Special Conditions: Pratt and Whitney Canada Model PW210S Turboshaft Engine, 33981-33982 [2011-14113]
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Federal Register / Vol. 76, No. 112 / Friday, June 10, 2011 / Rules and Regulations
document in the Federal Register on
Friday, May 13, 2011, concerning 8(a)
Business Development Program
Regulation Changes; Tribal
Consultation. SBA announced holding
tribal consultation meetings to discuss
the recent changes to the 8(a) BD
program regulations, specifically to take
comments on the mandatory reporting
of community benefits provision
scheduled to take effect on September 9,
2011.
FOR FURTHER INFORMATION CONTACT:
LaTanya Wright, Senior Advisor, Office
of Business Development, 409 Third
Street, SW., Washington, DC 20416, at
(202) 205–5852, Fax (202) 205–6139, or
e-mail: latanya.wright@sba.gov.
SUPPLEMENTARY INFORMATION:
Correction
In the Federal Register of May 13,
2011, in FR Doc. 2011–11172, on page
27859, in the third column, correct item
2 in the ADDRESSES section to read:
2. The Anchorage Tribal Consultation
address is the Anchorage Marriott
Downtown, 820 West 7th Avenue,
Anchorage, AK 99501.
Dated: June 1, 2011.
LeAnn C. Delaney,
Acting Associate Administrator for Business
Development.
[FR Doc. 2011–14156 Filed 6–9–11; 8:45 am]
BILLING CODE 8025–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 33
[Docket No. NE130; Special Conditions No.
33–008–SCI]
Special Conditions: Pratt and Whitney
Canada Model PW210S Turboshaft
Engine
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for Pratt and Whitney Canada
(PWC) model PW210S engines. The
engine model will have a novel or
unusual design feature which is engine
operation in auxiliary power unit (APU)
mode. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the added safety standards that
the Administrator considers necessary
to establish a level of safety equivalent
to that established by the existing
airworthiness standards.
WReier-Aviles on DSKGBLS3C1PROD with RULES
SUMMARY:
VerDate Mar<15>2010
14:29 Jun 09, 2011
Jkt 223001
The effective date of these
special conditions is July 11, 2011.
FOR FURTHER INFORMATION CONTACT: For
technical questions concerning this rule
contact Marc Bouthillier, ANE–111,
Engine and Propeller Directorate,
Aircraft Certification Service, 12 New
England Executive Park, Burlington,
Massachusetts 01803–5299; telephone
(781) 238–7120; facsimile (781) 238–
7199; e-mail marc.bouthillier@faa.gov.
For legal questions concerning this rule
contact Vincent Bennett, ANE–7 Engine
and Propeller Directorate, Aircraft
Certification Service, 12 New England
Executive Park, Burlington,
Massachusetts 01803–5299; telephone
(781) 238–7044; facsimile (781) 238–
7055; e-mail vincent.bennett@faa.gov.
SUPPLEMENTARY INFORMATION:
DATES:
Background
On December 5, 2005, PWC applied
for type certification for a new model
PW210S turboshaft engine. This engine
consists of a two stage compressor
driven by a single stage uncooled
turbine, and a two stage free power
turbine driving a two stage reduction
gearbox. The control system includes a
dual channel full authority digital
electronic control.
The engine will incorporate a novel or
unusual design feature, which is engine
operation in auxiliary power unit (APU)
mode.
The applicable airworthiness
standards do not contain adequate or
appropriate airworthiness standards to
address this design feature.
These special conditions contain the
additional airworthiness standards
necessary to establish a level of safety
equivalent to the level that would result
from compliance with the applicable
standards of airworthiness in effect on
the date of application.
Type Certification Basis
Under the provisions of 14 CFR
21.17(a) and 21.101(a), PWC must show
that the model PW210S turboshaft
engine meets the provisions of the
applicable regulations in effect on the
date of application, unless otherwise
specified by the FAA. The application
date is December 5, 2005, which
corresponds to 14 CFR part 33
Amendment 20. However, PWC has
elected to demonstrate compliance to
later amendments of part 33 for this
model. Therefore, the certification basis
for the PW210S model turboshaft engine
will be part 33, effective February 1,
1965, amended by Amendments 33–1
through 33–24.
The FAA has determined that the
applicable airworthiness regulations in
PO 00000
Frm 00015
Fmt 4700
Sfmt 4700
33981
part 33, Amendments 1–24 inclusive, do
not contain adequate or appropriate
safety standards for the model PW210
turboshaft engine, because of a novel or
unusual rating. Therefore, special
conditions are prescribed under the
provisions of 14 CFR 11.19 and 14 CFR
21.16.
The FAA issues special conditions, as
defined by 14 CFR 11.19, in accordance
with 14 CFR 11.38, which become part
of the type certification basis in
accordance with § 21.17(b)(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 another related model that
incorporates the same or similar novel
or unusual design feature, or should any
other model already included on the
same type certificate be modified to
incorporate the same or similar novel or
unusual design feature, the special
conditions would also apply to the other
model.
Novel or Unusual Design Features
The PWC PW210S turbo shaft engine
will incorporate a novel or unusual
design feature which is engine operation
in auxiliary power unit (APU) mode.
This design feature is considered to be
novel and unusual relative to the part 33
airworthiness standards.
Discussion of Comments
Notice of proposed special conditions,
Notice No. 33–10–01–SC for the
PW210S engine model was published
on February 14, 2011 (76 FR 8321). One
comment letter was received.
The commenter stated that the part 1
definition included in the special
condition may not be necessary, or may
require clarification. The FAA does not
agree. The definition is necessary to
explain the engine function to which
these special conditions apply, and the
term is used within the rule itself.
However, to improve clarity, each of the
special condition subsections now
includes a reference to APU mode
operation.
The commenter stated that the 400
cycle dynamic braking test is
inappropriate for this engine
certification program, that engine
dynamics will be difficult to simulate in
a test stand, and that an engine test of
this type would be better addressed as
part of part 29 rotorcraft certification
testing. The FAA does not agree. This
test is the same as conducted for
turbopropeller engines under § 33.96
and is applicable to turboshaft engines
as well. We do not believe it is
impractical to reasonably simulate the
braking action input into the engine
E:\FR\FM\10JNR1.SGM
10JNR1
33982
Federal Register / Vol. 76, No. 112 / Friday, June 10, 2011 / Rules and Regulations
type design, and that the effects of
dynamic braking need to be
demonstrated on the complete engine
prior to issuing a type certificate. Lastly,
a need for installation limitations or
special instructions for continued
airworthiness requirements could be
identified based on the results from this
test, making it impractical to wait for
part 29 certification testing.
The commenter stated that the locked
rotor portion of the special condition
tests needs to be conducted on a single
engine, but the dynamic requirements
can be addressed separately. The FAA
concurs in part. We have concluded that
an engine test is required to demonstrate
the complete engine response to
dynamic braking, however we do agree
that the two elements of required testing
(locked rotor and dynamic) can be
conducted on separate test engines. The
FAA has therefore revised paragraph (d)
to eliminate the reference to paragraph
(b) (400 cycle dynamic braking test), and
therefore allows separate engine tests at
the applicant’s discretion. The FAA has
also deleted proposed paragraph (0,
which is a safety analysis requirement
specific to dynamic responses. In this
regard, existing § 33.75 Safety Analysis
is considered adequate when an engine
test for dynamic braking is conducted
per this special condition.
Applicability
These special conditions are
applicable to the PWC PW210S turbo
shaft engine. If PWC applies later for a
change to the type certificate to include
another closely related model
incorporating the same novel or unusual
design feature, these special conditions
may also apply to that model as well,
and would be made part of the
certification basis for that model.
Conclusion
WReier-Aviles on DSKGBLS3C1PROD with RULES
We reviewed the available data,
including the comment received, and
have determined that air safety and the
public interest require adopting this
special condition with the changes
described above. This action affects only
certain novel or unusual design features
on one model of engine. It is not a rule
of general applicability, and it affects
only the applicant who applied to the
FAA for approval of this feature on the
engine product.
List of Subjects in 14 CFR Part 33
Air transportation, Aircraft, Aviation
safety, Safety.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701–
44702, 44704.
VerDate Mar<15>2010
14:29 Jun 09, 2011
Jkt 223001
The Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) issues the
following special conditions as part of
the type certification basis for the PWC
PW210S turbo shaft engine.
1. PART 1 DEFINITION. Unless
otherwise approved by the
Administrator and documented in the
appropriate manuals and certification
documents, the following definition
applies to this special condition:
‘‘Auxiliary Power Unit Mode’’—Engine
operation with the main output shaft
and power turbine locked and
stationary, while the gas generator
portion of the engine continues to
operate, for the purpose of supplying
the rotorcraft with electric/hydraulic/
pneumatic power (as applicable) while
on the ground.
2. PART 33 ENGINE TEST
REQUIREMENTS:
(a) Ground locking: A total of 45
hours with the engine output shaft
locked to simulate rotor brake
engagement, in a manner which clearly
demonstrates the complete engine’s
ability to function without adverse
affect while operating in the APU mode
under the maximum conditions of
engine rotor speed, torque, temperature,
air bleed and power extraction as
specified by the applicant.
(b) Dynamic braking: A total of 400
application-release cycles of simulated
brake engagements must be made in a
manner which clearly demonstrates the
complete engine’s ability to function
without adverse affect while operating
in the APU mode under the maximum
conditions of engine acceleration and
deceleration rate, rotor speed, torque
and temperature as specified by the
applicant. The engine output shaft must
be stopped prior to brake-release.
(c) One hundred engine starts and
stops with the output shaft locked in a
manner simulating rotor brake
engagement during APU mode
operation.
(d) The tests required by paragraphs
(a) and (c) of this section must be
performed on the same engine.
(e) The tests required by paragraphs
(a), (b) and (c) above must be followed
by engine disassembly to the extent
necessary to show that each engine part
conforms to the type design and is
eligible for incorporation into an engine
for continued operation in accordance
with information submitted in
compliance with § 33.4 Instructions for
Continued Airworthiness.
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
Issued in Burlington, Massachusetts, on
May 25, 2011.
Colleen M. D’Alessandro,
Acting Assistant Manager, Engine and
Propeller Directorate, Aircraft Certification
Service.
[FR Doc. 2011–14113 Filed 6–9–11; 8:45 am]
BILLING CODE P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–0159; Directorate
Identifier 2010–NM–246–AD; Amendment
39–16713; AD 2011–12–06]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Model CL–600–2C10 (Regional Jet
Series 700, 701, & 702), Model CL–600–
2D15 (Regional Jet Series 705), and
Model CL–600–2D24 (Regional Jet
Series 900) Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
SUMMARY:
An inspection by the vendor revealed that
a number of Rubber Bull Gears (RBG) in the
Horizontal Stabilizer Trim Actuator (HSTA)
of the CL–600–2C10, CL–600–2D15 and CL–
600–2D24 aeroplanes were installed with a
wheel material hardness out of specification.
This non-conformity has a direct impact on
the HSTA life limit. The teeth of these nonconformant RBGs could break and in extreme
cases, could lead to uncontrolled HSTA
movement without the ability to re-trim the
aeroplane. If not corrected, this condition
could result in a difficulty to control the
pitch and subsequent loss of the aeroplane.
*
*
*
*
*
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective July
15, 2011.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of July 15, 2011.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
E:\FR\FM\10JNR1.SGM
10JNR1
]]>Agencies
[Federal Register Volume 76, Number 112 (Friday, June 10, 2011)]
[Rules and Regulations]
[Pages 33981-33982]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-14113]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 33
[Docket No. NE130; Special Conditions No. 33-008-SCI]
Special Conditions: Pratt and Whitney Canada Model PW210S
Turboshaft Engine
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for Pratt and Whitney
Canada (PWC) model PW210S engines. The engine model will have a novel
or unusual design feature which is engine operation in auxiliary power
unit (APU) mode. The applicable airworthiness regulations do not
contain adequate or appropriate safety standards for this design
feature. These special conditions contain the added 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 11, 2011.
FOR FURTHER INFORMATION CONTACT: For technical questions concerning
this rule contact Marc Bouthillier, ANE-111, Engine and Propeller
Directorate, Aircraft Certification Service, 12 New England Executive
Park, Burlington, Massachusetts 01803-5299; telephone (781) 238-7120;
facsimile (781) 238-7199; e-mail marc.bouthillier@faa.gov. For legal
questions concerning this rule contact Vincent Bennett, ANE-7 Engine
and Propeller Directorate, Aircraft Certification Service, 12 New
England Executive Park, Burlington, Massachusetts 01803-5299; telephone
(781) 238-7044; facsimile (781) 238-7055; e-mail
vincent.bennett@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
On December 5, 2005, PWC applied for type certification for a new
model PW210S turboshaft engine. This engine consists of a two stage
compressor driven by a single stage uncooled turbine, and a two stage
free power turbine driving a two stage reduction gearbox. The control
system includes a dual channel full authority digital electronic
control.
The engine will incorporate a novel or unusual design feature,
which is engine operation in auxiliary power unit (APU) mode.
The applicable airworthiness standards do not contain adequate or
appropriate airworthiness standards to address this design feature.
These special conditions contain the additional airworthiness
standards necessary to establish a level of safety equivalent to the
level that would result from compliance with the applicable standards
of airworthiness in effect on the date of application.
Type Certification Basis
Under the provisions of 14 CFR 21.17(a) and 21.101(a), PWC must
show that the model PW210S turboshaft engine meets the provisions of
the applicable regulations in effect on the date of application, unless
otherwise specified by the FAA. The application date is December 5,
2005, which corresponds to 14 CFR part 33 Amendment 20. However, PWC
has elected to demonstrate compliance to later amendments of part 33
for this model. Therefore, the certification basis for the PW210S model
turboshaft engine will be part 33, effective February 1, 1965, amended
by Amendments 33-1 through 33-24.
The FAA has determined that the applicable airworthiness
regulations in part 33, Amendments 1-24 inclusive, do not contain
adequate or appropriate safety standards for the model PW210 turboshaft
engine, because of a novel or unusual rating. Therefore, special
conditions are prescribed under the provisions of 14 CFR 11.19 and 14
CFR 21.16.
The FAA issues special conditions, as defined by 14 CFR 11.19, in
accordance with 14 CFR 11.38, which become part of the type
certification basis in accordance with Sec. 21.17(b)(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 another related model that incorporates the same or
similar novel or unusual design feature, or should any other model
already included on the same type certificate be modified to
incorporate the same or similar novel or unusual design feature, the
special conditions would also apply to the other model.
Novel or Unusual Design Features
The PWC PW210S turbo shaft engine will incorporate a novel or
unusual design feature which is engine operation in auxiliary power
unit (APU) mode. This design feature is considered to be novel and
unusual relative to the part 33 airworthiness standards.
Discussion of Comments
Notice of proposed special conditions, Notice No. 33-10-01-SC for
the PW210S engine model was published on February 14, 2011 (76 FR
8321). One comment letter was received.
The commenter stated that the part 1 definition included in the
special condition may not be necessary, or may require clarification.
The FAA does not agree. The definition is necessary to explain the
engine function to which these special conditions apply, and the term
is used within the rule itself. However, to improve clarity, each of
the special condition subsections now includes a reference to APU mode
operation.
The commenter stated that the 400 cycle dynamic braking test is
inappropriate for this engine certification program, that engine
dynamics will be difficult to simulate in a test stand, and that an
engine test of this type would be better addressed as part of part 29
rotorcraft certification testing. The FAA does not agree. This test is
the same as conducted for turbopropeller engines under Sec. 33.96 and
is applicable to turboshaft engines as well. We do not believe it is
impractical to reasonably simulate the braking action input into the
engine
[[Page 33982]]
type design, and that the effects of dynamic braking need to be
demonstrated on the complete engine prior to issuing a type
certificate. Lastly, a need for installation limitations or special
instructions for continued airworthiness requirements could be
identified based on the results from this test, making it impractical
to wait for part 29 certification testing.
The commenter stated that the locked rotor portion of the special
condition tests needs to be conducted on a single engine, but the
dynamic requirements can be addressed separately. The FAA concurs in
part. We have concluded that an engine test is required to demonstrate
the complete engine response to dynamic braking, however we do agree
that the two elements of required testing (locked rotor and dynamic)
can be conducted on separate test engines. The FAA has therefore
revised paragraph (d) to eliminate the reference to paragraph (b) (400
cycle dynamic braking test), and therefore allows separate engine tests
at the applicant's discretion. The FAA has also deleted proposed
paragraph (0, which is a safety analysis requirement specific to
dynamic responses. In this regard, existing Sec. 33.75 Safety Analysis
is considered adequate when an engine test for dynamic braking is
conducted per this special condition.
Applicability
These special conditions are applicable to the PWC PW210S turbo
shaft engine. If PWC applies later for a change to the type certificate
to include another closely related model incorporating the same novel
or unusual design feature, these special conditions may also apply to
that model as well, and would be made part of the certification basis
for that model.
Conclusion
We reviewed the available data, including the comment received, and
have determined that air safety and the public interest require
adopting this special condition with the changes described above. This
action affects only certain novel or unusual design features on one
model of engine. It is not a rule of general applicability, and it
affects only the applicant who applied to the FAA for approval of this
feature on the engine product.
List of Subjects in 14 CFR Part 33
Air transportation, Aircraft, Aviation safety, Safety.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
The Special Conditions
Accordingly, the Federal Aviation Administration (FAA) issues the
following special conditions as part of the type certification basis
for the PWC PW210S turbo shaft engine.
1. PART 1 DEFINITION. Unless otherwise approved by the
Administrator and documented in the appropriate manuals and
certification documents, the following definition applies to this
special condition: ``Auxiliary Power Unit Mode''--Engine operation with
the main output shaft and power turbine locked and stationary, while
the gas generator portion of the engine continues to operate, for the
purpose of supplying the rotorcraft with electric/hydraulic/pneumatic
power (as applicable) while on the ground.
2. PART 33 ENGINE TEST REQUIREMENTS:
(a) Ground locking: A total of 45 hours with the engine output
shaft locked to simulate rotor brake engagement, in a manner which
clearly demonstrates the complete engine's ability to function without
adverse affect while operating in the APU mode under the maximum
conditions of engine rotor speed, torque, temperature, air bleed and
power extraction as specified by the applicant.
(b) Dynamic braking: A total of 400 application-release cycles of
simulated brake engagements must be made in a manner which clearly
demonstrates the complete engine's ability to function without adverse
affect while operating in the APU mode under the maximum conditions of
engine acceleration and deceleration rate, rotor speed, torque and
temperature as specified by the applicant. The engine output shaft must
be stopped prior to brake-release.
(c) One hundred engine starts and stops with the output shaft
locked in a manner simulating rotor brake engagement during APU mode
operation.
(d) The tests required by paragraphs (a) and (c) of this section
must be performed on the same engine.
(e) The tests required by paragraphs (a), (b) and (c) above must be
followed by engine disassembly to the extent necessary to show that
each engine part conforms to the type design and is eligible for
incorporation into an engine for continued operation in accordance with
information submitted in compliance with Sec. 33.4 Instructions for
Continued Airworthiness.
Issued in Burlington, Massachusetts, on May 25, 2011.
Colleen M. D'Alessandro,
Acting Assistant Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 2011-14113 Filed 6-9-11; 8:45 am]
BILLING CODE P
