do not contain adequate or
appropriate safety standards for installation of this new technology
engine. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: Effective Date: July 27, 2006.
FOR FURTHER INFORMATION CONTACT: Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4135,
fax 816-329-4090.
SUPPLEMENTARY INFORMATION:
Background
On August 20, 2003, Aero Propulsion, Inc., applied for a
supplemental type certificate for the installation of an SMA Model
SR305-230 ADE (type certificated in the United States, type certificate
number E00067EN) in Piper Model PA28-236 airplanes. Piper Model PA28-
236 airplanes, approved under Type Certificate No. 2A13, are four
place, single engine airplanes.
In anticipation of the reintroduction of diesel engine technology
into the small airplane fleet, the FAA issued Policy Statement PS-
ACE100-2002-004 on May 15, 2004, which identified areas of
technological concern involving introduction of new technology diesel
engines into small airplanes. For a more detailed summary of the FAA's
development of diesel engine requirements, refer to this policy.
The general areas of concern involved the power characteristics of
the diesel engines, the use of turbine fuel in an airplane class that
has typically been powered by gasoline fueled engines, and the
vibration characteristics and failure modes of diesel engines. These
concerns were identified after review of the historical record of
diesel engine used in aircraft and a review of the 14 CFR part 23
regulations, which identified specific regulatory areas that needed to
be evaluated for applicability to diesel engine installations. These
concerns are not considered universally applicable to all types of
possible diesel engines and diesel engine installations. However, after
review of the Aero Propulsion installation, and after applying the
provisions of the diesel policy, the FAA proposed these fuel system and
engine related special conditions. Other special conditions issued in a
separate notice include special conditions for HIRF and application of
Sec. 23.1309 provisions to
[[Page 44183]]
the Full Authority Digital Engine Control (FADEC).
Type Certification Basis
Under the provisions of Sec. 21.101, Aero Propulsion, Inc., must
show that the Piper Model PA28-236 airplanes, with the installation of
an SMA Model SR305-230 ADE, continue to meet the applicable provisions
of 14 CFR part 23 and CAR 3 thereto. In addition, the certification
basis includes special conditions and equivalent levels of safety for
the following:
Special Conditions:
Engine torque (Provisions similar to Sec. 23.361,
paragraphs (b)(1) and (c)(3))
Flutter (Compliance with Sec. 23.629, paragraphs (e)(1)
and (2))
Powerplant--Installation (Provisions similar to Sec.
23.901(d)(1) for turbine engines)
Powerplant--Fuel System--Fuel system with water saturated
fuel (Compliance with Sec. 23.951 requirements)
Powerplant--Fuel System--Fuel system hot weather operation
(Compliance with Sec. 23.961 requirements)
Powerplant--Fuel system--Fuel tank filler connection
(Compliance with Sec. 23.973(f) requirements)
Powerplant--Fuel system--Fuel tank outlet (Compliance with
Sec. 23.977 requirements)
Equipment--General--Powerplant Instruments (Compliance
with Sec. 23.1305 requirements)
Operating Limitations and Information--Powerplant
limitations--Fuel grade or designation (Compliance with Sec.
23.1521(d) requirements)
Markings and Placards--Miscellaneous markings and
placards--Fuel, oil, and coolant filler openings (Compliance with Sec.
23.1557(c)(1) requirements)
Powerplant--Fuel system--Fuel Freezing
Powerplant Installation--Vibration levels
Powerplant Installation--One cylinder inoperative
Powerplant Installation--High Energy Engine Fragments
Equivalent levels of safety for:
Cockpit controls--23.777(d)
Motion and effect of cockpit controls--23.779(b)
Ignition switches--23.1145
The type certification basis includes exemptions, if any;
equivalent level of safety findings, if any; and the special conditions
adopted by this rulemaking action.
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 23) do not contain adequate or appropriate
safety standards for the Piper Model PA28-236 airplanes with the
installation of an SMA Model SR305-230 ADE because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Piper Model PA28-236 airplanes, with the installation
of an SMA Model SR305-230 ADE, must comply with 14 CFR 21.115 noise
certification requirements of 14 CFR part 36.
Special conditions, as appropriate, as defined in 11.19, are issued
in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
the special conditions would also apply to the other model under the
provisions of Sec. 21.101.
Novel or Unusual Design Features
The Piper Model PA28-236 airplanes, with the installation of an SMA
Model SR305-230 ADE, will incorporate the following novel or unusual
design features: The Piper Model PA28-236 airplanes, with the
installation of an SMA Model SR305-230, will incorporate an aircraft
diesel engine utilizing turbine (jet) fuel.
Discussion of Comments
A notice of proposed special conditions No. 23-06-03-SC for Aero
Propulsion, Inc., for the Piper Model PA28-236 airplanes, with the
installation of an SMA Model SR305-230 ADE, was published on June 14,
2006 (71FR 34292). No comments were received, and the special
conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Piper Model PA28-236 airplanes, with the installation of an SMA Model
SR305-230 ADE. Should Aero Propulsion, Inc., apply at a later date for
a supplemental type certificate to modify any other model included on
Type Certificate No.2A13 to incorporate the same novel or unusual
design feature, the special conditions would apply to that model as
well under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on the Piper Model PA28-236 airplanes, with the installation of an SMA
Model SR305-230 ADE. It is not a rule of general applicability, and it
affects only the applicant who applied to the FAA for approval of these
features on the airplane.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued to Aero
Propulsion, Inc., as part of the type certification basis for the Piper
Model PA28-236 airplanes, with the installation of an SMA Model SR305-
230 ADE.
1. Engine torque (Provisions similar to Sec. 23.361, paragraphs
(b)(1) and (c)(3)):
(a) For diesel engine installations, the engine mounts and
supporting structure must be designed to withstand the following:
(1) A limit engine torque load imposed by sudden engine stoppage
due to malfunction or structural failure.
The effects of sudden engine stoppage may alternately be mitigated
to an acceptable level by utilization of isolators, dampers, clutches
and similar provisions, so that unacceptable load levels are not
imposed on the previously certificated structure.
(b) The limit engine torque obtained in CAR 3.195(a)(1) and (a)(2)
or 14 CFR 23.361(a)(1) and (a)(2) must be obtained by multiplying the
mean torque by a factor of four in lieu of the factor of two required
by CAR 3.195(b) and 14 CFR 23.361(c)(3).
2. Flutter--(Compliance with the requirements of Sec. 23.629
(e)(1) and (e)(2) requirements): The flutter evaluation of the airplane
done in accordance with 14 CFR 23.629 must include--
(a) Whirl mode degree of freedom which takes into account the
stability of the plane of rotation of the propeller and significant
elastic, inertial, and aerodynamic forces, and
(b) Propeller, engine, engine mount and airplane structure
stiffness and damping variations appropriate to the particular
configuration, and
[[Page 44184]]
(c) The flutter investigation will include showing the airplane is
free from flutter with one cylinder inoperative.
3. Powerplant--Installation (Provisions similar to Sec.
23.901(d)(1) for turbine engines): Considering the vibration
characteristics of diesel engines, the applicant must comply with the
following:
(a) Each diesel engine installation must be constructed and
arranged to result in vibration characteristics that--
(1) Do not exceed those established during the type certification
of the engine; and
(2) Do not exceed vibration characteristics that a previously
certificated airframe structure has been approved for--
(i) Unless such vibration characteristics are shown to have no
effect on safety or continued airworthiness, or
(ii) Unless mitigated to an acceptable level by utilization of
isolators, dampers, clutches and similar provisions, so that
unacceptable vibration levels are not imposed on the previously
certificated structure.
4. Powerplant--Fuel System--Fuel system with water saturated fuel
(Compliance with Sec. 23.951 requirements): Considering the fuel types
used by diesel engines, the applicant must comply with the following:
Each fuel system for a diesel engine must be capable of sustained
operation throughout its flow and pressure range with fuel initially
saturated with water at 80 [deg]F and having 0.75cc of free water per
gallon added and cooled to the most critical condition for icing likely
to be encountered in operation.
Methods of compliance that are acceptable for turbine engine fuel
systems requirements of Sec. 23.951(c) are also considered acceptable
for this requirement.
5. Powerplant--Fuel System--Fuel flow (Compliance with Sec.
23.955(c) requirements): In lieu of 14 CFR 23.955(c), engine fuel
system must provide at least 100 percent of the fuel flow required by
the engine, or the fuel flow required to prevent engine damage, if that
flow is greater than 100 percent. The fuel flow rate must be available
to the engine under each intended operating condition and maneuver. The
conditions may be simulated in a suitable mockup. This flow must be
shown in the most adverse fuel feed condition with respect to
altitudes, attitudes, and any other condition that is expected in
operation.
6. Powerplant--Fuel System--Fuel system hot weather operation
(Compliance with Sec. 23.961 requirements): In place of compliance
with Sec. 23.961, the applicant must comply with the following:
Each fuel system must be free from vapor lock when using fuel at
its critical temperature, with respect to vapor formation, when
operating the airplane in all critical operating and environmental
conditions for which approval is requested. For turbine fuel, or for
aircraft equipped with diesel cycle engines that use turbine or diesel
type fuels, the initial temperature must be 110 [deg]F, -0[deg],
+5[deg] or the maximum outside air temperature for which approval is
requested, whichever is more critical.
The fuel system must be in an operational configuration that will
yield the most adverse, that is, conservative results.
To comply with this requirement, the applicant must use the turbine
fuel requirements and must substantiate these by flight-testing, as
described in Advisory Circular AC 23-8B, Flight Test Guide for
Certification of Part 23 Airplanes.
7. Powerplant--Fuel system--Fuel tank filler connection (Compliance
with Sec. 23.973(f) requirements): In place of compliance with Sec.
23.973(e) and (f), the applicant must comply with the following:
For airplanes that operate on turbine or diesel type fuels, the
inside diameter of the fuel filler opening must be no smaller than 2.95
inches.
8. Powerplant--Fuel system--Fuel tank outlet (Compliance with Sec.
23.977 requirements): In place of compliance with Sec. 23.977(a)(1)
and (a)(2), the applicant will comply with the following:
There must be a fuel strainer for the fuel tank outlet or for the
booster pump. This strainer must, for diesel engine powered airplanes,
prevent the passage of any object that could restrict fuel flow or
damage any fuel system component.
9. Equipment--General--Powerplant Instruments (Compliance with
Sec. 23.1305): In addition to compliance with Sec. 23.1305, the
applicant will comply with the following:
The following are required in addition to the powerplant
instruments required in Sec. 23.1305:
(a) A fuel temperature indicator.
(b) An outside air temperature (OAT) indicator.
(c) An indicating means for the fuel strainer or filter required by
Sec. 23.997 to indicate the occurrence of contamination of the
strainer or filter before it reaches the capacity established in
accordance with Sec. 23.997(d).
Alternately, no indicator is required if certain requirements are
met. First, the engine can operate normally for a specified period with
the fuel strainer exposed to the maximum fuel contamination as
specified in MIL-5007D. Second, provisions for replacing the fuel
filter at this specified period (or a shorter period) are included in
the maintenance schedule for the engine installation.
10. Operating Limitations and Information--Powerplant limitations--
Fuel grade or designation (Compliance with Sec. 23.1521 requirements):
All engine parameters that have limits specified by the engine
manufacturer for takeoff or continuous operation must be investigated
to ensure they remain within those limits throughout the expected
flight and ground envelopes (e.g., maximum and minimum fuel
temperatures, ambient temperatures, as applicable, etc.). This is in
addition to the existing requirements specified by 14 CFR 23.1521 (b)
and (c). If any of those limits can be exceeded, there must be
continuous indication to the flight crew of the status of that
parameter with appropriate limitation markings.
Instead of compliance with Sec. 23.1521(d), the applicant must
comply with the following:
The minimum fuel designation (for diesel engines) must be
established so that it is not less than that required for the operation
of the engines within the limitations in paragraphs (b) and (c) of
Sec. 23.1521.
11. Markings and Placards--Miscellaneous markings and placards--
Fuel, oil, and coolant filler openings (Compliance with Sec.
23.1557(c)(1) requirements): Instead of compliance with Sec.
23.1557(c)(1), the applicant must comply with the following:
Fuel filler openings must be marked at or near the filler cover
with--
For diesel engine-powered airplanes--
(a) The words ``Jet Fuel''; and
(b) The permissible fuel designations, or references to the
Airplane Flight Manual (AFM) for permissible fuel designations.
(c) A warning placard or note that states the following or similar:
``Warning--this airplane equipped with an aircraft diesel engine,
service with approved fuels only.''
The colors of this warning placard should be black and white.
12. Powerplant--Fuel system--Fuel-Freezing: If the fuel in the
tanks cannot be shown to flow suitably under all possible temperature
conditions, then fuel temperature limitations are required. These will
be considered as part of the essential operating
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parameters for the aircraft and must be limitations.
A minimum takeoff temperature limitation will be determined by
testing to establish the minimum cold-soaked temperature at which the
airplane can operate. The minimum operating temperature will be
determined by testing to establish the minimum operating temperature
acceptable after takeoff from the minimum takeoff temperature. If low
temperature limits are not established by testing, then a minimum
takeoff and operating fuel temperature limit of 5 [deg]F above the
gelling temperature of Jet A will be imposed along with a display in
the cockpit of the fuel temperature. Fuel temperature sensors will be
located in the coldest part of the tank if applicable.
13. Powerplant Installation--Vibration levels: Vibration levels
throughout the engine operating range must be evaluated and:
(1) Vibration levels imposed on the airframe must be less than or
equivalent to those of the gasoline engine; or
(2) Any vibration level that is higher than that imposed on the
airframe by the replaced gasoline engine must be considered in the
modification and the effects on the technical areas covered by the
following paragraphs must be investigated:
14 CFR part 23, Sec. Sec. 23.251; 23.613; 23.627; 23.629 (or CAR
3.159, as applicable to various models); 23.572; 23.573; 23.574 and
23.901.
Vibration levels imposed on the airframe can be mitigated to an
acceptable level by utilization of isolators, dampers, clutches and
similar provisions, so that unacceptable vibration levels are not
imposed on the previously certificated structure.
14. Powerplant Installation--One cylinder inoperative: It must be
shown by test or analysis, or by a combination of methods, that the
airframe can withstand the shaking or vibratory forces imposed by the
engine if a cylinder becomes inoperative. Diesel engines of
conventional design typically have extremely high levels of vibration
when a cylinder becomes inoperative.
No unsafe condition will exist in the case of an inoperative
cylinder before the engine can be shut down. The resistance of the
airframe structure, propeller, and engine mount to shaking moment and
vibration damage must be investigated. It must be shown by test or
analysis, or by a combination of methods, that shaking and vibration
damage from the engine with an inoperative cylinder will not cause a
catastrophic airframe, propeller, or engine mount failure.
15. Powerplant Installation--High Energy Engine Fragments: It may
be possible for diesel engine cylinders (or portions thereof) to fail
and physically separate from the engine at high velocity (due to the
high internal pressures). This failure mode will be considered possible
in engine designs with removable cylinders or other non-integral block
designs. The following is required:
(1) It must be shown by the design of the engine, that engine
cylinders, other engine components or portions thereof (fragments)
cannot be shed or blown off of the engine in the event of a
catastrophic engine failure; or
(2) It must be shown that all possible liberated engine parts or
components do not have adequate energy to penetrate engine cowlings; or
(3) Assuming infinite fragment energy, and analyzing the trajectory
of the probable fragments and components, any hazard due to liberated
engine parts or components will be minimized and the possibility of
crew injury is eliminated. Minimization must be considered during
initial design and not presented as an analysis after design
completion.
Issued in Kansas City, Missouri on July 27, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-12663 Filed 8-3-06; 8:45 am]
BILLING CODE 4910-13-P
