Special Conditions: Adam Aircraft, Model A700; Fire Extinguishing for Aft Fuselage Mounted Engines, 45624-45626 [E7-15973]
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Federal Register / Vol. 72, No. 157 / Wednesday, August 15, 2007 / Rules and Regulations
match Social Security Administration
records; or
(C) Written notice to the employer
from the Department of Homeland
Security that the immigration status
document or employment authorization
document presented or referenced by
the employee in completing Form I–9 is
assigned to another person, or that there
is no agency record that the document
has been assigned to any person.
(2)(i) An employer who receives
written notice from the Social Security
Administration as described in
paragraph (l)(1)(iii)(B) of this section
will be considered by the Department of
Homeland Security to have taken
reasonable steps—and receipt of the
written notice will therefore not be used
as evidence of constructive
knowledge—if the employer takes the
following actions:
(A) The employer must check its
records to determine whether the
discrepancy results from a
typographical, transcription, or similar
clerical error. If the employer
determines that the discrepancy is due
to such an error, the employer must
correct the error and inform the Social
Security Administration of the correct
information (in accordance with the
written notice’s instructions, if any).
The employer must also verify with the
Social Security Administration that the
employee’s name and social security
account number, as corrected, match
Social Security Administration records.
The employer should make a record of
the manner, date, and time of such
verification, and then store such record
with the employee’s Form I–9(s) in
accordance with 8 CFR 274a.2(b). The
employer may update the employee’s
Form I–9 or complete a new Form I–9
(and retain the original Form I–9), but
the employer should not perform a new
Form I–9 verification. The employer
must complete these steps within thirty
days of receiving the written notice.
(B) If the employer determines that
the discrepancy is not due to an error in
its own records, the employer must
promptly request that the employee
confirm that the name and social
security account number in the
employer’s records are correct. If the
employee states that the employer’s
records are incorrect, the employer must
correct, inform, verify, and make a
record as set forth in paragraph
(l)(2)(i)(A) of this section. If the
employee confirms that its records are
correct, the employer must promptly
request that the employee resolve the
discrepancy with the Social Security
Administration (in accordance with the
written notice’s instructions, if any).
The employer must advise the employee
VerDate Aug<31>2005
14:56 Aug 14, 2007
Jkt 211001
of the date that the employer received
the written notice from the Social
Security Administration and advise the
employee to resolve the discrepancy
with the Social Security Administration
within ninety days of the date the
employer received the written notice
from the Social Security
Administration.
(C) If the employer is unable to verify
with the Social Security Administration
within ninety days of receiving the
written notice that the employee’s name
and social security account number
matches the Social Security
Administration’s records, the employer
must again verify the employee’s
employment authorization and identity
within an additional three days by
following the verification procedure
specified in paragraph (l)(2)(iii) of this
section.
(ii) An employer who receives written
notice from the Department of
Homeland Security as described in
paragraph (l)(1)(iii)(C) of this section
will be considered by the Department of
Homeland Security to have taken
reasonable steps—and receipt of the
written notice will therefore not be used
as evidence of constructive
knowledge—if the employer takes the
following actions:
(A) The employer must contact the
local Department of Homeland Security
office (in accordance with the written
notice’s instructions, if any) and attempt
to resolve the question raised by the
Department of Homeland Security about
the immigration status document or
employment authorization document.
The employer must complete this step
within thirty days of receiving the
written notice.
(B) If the employer is unable to verify
with the Department of Homeland
Security within ninety days of receiving
the written notice that the immigration
status document or employment
authorization document is assigned to
the employee, the employer must again
verify the employee’s employment
authorization and identity within an
additional 3 days by following the
verification procedure specified in
paragraph (l)(2)(iii) of this section.
(iii) The verification procedure
referenced in paragraphs (l)(2)(i)(B) and
(l)(2)(ii)(B) of this section is as follows:
(A) The employer completes a new
Form I–9 for the employee, using the
same procedures as if the employee
were newly hired, as described in
section 274a.2(a) and (b) of this part,
except that—
(1) The employee must complete
Section 1 (‘‘Employee Information and
Verification’’) and the employer must
complete Section 2 (‘‘Employer Review
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
and Verification’’) of the new Form I–9
within ninety-three days of the
employer’s receipt of the written notice
referred to in paragraph (l)(1)(iii)(B) or
(C) of this section;
(2) The employer must not accept any
document referenced in any written
notice described in paragraph
(l)(1)(iii)(C) of this section, any
document that contains a disputed
social security account number or alien
number referenced in any written notice
described in paragraphs (l)(1)(iii)(B) or
(l)(1)(iii)(C) of this section, or any
receipt for an application for a
replacement of such document, to
establish employment authorization or
identity or both; and
(3) The employee must present a
document that contains a photograph in
order to establish identity or both
identity and employment authorization.
(B) The employer must retain the new
Form I–9 with the prior Form(s) I–9 in
accordance with 8 CFR 274a.2(b).
(3) Knowledge that an employee is
unauthorized may not be inferred from
an employee’s foreign appearance or
accent. Nothing in this definition
should be interpreted as permitting an
employer to request more or different
documents than are required under
section 274A(b) of the Act or to refuse
to honor documents tendered that on
their face reasonably appear to be
genuine and to relate to the individual,
except a document about which the
employer has received written notice
described in paragraph (l)(1)(iii) of this
section and with respect to which the
employer has received no verification as
described in paragraphs (l)(2)(i)(C) or
(l)(2)(ii)(B) of this section.
Michael Chertoff,
Secretary.
[FR Doc. E7–16066 Filed 8–14–07; 8:45 am]
BILLING CODE 4410–10–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE270; Special Condition No.
23–210–SC]
Special Conditions: Adam Aircraft,
Model A700; Fire Extinguishing for Aft
Fuselage Mounted Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
SUMMARY: These special conditions are
issued for the Adam Aircraft, Model
A700 airplane. This airplane will have
E:\FR\FM\15AUR1.SGM
15AUR1
Federal Register / Vol. 72, No. 157 / Wednesday, August 15, 2007 / Rules and Regulations
a novel or unusual design feature(s)
associated with aft mounted engine fire
protection. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. 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: August 6, 2007
FOR FURTHER INFORMATION CONTACT:
Leslie B. Taylor, Regulations & Policy
Branch, ACE–111, Federal Aviation
Administration, Small Airplane
Directorate, Aircraft Certification
Service, 901 Locust, Kansas City, MO
64106; telephone (816) 329–4134;
facsimile (816) 329–4090, e-mail at
leslie.b.taylor@faa.gov.
ebenthall on PRODPC61 with RULES
SUPPLEMENTARY INFORMATION:
Background
On April 12, 2004, Adam Aircraft
applied for a type certificate for their
new Model A700. The Model A700 is a
6 to 8 seat, pressurized, retractable-gear,
composite structure airplane with two
turbofan engines mounted on pylons on
either side of the aft fuselage.
14 CFR part 23 has historically
addressed fire protection through
prevention, identification, and
containment. Prevention has been
provided through minimizing the
potential for ignition of flammable
fluids and vapors. Identification has
been provided by locating engines
within the pilots’ primary field of view
and/or with the incorporation of fire
detection systems. This has provided
both rapid detection of a fire and
confirmation when it was extinguished.
Containment has been provided through
the isolation of designated fire zones,
through flammable fluid shutoff valves,
and firewalls. This containment
philosophy also ensures that
components of the engine control
system will function effectively to
permit a safe shutdown of an engine.
However, containment has only been
demonstrated for 15 minutes. If a fire
occurs in traditional part 23 airplanes,
the appropriate corrective action is to
land as soon as possible. For a small,
simple airplane originally envisioned by
part 23, it is possible to descend and
land within 15 minutes; thus, the
occupants can safely exit the airplane
before the firewall is breached. These
simple airplanes normally have the
engine located away from critical flight
control systems and primary structure.
This has ensured that, throughout a fire
event, a pilot can continue safe flight,
and it has made the prediction of fire
VerDate Aug<31>2005
14:56 Aug 14, 2007
Jkt 211001
effects relatively easy. Other design
features of these simple aircraft, such as
low stall speeds and short landing
distances, ensure that even in the event
of an off-field landing, the potential for
the outcome being catastrophic has been
minimized.
Title 14 CFR part 23 did not envision
the type of configuration of the Model
A700 airplane. The Model A700
incorporates two turbofan engines
located on pylons on either side of the
aft fuselage. These engines are not in the
pilots’ field of view. With the location
in the aft fuselage, the ability to visually
detect a fire is minimal.
Type Certification Basis
Under 14 CFR part 21, § 21.17, Adam
Aircraft must show that the Model A700
meets the applicable provisions of part
23, as amended by Amendments 23–1
through 23–55, thereto.
If the Administrator finds that the
applicable airworthiness regulations in
14 CFR part 23 do not contain adequate
or appropriate safety standards for the
Model A700 because of a novel or
unusual design feature, special
conditions are prescribed under § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Model A700 must
comply with the fuel vent and exhaust
emission requirements of 14 CFR part
34 and the noise certification
requirements of 14 CFR part 36, and the
FAA must issue a finding of regulatory
adequacy under section 611 of Public
Law 92–574, the ‘‘Noise Control Act of
1972.’’
Discussion
The FAA issues special conditions, as
defined in § 11.19, under § 11.38, and
they become part of the type
certification basis under § 21.17(a)(2).
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same or similar novel
or unusual design feature, the special
conditions would also apply to the other
model under § 21.101.
Novel or Unusual Design Features
The Model A700 will incorporate the
following novel or unusual design
features: The Model A700 incorporates
two turbofan engines located on pylons
on either side of the aft fuselage. These
engines are not in the pilots’ field of
view. The effects of a fire in such a
compartment are more varied and
adverse than the typical engine fire in
a simple part 23 airplane. With the
location in the aft fuselage, the ability to
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Fmt 4700
Sfmt 4700
45625
visually detect a fire is minimal.
However, the ability to extinguish an
engine fire becomes extremely critical
with the Model A700 engine location.
While the certification basis for the
Model A700 requires that a fire
detection system be installed due to the
engine location, fire extinguishing is
also considered a requirement. A
sustained fire could result in loss of
control of the airplane and damage to
primary structure before an emergency
landing could be made. Because of the
location of critical structures and flight
controls, a means to minimize the
probability of re-ignition from occurring
is necessary. One acceptable method to
minimize re-ignition is to install a twoshot system. The effects of a fire
emanating from an enclosed engine
installation are more varied, adverse,
and more difficult to predict than an
engine fire envisioned for typical part
23 airplanes.
Discussion of Comments
A notice of proposed special
conditions, Notice No. 23–07–02–SC,
for the Adam Aircraft Model A700 was
published in the Federal Register on
June 25, 2007 (72 FR 34644). No
comments were received, and the
special conditions are adopted as
proposed.
Applicability
As discussed above, these special
conditions are applicable to the Model
A700. Should Adam Aircraft apply later
for a change to the type certificate to
include another model incorporating the
same novel or unusual design feature,
the special conditions would apply to
that model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. 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:
Authority: 49 U.S.C. 106(g), 40113, and
44701; 14 CFR 21.16 and 21.17; 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
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45626
Federal Register / Vol. 72, No. 157 / Wednesday, August 15, 2007 / Rules and Regulations
ebenthall on PRODPC61 with RULES
conditions are issued as part of the type
certification basis for Adam Aircraft,
Model A700 airplanes.
Aft fuselage mounted engines need to
protect the airplane from fires that were
not envisioned in the development of
part 23. Therefore, special conditions
for a fire extinguishing system are
required for airplanes with this engine
configuration.
Regulations requiring and defining
engine compartment fire extinguishing
systems already exist for part 23
commuter category airplanes. These
regulations will provide an adequate
level of safety for the normal category
Model A700 aircraft with its aft pylon
mounted engines.
As the extinguishing agent is subject
to change during the service life of the
airplane, the certification basis needs to
include 14 CFR part 23, § 23.1197 in its
entirety.
Each fire zone should be ventilated to
prevent the accumulation of flammable
vapors. It must also be designed such
that it will not allow entry of flammable
fluids, vapors, or flames from other fire
zones. It must be designed such that it
does not create an additional fire hazard
from the discharge of vapors or fluids.
1. SC 23.1195—Add the requirements
of § 23.1195 while deleting ‘‘For
commuter category airplanes.’’
23.1195, Fire Extinguishing Systems
(a) Fire extinguishing systems must be
installed and compliance 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 extinguishing agent, the rate
of discharge, and the discharge
distribution must be adequate to
extinguish fires. An individual ‘‘oneshot’’ system may be used except for
embedded engines where a ‘‘two-shot’’
system is required.
(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) If an auxiliary power unit is
installed in any airplane certificated to
this part, that auxiliary power unit
compartment must be served by a fire
extinguishing system meeting the
requirements of paragraph (a)(2) of this
section.
2. SC 23.1197—Add the requirements
of § 23.1197 while deleting ‘‘For
commuter category airplanes.’’
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14:56 Aug 14, 2007
Jkt 211001
23.1197, Fire Extinguishing Agents
The following applies:
(a) Fire extinguishing agents must—
(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.
(b) 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—
(1) Five pounds or less of carbon
dioxide will be discharged under
established fire control procedures into
any fuselage compartment; or
(2) Protective breathing equipment is
available for each flight crewmember on
flight deck duty.
3. SC 23.1199—Add the requirements
of § 23.1199 while deleting ‘‘For
commuter category airplanes.’’
23.1199, Extinguishing Agent
Containers
Frm 00016
Fmt 4700
Sfmt 4700
23.1201, Fire Extinguishing System
Materials
The following apply:
(a) No material in any fire
extinguishing system may react
chemically with any extinguishing agent
so as to create a hazard.
(b) Each system component in an
engine compartment must be fireproof.
Issued in Kansas City, Missouri on
August 6, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. E7–15973 Filed 8–14–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM373; Special Conditions No.
25–360–SC]
Special Conditions: Boeing Model 787–
8 Airplane; Composite Fuselage InFlight Fire/Flammability Resistance
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
The following applies:
(a) Each extinguishing agent container
must have a pressure relief to prevent
bursting of the container by excessive
internal pressures.
(b) 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.
(c) 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.
(d) The temperature of each container
must be maintained, under intended
operating conditions, to prevent the
pressure in the container from—
(1) Falling below that necessary to
provide an adequate rate of discharge; or
(2) Rising high enough to cause
premature discharge.
(e) If a pyrotechnic capsule is used to
discharge the fire extinguishing agent,
each container must be installed so that
PO 00000
temperature conditions will not cause
hazardous deterioration of the
pyrotechnic capsule.
4. SC 23.1201—Add the requirements
of § 23.1201 while deleting ‘‘For
commuter category airplanes.’’
SUMMARY: These special conditions are
issued for the Boeing Model 787–8
airplane. This airplane will have novel
or unusual design features when
compared to the state of technology
envisioned in the airworthiness
standards for transport category
airplanes. The fuselage of the Boeing
Model 787–8 series airplane will be
made of composite materials rather than
conventional aluminum. While the
regulations include flame propagation
standards for some materials commonly
found in inaccessible areas of the
airplane, they do not yet incorporate
standards for materials used to construct
the fuselage. Therefore, special
conditions are needed to address this
design feature. 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 standards. Additional special
conditions will be issued for other novel
or unusual design features of the Boeing
Model 787–8 airplanes.
E:\FR\FM\15AUR1.SGM
15AUR1
]]>Agencies
[Federal Register Volume 72, Number 157 (Wednesday, August 15, 2007)]
[Rules and Regulations]
[Pages 45624-45626]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-15973]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE270; Special Condition No. 23-210-SC]
Special Conditions: Adam Aircraft, Model A700; Fire Extinguishing
for Aft Fuselage Mounted Engines
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Adam Aircraft,
Model A700 airplane. This airplane will have
[[Page 45625]]
a novel or unusual design feature(s) associated with aft mounted engine
fire protection. The applicable airworthiness regulations do not
contain adequate or appropriate safety standards for this design
feature. 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: August 6, 2007
FOR FURTHER INFORMATION CONTACT: Leslie B. Taylor, Regulations & Policy
Branch, ACE-111, Federal Aviation Administration, Small Airplane
Directorate, Aircraft Certification Service, 901 Locust, Kansas City,
MO 64106; telephone (816) 329-4134; facsimile (816) 329-4090, e-mail at
leslie.b.taylor@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
On April 12, 2004, Adam Aircraft applied for a type certificate for
their new Model A700. The Model A700 is a 6 to 8 seat, pressurized,
retractable-gear, composite structure airplane with two turbofan
engines mounted on pylons on either side of the aft fuselage.
14 CFR part 23 has historically addressed fire protection through
prevention, identification, and containment. Prevention has been
provided through minimizing the potential for ignition of flammable
fluids and vapors. Identification has been provided by locating engines
within the pilots' primary field of view and/or with the incorporation
of fire detection systems. This has provided both rapid detection of a
fire and confirmation when it was extinguished. Containment has been
provided through the isolation of designated fire zones, through
flammable fluid shutoff valves, and firewalls. This containment
philosophy also ensures that components of the engine control system
will function effectively to permit a safe shutdown of an engine.
However, containment has only been demonstrated for 15 minutes. If a
fire occurs in traditional part 23 airplanes, the appropriate
corrective action is to land as soon as possible. For a small, simple
airplane originally envisioned by part 23, it is possible to descend
and land within 15 minutes; thus, the occupants can safely exit the
airplane before the firewall is breached. These simple airplanes
normally have the engine located away from critical flight control
systems and primary structure. This has ensured that, throughout a fire
event, a pilot can continue safe flight, and it has made the prediction
of fire effects relatively easy. Other design features of these simple
aircraft, such as low stall speeds and short landing distances, ensure
that even in the event of an off-field landing, the potential for the
outcome being catastrophic has been minimized.
Title 14 CFR part 23 did not envision the type of configuration of
the Model A700 airplane. The Model A700 incorporates two turbofan
engines located on pylons on either side of the aft fuselage. These
engines are not in the pilots' field of view. With the location in the
aft fuselage, the ability to visually detect a fire is minimal.
Type Certification Basis
Under 14 CFR part 21, Sec. 21.17, Adam Aircraft must show that the
Model A700 meets the applicable provisions of part 23, as amended by
Amendments 23-1 through 23-55, thereto.
If the Administrator finds that the applicable airworthiness
regulations in 14 CFR part 23 do not contain adequate or appropriate
safety standards for the Model A700 because of a novel or unusual
design feature, special conditions are prescribed under Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Model A700 must comply with the fuel vent and exhaust
emission requirements of 14 CFR part 34 and the noise certification
requirements of 14 CFR part 36, and the FAA must issue a finding of
regulatory adequacy under section 611 of Public Law 92-574, the ``Noise
Control Act of 1972.''
Discussion
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38, and they become part of the type certification basis under
Sec. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, the special conditions would also
apply to the other model under Sec. 21.101.
Novel or Unusual Design Features
The Model A700 will incorporate the following novel or unusual
design features: The Model A700 incorporates two turbofan engines
located on pylons on either side of the aft fuselage. These engines are
not in the pilots' field of view. The effects of a fire in such a
compartment are more varied and adverse than the typical engine fire in
a simple part 23 airplane. With the location in the aft fuselage, the
ability to visually detect a fire is minimal. However, the ability to
extinguish an engine fire becomes extremely critical with the Model
A700 engine location.
While the certification basis for the Model A700 requires that a
fire detection system be installed due to the engine location, fire
extinguishing is also considered a requirement. A sustained fire could
result in loss of control of the airplane and damage to primary
structure before an emergency landing could be made. Because of the
location of critical structures and flight controls, a means to
minimize the probability of re-ignition from occurring is necessary.
One acceptable method to minimize re-ignition is to install a two-shot
system. The effects of a fire emanating from an enclosed engine
installation are more varied, adverse, and more difficult to predict
than an engine fire envisioned for typical part 23 airplanes.
Discussion of Comments
A notice of proposed special conditions, Notice No. 23-07-02-SC,
for the Adam Aircraft Model A700 was published in the Federal Register
on June 25, 2007 (72 FR 34644). No comments were received, and the
special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Model A700. Should Adam Aircraft apply later for a change to the type
certificate to include another model incorporating the same novel or
unusual design feature, the special conditions would apply to that
model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. 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:
Authority: 49 U.S.C. 106(g), 40113, and 44701; 14 CFR 21.16 and
21.17; 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
[[Page 45626]]
conditions are issued as part of the type certification basis for Adam
Aircraft, Model A700 airplanes.
Aft fuselage mounted engines need to protect the airplane from
fires that were not envisioned in the development of part 23.
Therefore, special conditions for a fire extinguishing system are
required for airplanes with this engine configuration.
Regulations requiring and defining engine compartment fire
extinguishing systems already exist for part 23 commuter category
airplanes. These regulations will provide an adequate level of safety
for the normal category Model A700 aircraft with its aft pylon mounted
engines.
As the extinguishing agent is subject to change during the service
life of the airplane, the certification basis needs to include 14 CFR
part 23, Sec. 23.1197 in its entirety.
Each fire zone should be ventilated to prevent the accumulation of
flammable vapors. It must also be designed such that it will not allow
entry of flammable fluids, vapors, or flames from other fire zones. It
must be designed such that it does not create an additional fire hazard
from the discharge of vapors or fluids.
1. SC 23.1195--Add the requirements of Sec. 23.1195 while deleting
``For commuter category airplanes.''
23.1195, Fire Extinguishing Systems
(a) Fire extinguishing systems must be installed and compliance
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 extinguishing
agent, the rate of discharge, and the discharge distribution must be
adequate to extinguish fires. An individual ``one-shot'' system may be
used except for embedded engines where a ``two-shot'' system is
required.
(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) If an auxiliary power unit is installed in any airplane
certificated to this part, that auxiliary power unit compartment must
be served by a fire extinguishing system meeting the requirements of
paragraph (a)(2) of this section.
2. SC 23.1197--Add the requirements of Sec. 23.1197 while deleting
``For commuter category airplanes.''
23.1197, Fire Extinguishing Agents
The following applies:
(a) Fire extinguishing agents must--
(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.
(b) 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 built-
in carbon dioxide fuselage compartment fire extinguishing systems for
which--
(1) Five pounds or less of carbon dioxide will be discharged under
established fire control procedures into any fuselage compartment; or
(2) Protective breathing equipment is available for each flight
crewmember on flight deck duty.
3. SC 23.1199--Add the requirements of Sec. 23.1199 while deleting
``For commuter category airplanes.''
23.1199, Extinguishing Agent Containers
The following applies:
(a) Each extinguishing agent container must have a pressure relief
to prevent bursting of the container by excessive internal pressures.
(b) 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.
(c) 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.
(d) The temperature of each container must be maintained, under
intended operating conditions, to prevent the pressure in the container
from--
(1) Falling below that necessary to provide an adequate rate of
discharge; or
(2) Rising high enough to cause premature discharge.
(e) If a pyrotechnic capsule is used to discharge the fire
extinguishing agent, each container must be installed so that
temperature conditions will not cause hazardous deterioration of the
pyrotechnic capsule.
4. SC 23.1201--Add the requirements of Sec. 23.1201 while deleting
``For commuter category airplanes.''
23.1201, Fire Extinguishing System Materials
The following apply:
(a) No material in any fire extinguishing system may react
chemically with any extinguishing agent so as to create a hazard.
(b) Each system component in an engine compartment must be
fireproof. Issued in Kansas City, Missouri on August 6, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. E7-15973 Filed 8-14-07; 8:45 am]
BILLING CODE 4910-13-P
