Special Conditions: Maule Aerospace Technology, Inc.; Maule Model M-7-230, M-7-230C, and M-9-230 Airplanes; Diesel Cycle Engine Using Turbine (Jet) Fuel, 33324-33327 [E9-16476]
Download as PDF
<![CDATA[
33324
Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE298; Special Condition No.
23–238–SC]
Special Conditions: Maule Aerospace
Technology, Inc.; Maule Model M–7–
230, M–7–230C, and M–9–230
Airplanes; Diesel Cycle Engine Using
Turbine (Jet) Fuel
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
sroberts on DSKD5P82C1PROD with RULES
SUMMARY: These special conditions are
issued for the Maule Model M–7–230,
M–7–230C, and M–9–230 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: The effective date of these
special conditions is July 2, 2009.
We must receive your comments by
August 12, 2009.
ADDRESSES: Mail two copies of your
comments to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket CE298,
901 Locust, Room 506, Kansas City,
Missouri 64106. You may deliver two
copies to the Rules Docket at the above
address. Mark your comments Docket
No. CE298. You may inspect comments
in the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
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.
The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the design approval and
thus delivery of the affected aircraft. In
SUPPLEMENTARY INFORMATION:
VerDate Nov<24>2008
18:22 Jul 10, 2009
Jkt 217001
addition, the substance of these special
conditions has been subject to the
public comment process in several prior
instances with no substantive comments
received. The FAA, therefore, finds that
good cause exists for making these
special conditions effective upon
issuance.
Comments Invited
We invite interested persons to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all
comments we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
about these special conditions. You may
inspect the docket before and after the
comment closing date. If you wish to
review the docket in person, go to the
address in the ADDRESSES section of this
preamble between 7:30 a.m. and 4 p.m.
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by the closing date for
comments. We will consider comments
filed late if it is possible to do so
without incurring expense or delay. We
may change these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed, stamped postcard on which
the docket number appears. We will
stamp the date on the postcard and mail
it back to you.
Background
On July 16, 2007, Maule Aerospace
Technology, Inc., applied through the
Atlanta Aircraft Certification Office to
amend Type Certificate 3A23 by
certifying derivative Maule airplane
Models M–7–230, M–7–230C, and M–9–
230 to include the installation of a
Societe de Motorisation Aeronautiques
(SMA) Model SR305–230 aircraft diesel
engine. The SMA Model SR305–230
aircraft diesel engine was previously
type certificated in the United States
under type certificate number
E00067EN.
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
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
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 SMA installation on
the Maule Airplane, and applying the
provisions of the diesel policy, the FAA
proposes 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
the Full Authority Digital Engine
Control (FADEC).
Type Certification Basis
Under the provisions of § 21.101,
Maule Aerospace Technology, Inc.,
must show that the Maule Model M–7–
230, M–7–230C, and M–9–230 airplanes
with the installation of an SMA Model
SR305–230 meet the applicable
provisions of 14 CFR part 23, as
amended by Amendments 23–1 through
23–55 and Civil Air Regulations (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—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.)
E:\FR\FM\13JYR1.SGM
13JYR1
Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations
• 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—One
cylinder inoperative.
• Powerplant Installation—High
Energy Engine Fragments.
Equivalent levels of safety for:
• 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
Maule Model M–7–230, M–7–230C, and
M–9–230 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 Maule Model M–7–230,
M–7–230C, and M–9–230 airplanes with
the installation of an SMA Model
SR305–230 ADE must comply with the
noise certification requirements of 14
CFR part 36.
The FAA issues special conditions, as
appropriate, as defined in § 11.19, under
§ 11.38, and they become part of the
type certification basis under § 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate or
amended 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.
sroberts on DSKD5P82C1PROD with RULES
Novel or Unusual Design Features
The Maule Model M–7–230, M–7–
230C, and M–9–230 airplanes with the
installation of an SMA Model SR305–
230 ADE will incorporate the following
novel or unusual design features: The
Maule Model M–7–230, M–7–230C, and
M–9–230 airplanes with the installation
of an SMA Model SR305–230 ADE will
incorporate an aircraft diesel engine
utilizing turbine (jet) fuel.
VerDate Nov<24>2008
18:22 Jul 10, 2009
Jkt 217001
Applicability
As discussed above, these special
conditions are applicable to the Maule
Model M–7–230, M–7–230C, and M–9–
230 airplanes with the installation of an
SMA Model SR305–230 ADE. Should
Maule apply at a later date for a change
to the type certificate to modify any
other model included on Type
Certificate No. 3A23 to incorporate the
same novel or unusual design feature,
the special conditions would apply to
that model as well.
Conclusion
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, as the
certification date for the Maule Model
M–7–230, M–7–230C, and M–9–230
airplanes is imminent, the FAA finds
that good cause exists to make these
special conditions effective upon
issuance.
This action affects only certain novel
or unusual design features on the Maule
Model M–7–230, M–7–230C, and M–9–
230 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:
■
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 as part of the type
certification basis for the Maule Model
M–7–230, M–7–230C, and M–9–230
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
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
33325
provisions, so that unacceptable load
levels are not imposed on any 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 § 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) Whirlmode 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
(c) Showing the airplane is free from
flutter with one cylinder inoperative.
3. 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.
4. 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.
5. Powerplant—Fuel System—Fuel
system hot weather operation
(Compliance with § 23.961
requirements):
E:\FR\FM\13JYR1.SGM
13JYR1
sroberts on DSKD5P82C1PROD with RULES
33326
Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations
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.
6. 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.
7. 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.
8. 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 indictor, or
(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).
VerDate Nov<24>2008
18:22 Jul 10, 2009
Jkt 217001
Alternately, no indicator is required if
the engine can operate normally for a
specified period with the fuel strainer
exposed to the maximum fuel
contamination as specified in MIL–
5007D and provisions for replacing the
fuel filter at this specified period (or a
shorter period) are included in the
maintenance schedule for the engine
installation.
9. 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.
10. 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.
11. 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
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
part of the essential operating
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. The low temperature limit
may be 5 °F above the gelling
temperature of Jet A with fuel additives,
if the additives are included in the
limitations section of the Airplane
Flight Manual. A display in the cockpit
of either fuel temperature or outside
temperature is required.
12. 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.
13. 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
E:\FR\FM\13JYR1.SGM
13JYR1
Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations
(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
eliminated. Minimization must be
considered during initial design and not
presented as an analysis after design
completion.
Issued in Kansas City, Missouri, on July 2,
2009.
Scott A. Horn,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–16476 Filed 7–10–09; 8:45 am]
BILLING CODE 4910–13–P
SOCIAL SECURITY ADMINISTRATION
20 CFR Parts 404 and 416
[Docket No. SSA–2009–0023]
RIN 0960–AH01
Attorney Advisor Program Sunset Date
Extension
Social Security Administration.
ACTION: Final rule.
AGENCY:
SUMMARY: We are extending for two
years our rule authorizing attorney
advisors to conduct certain prehearing
procedures and to issue fully favorable
decisions. The current rule is scheduled
to expire on August 10, 2009. In this
final rule, we are extending the sunset
date to August 10, 2011. We are making
no other substantive changes.
DATES: This final rule is effective July
13, 2009.
FOR FURTHER INFORMATION CONTACT:
Marilyn Hull, Social Security
Administration, 5107 Leesburg Pike,
Falls Church, VA 22041–3260, 703–
605–8500 for information about this
final rule. For information on eligibility
or filing for benefits, call our national
toll-free number, 1–800–772–1213 or
TTY 1–800–325–0778, or visit our
Internet site, Social Security Online, at
https://www.socialsecurity.gov.
SUPPLEMENTARY INFORMATION:
Electronic Version
sroberts on DSKD5P82C1PROD with RULES
The electronic file of this document is
available on the date of publication in
the Federal Register at https://
www.gpoaccess.gov/fr/.
VerDate Nov<24>2008
18:22 Jul 10, 2009
Jkt 217001
Background
On August 9, 2007, we issued an
interim final rule permitting some
attorney advisors to conduct certain
prehearing procedures. 72 FR 44763. We
instituted this practice to enable us to
provide more timely service to the
increasing number of applicants for
Social Security disability benefits and
SSI payments based on disability. We
considered the public comments we
received on the interim final rule and,
on March 3, 2008, issued the rule
without change as a final rule. 73 FR
11349. Under this rule, attorney
advisors may develop claims and, in
appropriate cases, issue fully favorable
decisions.
We included in the interim final rule
a provision that the program would end
on August 10, 2009, unless we decided
to either terminate the rule earlier or to
extend it beyond that date. We
explained that we would announce any
such termination or extension by
publishing a final rule. 72 FR 44763,
44764 (August 10, 2007).
Explanation of Changes
The number of requests for hearings
has increased significantly in recent
years, and we expect that trend to
continue. While we are pursuing a
number of initiatives to address this
increase, it will take time to feel the full
effects. The attorney advisor program is
an important part of our ongoing efforts
to decide cases efficiently, issue
decisions timely, and reduce the
number of claims pending at the hearing
level. Accordingly, we have decided to
extend the attorney advisor rule for two
more years, until August 10, 2011. As
before, we are reserving the authority to
end the program earlier, or to extend it,
by publishing a final rule in the Federal
Register.
We are also making a minor editorial
change to the language in this rule. We
are changing the term ‘‘wholly
favorable’’ to ‘‘fully favorable’’ in
§§ 404.942 and 416.1442, for clarity and
consistency.
Regulatory Procedures
Justification for Issuing Final Rule
Without Notice and Comment
We follow the Administrative
Procedure Act (APA) rulemaking
procedures specified in 5 U.S.C. 553
when developing regulations. Section
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
33327
702(a)(5) of the Social Security Act, 42
U.S.C. 902(a)(5). The APA provides
exceptions to its notice and public
comment procedures when an agency
finds there is good cause for dispensing
with such procedures because they are
impracticable, unnecessary, or contrary
to the public interest. We have
determined that good cause exists for
dispensing with the notice and public
comment procedures for this rule. 5
U.S.C. 553(b)(B). Good cause exists
because this final rule only extends the
sunset date of an existing rule. It makes
no substantive changes to the rule. The
current regulations expressly provide
that we may extend or terminate this
rule. Therefore, we have determined
that opportunity for prior comment is
unnecessary, and we are issuing this
rule as a final rule.
In addition, because we are not
making any substantive changes to an
existing rule, there is good cause for
dispensing with the 30-day delay in the
effective date of a substantive rule
provided by 5 U.S.C. 553(d)(3). To
ensure that we have uninterrupted
authority to use attorney advisors to
reduce the number of pending cases at
the hearing level, it is in the public
interest to make this final rule effective
on the date of publication.
Executive Order 12866
We have consulted with the Office of
Management and Budget (OMB) and
determined that this final rule does not
meet the criteria for a significant
regulatory action under Executive Order
12866 and was not subject to OMB
formal review.
Regulatory Flexibility Act
We certify that this final rule will not
have a significant economic impact on
a substantial number of small entities as
it affects only persons. Therefore, a
regulatory flexibility analysis is not
required under the Regulatory
Flexibility Act, as amended.
Paperwork Reduction Act
This final rule contains reporting
requirements in the regulation sections
listed below. However, because there
are fewer than ten respondents for each
section, the Paperwork Reduction Act of
1995 does not require us to seek OMB
clearance for these sections.
E:\FR\FM\13JYR1.SGM
13JYR1
]]>Agencies
[Federal Register Volume 74, Number 132 (Monday, July 13, 2009)]
[Rules and Regulations]
[Pages 33324-33327]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-16476]
[[Page 33324]]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE298; Special Condition No. 23-238-SC]
Special Conditions: Maule Aerospace Technology, Inc.; Maule Model
M-7-230, M-7-230C, and M-9-230 Airplanes; Diesel Cycle Engine Using
Turbine (Jet) Fuel
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Maule Model M-7-
230, M-7-230C, and M-9-230 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: The effective date of these special conditions is July 2, 2009.
We must receive your comments by August 12, 2009.
ADDRESSES: Mail two copies of your comments to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket CE298,
901 Locust, Room 506, Kansas City, Missouri 64106. You may deliver two
copies to the Rules Docket at the above address. Mark your comments
Docket No. CE298. You may inspect comments in the Rules Docket
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
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: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the design
approval and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance.
Comments Invited
We invite interested persons to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. We ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You may inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m. Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed, stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On July 16, 2007, Maule Aerospace Technology, Inc., applied through
the Atlanta Aircraft Certification Office to amend Type Certificate
3A23 by certifying derivative Maule airplane Models M-7-230, M-7-230C,
and M-9-230 to include the installation of a Societe de Motorisation
Aeronautiques (SMA) Model SR305-230 aircraft diesel engine. The SMA
Model SR305-230 aircraft diesel engine was previously type certificated
in the United States under type certificate number E00067EN.
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 SMA installation on the Maule Airplane, and applying the
provisions of the diesel policy, the FAA proposes 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 the Full Authority Digital Engine Control
(FADEC).
Type Certification Basis
Under the provisions of Sec. 21.101, Maule Aerospace Technology,
Inc., must show that the Maule Model M-7-230, M-7-230C, and M-9-230
airplanes with the installation of an SMA Model SR305-230 meet the
applicable provisions of 14 CFR part 23, as amended by Amendments 23-1
through 23-55 and Civil Air Regulations (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--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.)
[[Page 33325]]
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--One cylinder inoperative.
Powerplant Installation--High Energy Engine Fragments.
Equivalent levels of safety for:
Ignition switches Sec. 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 Maule Model M-7-230, M-7-230C, and M-9-230
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 Maule Model M-7-230, M-7-230C, and M-9-230 airplanes
with the installation of an SMA Model SR305-230 ADE must comply with
the noise certification requirements of 14 CFR part 36.
The FAA issues special conditions, as appropriate, as defined in
Sec. 11.19, under Sec. 11.38, and they become part of the type
certification basis under 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 or amended 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 Maule Model M-7-230, M-7-230C, and M-9-230 airplanes with the
installation of an SMA Model SR305-230 ADE will incorporate the
following novel or unusual design features: The Maule Model M-7-230, M-
7-230C, and M-9-230 airplanes with the installation of an SMA Model
SR305-230 ADE will incorporate an aircraft diesel engine utilizing
turbine (jet) fuel.
Applicability
As discussed above, these special conditions are applicable to the
Maule Model M-7-230, M-7-230C, and M-9-230 airplanes with the
installation of an SMA Model SR305-230 ADE. Should Maule apply at a
later date for a change to the type certificate to modify any other
model included on Type Certificate No. 3A23 to incorporate the same
novel or unusual design feature, the special conditions would apply to
that model as well.
Conclusion
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Maule
Model M-7-230, M-7-230C, and M-9-230 airplanes is imminent, the FAA
finds that good cause exists to make these special conditions effective
upon issuance.
This action affects only certain novel or unusual design features
on the Maule Model M-7-230, M-7-230C, and M-9-230 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
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 Maule Model M-7-230, M-7-230C, and
M-9-230 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 any structure.
(b) The limit engine torque obtained in CAR 3.195(a)(1) and (a)(2)
or 14 CFR Sec. 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 Sec. 23.361(c)(3).
2. Flutter--(Compliance with Sec. 23.629 (e)(1) and (e)(2)
requirements):
The flutter evaluation of the airplane done in accordance with 14
CFR Sec. 23.629 must include--
(a) Whirlmode 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
(c) Showing the airplane is free from flutter with one cylinder
inoperative.
3. 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.
4. 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.
5. Powerplant--Fuel System--Fuel system hot weather operation
(Compliance with Sec. 23.961 requirements):
[[Page 33326]]
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.
6. 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.
7. 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.
8. 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 indictor, or
(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 the engine can operate
normally for a specified period with the fuel strainer exposed to the
maximum fuel contamination as specified in MIL-5007D and provisions for
replacing the fuel filter at this specified period (or a shorter
period) are included in the maintenance schedule for the engine
installation.
9. 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.
10. 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.
11. 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
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. The low temperature limit
may be 5 [deg]F above the gelling temperature of Jet A with fuel
additives, if the additives are included in the limitations section of
the Airplane Flight Manual. A display in the cockpit of either fuel
temperature or outside temperature is required.
12. 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.
13. 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
[[Page 33327]]
(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 eliminated. Minimization must be considered during initial
design and not presented as an analysis after design completion.
Issued in Kansas City, Missouri, on July 2, 2009.
Scott A. Horn,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-16476 Filed 7-10-09; 8:45 am]
BILLING CODE 4910-13-P
