Special Conditions: Kestrel Aircraft Company, Model K-350 Turboprop, Lithium Batteries, 68281-68284 [2015-28125]
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68281
Federal Register / Vol. 80, No. 213 / Wednesday, November 4, 2015 / Proposed Rules
TABLE A—LAMP-AND-BALLAST PAIRINGS AND FREQUENCY ADJUSTMENT FACTORS—Continued
Lamp type
Ballast type
Lamp diameter and base
Ballasts that operate straight-shaped lamps
(commonly referred to as 4-foot miniature
bipin standard output lamps) with miniature
bipin bases and a nominal length between
45 and 48 inches.
Ballasts that operate straight-shaped lamps
(commonly referred to as 4-foot miniature
bipin high output lamps) with miniature bipin
bases and a nominal length between 45
and 48 inches.
Sign ballasts that operate rapid-start lamps
(commonly referred to as 8-foot high output
lamps) with recessed double contact bases
and a nominal overall length of 96 inches.
Frequency adjustment factor (b)
Nominal lamp
wattage
Low-frequency
High-frequency
T5 SO Mini-BP (Data
60081–IEC–6640–5) *.
Sheet
28
0.95
1.0
T5 HO Mini-BP (Data
60081–IEC–6840–4) *.
Sheet
54
0.95
1.0
T8 HO RDC (Data Sheet 7881–
ANSI–1501–1) *.
86
0.92
1.0
T12 HO RDC (Data Sheet 7881–
ANSI–1019–1) *.
110 †
0.94
1.0
MBP, Mini-BP, RDC, and SP represent medium bipin, miniature bipin, recessed double contact, and single pin, respectively.
A ballast must be tested with only one lamp type based on the ballast type description and lamp diameter it is designed and marketed to operate.
* Data Sheet corresponds to ANSI C78.81, ANSI C78.901, or IEC 60081 page number (incorporated by reference; see § 430.3).
** No ANSI or IEC Data Sheet exists for 34 W T12 MBP U-shaped lamps. For ballasts designed to operate only T12 2-foot U-shaped lamps
with MBP bases and a nominal overall length between 22 and 25 inches, manufacturers should select a T12 U-shaped lamp designed and marketed as having a nominal wattage of 34 W.
† Lamp type is commonly marketed as 110 W, however the ANSI C78.81 Data Sheet (incorporated by reference; see § 430.3) lists nominal
wattage of 113 W. Specifications for operation at 0.800 amperes (A) should be used for testing.
*
*
*
*
*
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA–2015–5034; Notice No. 23–
15–01–SC]
Special Conditions: Kestrel Aircraft
Company, Model K–350 Turboprop,
Lithium Batteries
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed special
conditions.
AGENCY:
This action proposes special
conditions for the Kestrel Aircraft
Company, Model K–350 Turboprop
airplane. This airplane will have a novel
or unusual design feature associated
with the installation of a rechargeable
lithium battery. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These proposed
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.
rmajette on DSK7SPTVN1PROD with PROPOSALS
SUMMARY:
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Send your comments on or
before December 21, 2015.
ADDRESSES: Send comments identified
by docket number FAA–2015–5034
using any of the following methods:
b Federal eRegulations Portal: Go to
https://www.regulations.gov and follow
the online instructions for sending your
comments electronically.
b Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
b Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m., and 5 p.m., Monday through
Friday, except Federal holidays.
b Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://regulations.gov, including any
personal information the commenter
provides. Using the search function of
the docket Web site, anyone can find
and read the electronic form of all
comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
DATES:
[FR Doc. 2015–28077 Filed 11–3–15; 8:45 am]
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on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.dot.gov.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov at any time.
Follow the online instructions for
accessing the docket or go to the Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m., and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT:
Ruth Hirt, Federal Aviation
Administration, Small Airplane
Directorate, Aircraft Certification
Service, 901 Locust; Kansas City,
Missouri 64106; telephone (816) 329–
4108; facsimile (816) 329–4090.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people 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 consider all comments we
receive on or before 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.
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Federal Register / Vol. 80, No. 213 / Wednesday, November 4, 2015 / Proposed Rules
Type Certification Basis
On November 22, 2011, Kestrel
Aircraft Company applied for a type
certificate for their new Model K–350.
The Kestrel Aircraft Company Model K–
350 is a single-engine turboprop
airplane with the primary structure
constructed largely of carbon and epoxy
composite material. The turboprop
engine will be a Honeywell Model
TPE331–14GR–801KT that is integrated
with a Hartzell 4 bladed, 110-inch
carbon composite propeller. The
standard seating configuration offers a
one plus five cabin (one pilot and five
passengers). Alternate interior
configurations will be available from
two seats (cargo configuration) up to
eight seats total. The K–350 will
incorporate an integrated avionics
system, retractable landing gear, and a
conventional tail configuration.
Specifications expected for the K–350
include the following:
• Maximum altitude: 31,000 Feet
• Maximum cruise speed: 320 Knots
True Air Speed
• Maximum takeoff weight: 8,900
Pounds
• Maximum economy cruise: 1,200
Nautical Miles
The K–350 will be certified for singlepilot operations under part 91 and part
135 operating rules. The following
operating conditions will be included:
• Day and Night Visual Flight Rules
• Instrument Flight Rules
• Flight Into Known Icing (Phase B
certification)
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Background
Under the provisions of 14 CFR 21.17,
Kestrel Aircraft Company must show
that the K–350 meets the applicable
provisions of part 23, as amended by
amendments 23–1 through 23–62
thereto.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 23) do not contain
adequate or appropriate safety standards
for the K–350 because of a novel or
unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
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.
In addition to the applicable
airworthiness regulations and special
conditions, the K–350 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
§ 611 of Public Law 92–574, the Noise
Control Act of 1972.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type-certification basis under
§ 21.17(a)(2).
Kestrel Aircraft Company proposes to
utilize a rechargeable lithium Main
Battery on their new Model K–350
turboprop airplane. The current
regulatory requirements for part 23
airplanes do not contain adequate
requirements for the application of
rechargeable lithium batteries in
airborne applications. This type of
battery possesses certain failure and
operational characteristics with
maintenance requirements that differ
significantly from that of the nickel
cadmium and lead acid rechargeable
batteries currently approved in other
normal, utility, acrobatic, and commuter
category airplanes. Therefore, the FAA
is proposing this special condition to
require that (1) all characteristics of the
rechargeable lithium batteries and their
installation that could affect safe
operation of the K–350 are addressed,
and (2) appropriate Instructions for
Continued Airworthiness that include
maintenance requirements are
established to ensure the availability of
electrical power from the batteries when
needed.
Novel or Unusual Design Features
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The K–350 will incorporate the
following novel or unusual design
feature: Installation of a rechargeable
lithium battery as the Main or Engine
Start aircraft battery.
Discussion
The current regulatory requirements
for part 23 airplanes do not contain
adequate requirements for the
application of rechargeable lithium
batteries in electrical system design.
This type of battery possesses certain
failures with operational characteristics
and maintenance requirements that
differ significantly from that of the
nickel cadmium and lead acid
rechargeable batteries currently
approved in other normal, utility,
acrobatic, and commuter category
airplanes. Therefore, the FAA is
proposing this special condition to
require that (1) all characteristics of the
rechargeable lithium batteries and their
installation that could affect safe
operation of the K–350 are addressed,
and (2) appropriate Instructions for
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Continuous Airworthiness which
include maintenance requirements are
established to ensure the availability of
electrical power from the batteries when
needed.
As previously mentioned, Kestrel
Aircraft Company proposes to utilize a
rechargeable lithium Main Battery on
their new Model K–350 turboprop
airplane. At the Kestrel Preliminary
Type Certification Board Meeting it was
brought to the attention of the FAA that
the Lithium battery used in the K–350
will be qualified to RTCA standards
DO–311, titled Minimum Operational
Performance Standards for Rechargeable
Lithium Battery Systems. Additionally,
on July 18, 2013, Kestrel advised the
Civil Aviation Contingency Operations
(CACO) that the battery will have
Technical Standard Order Authorization
for TSO C–179a, titled Permanently
Installed Rechargeable Lithium Cells,
Batteries and Battery Systems. Finally,
Kestrel plans to use the same
manufacturer for both the lithium
battery and the battery controller.
Presently, there is limited experience
with use of rechargeable lithium
batteries in applications involving
commercial aviation. However, other
users of this technology, ranging from
wireless telephone manufacturers to the
electric vehicle industry, have noted
safety problems with lithium batteries.
These problems include overcharging,
over-discharging, and flammability of
cell components, described in the
following:
1. Overcharging: In general, lithium
batteries are significantly more
susceptible to internal failures that can
result in self-sustaining increases in
temperature and pressure (i.e., thermal
runaway) than the nickel-cadmium or
lead-acid counterparts. This is
especially true for overcharging which
causes heating and destabilization of the
components of the cell, leading to the
formation (by plating) of highly unstable
metallic lithium. The metallic lithium
may ignite, resulting in a fire or
explosion. Finally, the severity of
thermal runaway due to overcharging
increases with increasing battery
capacity and physical size.
2. Over-discharging: Discharge of
some types of lithium battery cells
beyond a certain voltage (typically 2.4
volts) can cause corrosion of the
electrodes of the cell, resulting in loss
of battery capacity that cannot be
reversed by recharging. This loss of
capacity may not be detected by the
simple voltage measurements
commonly available to flight crews as a
means of checking battery status, which
is a problem shared with nickelcadmium batteries.
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Federal Register / Vol. 80, No. 213 / Wednesday, November 4, 2015 / Proposed Rules
3. Flammability of Cell Components:
Unlike nickel-cadmium and lead-acid
batteries, some types of lithium batteries
use liquid electrolytes that are
flammable. The electrolyte may serve as
a source of fuel for an external fire, if
there is a breach of the battery
container.
These problems experienced by users
of lithium batteries raise concern about
the use of these batteries in commercial
aviation. The intent of the proposed
special condition is to establish
appropriate airworthiness standards for
lithium battery installations in the K–
350 and to ensure, as required by
§§ 23.1309 and 23.601, that these battery
installations are not hazardous or
unreliable.
Applicability
As previously discussed, these special
conditions are applicable to the K–350.
Should Kestrel Aircraft Company apply
at a later date 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.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
The authority citation for these
special conditions is as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the type certification basis for Kestrel
Aircraft Company, Model K–350
Turboprop airplanes.
1. Kestrel Aircraft Company, Model
K–350 Turboprop, Lithium Batteries.
The FAA proposes special conditions
that adopt the following requirements:
(a) The flammable fluid fire protection
requirement is § 23.863. In the past, this
rule was not applied to batteries of
normal, utility, acrobatic, and commuter
category airplanes since the electrolytes
utilized in lead-acid batteries and
nickel-cadmium batteries are not
flammable.
(b) New Instructions for Continuous
Airworthiness that include maintenance
requirements to ensure that batteries
used as spares have been maintained in
an appropriate state of charge and
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installed lithium batteries have been
sufficiently charged at appropriate
intervals. These instructions must also
describe proper repairs, if allowed, and
battery part number configuration
control.
(c) The applicant must conduct a
system safety assessment for the failure
condition classification of a failure of
the battery charging and monitoring
functionality (per Advisory Circular
23.1309–1E), and develop mitigation to
preclude any adverse safety effects.
Mitigation may include software,
Airborne Electronic Hardware (AEH) or
a combination of software and
hardware, which should be developed
to the appropriate Design Assurance
Level(s) (DALs), respectively (per
Advisory Circular 20–115C and
Advisory Circular 20–152).
(d) New requirements, listed in
paragraph (e), address the hazards of
overcharging and over-discharging that
are unique to lithium batteries, which
should be applied to all rechargeable
lithium battery and battery installations
on the Model K–350 airplane in lieu of
the requirements of
§ 23.1353(a)(b)(c)(d)(e), amendment 23–
62.
Note 1: These special conditions are
not intended to replace
§ 23.1353(a)(b)(c)(d)(e) at amendment
23–62 in the certification basis of
airplane K–350 series airplanes. These
special conditions apply only to
rechargeable lithium batteries and
lithium battery systems and their
installations. The requirements of
§ 25.1353 at amendment 23–62 remains
in effect for batteries and battery
installations on K–350 series that do not
use newly technologically developed
batteries.
(e) Rechargeable lithium batteries and
battery installations on the Model K–
350 airplane must be designed and
installed as follows:
(1) Safe cell temperatures and
pressures must be maintained during—
i. Normal operations;
ii. Any probable failure conditions of
charging or discharging or battery
monitoring system;
iii. Any failure of the charging or
battery monitoring system not shown to
be extremely remote.
(2) The rechargeable lithium battery
installation must be designed to
preclude explosion or fire in the event
of (e)(1)(ii) and (e)(1)(iii) failures.
(3) Design of the rechargeable lithium
batteries must preclude the occurrence
of self-sustaining, uncontrolled
increases in temperature or pressure.
(4) No explosive or toxic gasses
emitted by any rechargeable lithium
battery in normal operation or as the
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68283
result of any failure of the battery
charging system, monitoring system, or
battery installation which is not shown
to be extremely remote, may accumulate
in hazardous quantities within the
airplane.
(5) Installations of rechargeable
lithium batteries must meet the
requirements of § 23.863(a) through (d)
at amendment 23–34.
(6) No corrosive fluids or gases that
may escape from any rechargeable
lithium battery may damage
surrounding structure or any adjacent
systems, equipment, electrical wiring, or
the airplane in such a way as to cause
a major or more severe failure condition,
in accordance with § 23.1309(c) at
amendment 23–62 and applicable
regulatory guidance.
(7) Each rechargeable lithium battery
installation must have provisions to
prevent any hazardous effect on
structure or essential systems that may
be caused by the maximum amount of
heat the battery can generate during a
short circuit of the battery or of its
individual cells.
(8) Rechargeable lithium battery
installations must have—
i. A system to automatically control
the charging rate of the battery to
prevent battery overheating and
overcharging, or;
ii. A battery temperature sensing and
over-temperature warning system with a
means for automatically disconnecting
the battery from its charging source in
the event of an over-temperature
condition, or;
iii. A battery failure sensing and
warning system with a means for
automatically disconnecting the battery
from its charging source in the event of
battery failure.
(9) Any rechargeable lithium battery
installation functionally required for
safe operation of the airplane must
incorporate a monitoring and warning
feature that will provide an indication
to the appropriate flight crewmembers
whenever the State of Charge (SOC) of
the batteries has fallen below levels
considered acceptable for dispatch of
the airplane.
(10) The Instructions for Continued
Airworthiness required by § 23.1529 at
amendment 23–26 must contain
maintenance requirements to assure that
the battery has been sufficiently charged
at appropriate intervals specified by the
battery manufacturer and the equipment
manufacturer that contain the
rechargeable lithium battery or
rechargeable lithium battery system.
This is required to ensure that lithium
rechargeable batteries and lithium
rechargeable battery systems will not
degrade below specified ampere-hour
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68284
Federal Register / Vol. 80, No. 213 / Wednesday, November 4, 2015 / Proposed Rules
levels sufficient to power the aircraft
system. The Instructions for Continued
Airworthiness must also contain
procedures for the maintenance of
replacement batteries in spares storage
to prevent the installation of batteries
that have degraded charge retention
ability or other damage due to
prolonged storage at a low state of
charge. Replacement batteries must be
of the same manufacturer and part
number as approved by the FAA.
Note 2: The term ‘‘sufficiently
charged’’ means that the battery will
retain enough of a charge, expressed in
ampere-hours, to ensure that the battery
cells will not be damaged. A battery cell
may be damaged by lowering the charge
below a point where there is a reduction
in the ability to charge and retain a full
charge. This reduction would be greater
than the reduction that may result from
normal operational degradation.
(11) In showing compliance with the
proposed special conditions herein,
paragraphs (e)(1) through (e)(8), and the
RTCA document, Minimum Operational
Performance Standards for Rechargeable
Lithium Battery Systems, DO–311, may
be used. The list of planned DO–311
tests should be documented in the
certification or compliance plan and
agreed to by the CACO. Alternate
methods of compliance other than DO–
311 tests must be coordinated with the
directorate and CACO.
Issued in Kansas City, Missouri, on
October 28, 2015.
Robert Busto,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2015–28125 Filed 11–3–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–3778; Directorate
Identifier 2015–NE–27–AD]
RIN 2120–AA64
Airworthiness Directives; Rolls-Royce
plc Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
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AGENCY:
We propose to adopt a new
airworthiness directive (AD) for all
Rolls-Royce plc (RR) RB211–535E4–37,
RB211–535E4–B–37, and RB211–
535E4–C–37 turbofan engines. This
proposed AD was prompted by a review
SUMMARY:
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of operational data that determined
certain RR RB211–535E4–37 engines
have been operated to a more severe
flight profile than is consistent with the
flight profile used to establish the cyclic
life limits for the rotating parts. This
proposed AD would require
recalculating the cyclic life for certain
engine life-limited rotating parts and
removing those parts that have exceeded
their cyclic life limit within specified
compliance times. We are proposing
this AD to prevent failure of life-limited
rotating parts, which could result in
uncontained parts release, damage to
the engine, and damage to the airplane.
DATES: We must receive comments on
this proposed AD by December 4, 2015.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Mail: Docket Management Facility,
U.S. Department of Transportation, 1200
New Jersey Avenue SE., West Building
Ground Floor, Room W12–140,
Washington, DC 20590–0001.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
• Fax: 202–493–2251.
For service information identified in
this proposed AD, contact Rolls-Royce
plc, Corporate Communications, P.O.
Box 31, Derby, England, DE24 8BJ;
phone: 011–44–1332–242424; fax: 011–
44–1332–249936; email: https://
www.rolls-royce.com/contact/civil_
team.jsp; Internet: https://
customers.rolls-royce.com/public/
rollsroycecare. You may view this
service information at the FAA, Engine
& Propeller Directorate, 12 New England
Executive Park, Burlington, MA. For
information on the availability of this
material at the FAA, call 781–238–7125.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
3778; or in person at the Docket
Operations office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this proposed AD, the
mandatory continuing airworthiness
information (MCAI), the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (phone: 800–647–5527) is
in the ADDRESSES section. Comments
will be available in the AD docket
shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Robert Green, Aerospace Engineer,
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Engine Certification Office, FAA, Engine
& Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
phone: 781–238–7754; fax: 781–238–
7199; email: robert.green@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2015–3778; Directorate Identifier
2015–NE–27–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA AD 2015–
0148, dated July 23, 2015 (corrected July
24, 2015), referred to hereinafter as ‘‘the
MCAI’’, to correct an unsafe condition
for the specified products. The MCAI
states:
A review of operational flight data has
revealed that some RB211–535 engines may
have been operated beyond the flight profile
(FP) assumed by the operator when
establishing the operational limits (life
limits) within which the corresponding
critical parts are allowed to remain installed.
This condition, if not corrected, may lead
to critical part failure, possibly resulting in
release of high energy debris, damage to the
aeroplane and/or injury to the occupants.
To preclude failure of an engine lifelimited part, the MCAI specifies, and
this proposed AD would require,
recalculating the cyclic life for certain
parts, and removing from service those
parts that have exceeded their cyclic life
limit within specified compliance times.
This proposed AD would establish a
new default Flight Profile G for RB211–
535E4–37 engine life-limited parts. If,
however, operators meet the
requirements of Appendix 6 of RR Alert
Non-Modification Service Bulletin
(NMSB) No. RB.211–72–AH972,
Revision 3, dated August 28, 2015, they
may operate to Flight Profile A or B.
You may obtain further information by
examining the MCAI in the AD docket
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]]>Agencies
[Federal Register Volume 80, Number 213 (Wednesday, November 4, 2015)]
[Proposed Rules]
[Pages 68281-68284]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-28125]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA-2015-5034; Notice No. 23-15-01-SC]
Special Conditions: Kestrel Aircraft Company, Model K-350
Turboprop, Lithium Batteries
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
-----------------------------------------------------------------------
SUMMARY: This action proposes special conditions for the Kestrel
Aircraft Company, Model K-350 Turboprop airplane. This airplane will
have a novel or unusual design feature associated with the installation
of a rechargeable lithium battery. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These proposed 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: Send your comments on or before December 21, 2015.
ADDRESSES: Send comments identified by docket number FAA-2015-5034
using any of the following methods:
[squ] Federal eRegulations Portal: Go to https://www.regulations.gov
and follow the online instructions for sending your comments
electronically.
[squ] Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
[squ] Hand Delivery or Courier: Take comments to Docket Operations
in Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9 a.m., and 5 p.m., Monday through
Friday, except Federal holidays.
[squ] Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://regulations.gov, including any personal information
the commenter provides. Using the search function of the docket Web
site, anyone can find and read the electronic form of all comments
received into any FAA docket, including the name of the individual
sending the comment (or signing the comment for an association,
business, labor union, etc.). DOT's complete Privacy Act Statement can
be found in the Federal Register published on April 11, 2000 (65 FR
19477-19478), as well as at https://DocketsInfo.dot.gov.
Docket: Background documents or comments received may be read at
https://www.regulations.gov at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m., and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Ruth Hirt, Federal Aviation
Administration, Small Airplane Directorate, Aircraft Certification
Service, 901 Locust; Kansas City, Missouri 64106; telephone (816) 329-
4108; facsimile (816) 329-4090.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people 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 consider all comments we receive on or before 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.
[[Page 68282]]
Background
On November 22, 2011, Kestrel Aircraft Company applied for a type
certificate for their new Model K-350. The Kestrel Aircraft Company
Model K-350 is a single-engine turboprop airplane with the primary
structure constructed largely of carbon and epoxy composite material.
The turboprop engine will be a Honeywell Model TPE331-14GR-801KT that
is integrated with a Hartzell 4 bladed, 110-inch carbon composite
propeller. The standard seating configuration offers a one plus five
cabin (one pilot and five passengers). Alternate interior
configurations will be available from two seats (cargo configuration)
up to eight seats total. The K-350 will incorporate an integrated
avionics system, retractable landing gear, and a conventional tail
configuration.
Specifications expected for the K-350 include the following:
Maximum altitude: 31,000 Feet
Maximum cruise speed: 320 Knots True Air Speed
Maximum takeoff weight: 8,900 Pounds
Maximum economy cruise: 1,200 Nautical Miles
The K-350 will be certified for single-pilot operations under part
91 and part 135 operating rules. The following operating conditions
will be included:
Day and Night Visual Flight Rules
Instrument Flight Rules
Flight Into Known Icing (Phase B certification)
Kestrel Aircraft Company proposes to utilize a rechargeable lithium
Main Battery on their new Model K-350 turboprop airplane. The current
regulatory requirements for part 23 airplanes do not contain adequate
requirements for the application of rechargeable lithium batteries in
airborne applications. This type of battery possesses certain failure
and operational characteristics with maintenance requirements that
differ significantly from that of the nickel cadmium and lead acid
rechargeable batteries currently approved in other normal, utility,
acrobatic, and commuter category airplanes. Therefore, the FAA is
proposing this special condition to require that (1) all
characteristics of the rechargeable lithium batteries and their
installation that could affect safe operation of the K-350 are
addressed, and (2) appropriate Instructions for Continued Airworthiness
that include maintenance requirements are established to ensure the
availability of electrical power from the batteries when needed.
Type Certification Basis
Under the provisions of 14 CFR 21.17, Kestrel Aircraft Company must
show that the K-350 meets the applicable provisions of part 23, as
amended by amendments 23-1 through 23-62 thereto.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 23) do not contain adequate or
appropriate safety standards for the K-350 because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
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.
In addition to the applicable airworthiness regulations and special
conditions, the K-350 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 Sec. 611 of Public Law 92-574, the Noise
Control Act of 1972.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type-
certification basis under Sec. 21.17(a)(2).
Novel or Unusual Design Features
The K-350 will incorporate the following novel or unusual design
feature: Installation of a rechargeable lithium battery as the Main or
Engine Start aircraft battery.
Discussion
The current regulatory requirements for part 23 airplanes do not
contain adequate requirements for the application of rechargeable
lithium batteries in electrical system design. This type of battery
possesses certain failures with operational characteristics and
maintenance requirements that differ significantly from that of the
nickel cadmium and lead acid rechargeable batteries currently approved
in other normal, utility, acrobatic, and commuter category airplanes.
Therefore, the FAA is proposing this special condition to require that
(1) all characteristics of the rechargeable lithium batteries and their
installation that could affect safe operation of the K-350 are
addressed, and (2) appropriate Instructions for Continuous
Airworthiness which include maintenance requirements are established to
ensure the availability of electrical power from the batteries when
needed.
As previously mentioned, Kestrel Aircraft Company proposes to
utilize a rechargeable lithium Main Battery on their new Model K-350
turboprop airplane. At the Kestrel Preliminary Type Certification Board
Meeting it was brought to the attention of the FAA that the Lithium
battery used in the K-350 will be qualified to RTCA standards DO-311,
titled Minimum Operational Performance Standards for Rechargeable
Lithium Battery Systems. Additionally, on July 18, 2013, Kestrel
advised the Civil Aviation Contingency Operations (CACO) that the
battery will have Technical Standard Order Authorization for TSO C-
179a, titled Permanently Installed Rechargeable Lithium Cells,
Batteries and Battery Systems. Finally, Kestrel plans to use the same
manufacturer for both the lithium battery and the battery controller.
Presently, there is limited experience with use of rechargeable
lithium batteries in applications involving commercial aviation.
However, other users of this technology, ranging from wireless
telephone manufacturers to the electric vehicle industry, have noted
safety problems with lithium batteries. These problems include
overcharging, over-discharging, and flammability of cell components,
described in the following:
1. Overcharging: In general, lithium batteries are significantly
more susceptible to internal failures that can result in self-
sustaining increases in temperature and pressure (i.e., thermal
runaway) than the nickel-cadmium or lead-acid counterparts. This is
especially true for overcharging which causes heating and
destabilization of the components of the cell, leading to the formation
(by plating) of highly unstable metallic lithium. The metallic lithium
may ignite, resulting in a fire or explosion. Finally, the severity of
thermal runaway due to overcharging increases with increasing battery
capacity and physical size.
2. Over-discharging: Discharge of some types of lithium battery
cells beyond a certain voltage (typically 2.4 volts) can cause
corrosion of the electrodes of the cell, resulting in loss of battery
capacity that cannot be reversed by recharging. This loss of capacity
may not be detected by the simple voltage measurements commonly
available to flight crews as a means of checking battery status, which
is a problem shared with nickel-cadmium batteries.
[[Page 68283]]
3. Flammability of Cell Components: Unlike nickel-cadmium and lead-
acid batteries, some types of lithium batteries use liquid electrolytes
that are flammable. The electrolyte may serve as a source of fuel for
an external fire, if there is a breach of the battery container.
These problems experienced by users of lithium batteries raise
concern about the use of these batteries in commercial aviation. The
intent of the proposed special condition is to establish appropriate
airworthiness standards for lithium battery installations in the K-350
and to ensure, as required by Sec. Sec. 23.1309 and 23.601, that these
battery installations are not hazardous or unreliable.
Applicability
As previously discussed, these special conditions are applicable to
the K-350. Should Kestrel Aircraft Company apply at a later date 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.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Proposed Special Conditions
0
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Kestrel Aircraft Company, Model K-350 Turboprop airplanes.
1. Kestrel Aircraft Company, Model K-350 Turboprop, Lithium
Batteries.
The FAA proposes special conditions that adopt the following
requirements:
(a) The flammable fluid fire protection requirement is Sec.
23.863. In the past, this rule was not applied to batteries of normal,
utility, acrobatic, and commuter category airplanes since the
electrolytes utilized in lead-acid batteries and nickel-cadmium
batteries are not flammable.
(b) New Instructions for Continuous Airworthiness that include
maintenance requirements to ensure that batteries used as spares have
been maintained in an appropriate state of charge and installed lithium
batteries have been sufficiently charged at appropriate intervals.
These instructions must also describe proper repairs, if allowed, and
battery part number configuration control.
(c) The applicant must conduct a system safety assessment for the
failure condition classification of a failure of the battery charging
and monitoring functionality (per Advisory Circular 23.1309-1E), and
develop mitigation to preclude any adverse safety effects. Mitigation
may include software, Airborne Electronic Hardware (AEH) or a
combination of software and hardware, which should be developed to the
appropriate Design Assurance Level(s) (DALs), respectively (per
Advisory Circular 20-115C and Advisory Circular 20-152).
(d) New requirements, listed in paragraph (e), address the hazards
of overcharging and over-discharging that are unique to lithium
batteries, which should be applied to all rechargeable lithium battery
and battery installations on the Model K-350 airplane in lieu of the
requirements of Sec. 23.1353(a)(b)(c)(d)(e), amendment 23-62.
Note 1: These special conditions are not intended to replace Sec.
23.1353(a)(b)(c)(d)(e) at amendment 23-62 in the certification basis of
airplane K-350 series airplanes. These special conditions apply only to
rechargeable lithium batteries and lithium battery systems and their
installations. The requirements of Sec. 25.1353 at amendment 23-62
remains in effect for batteries and battery installations on K-350
series that do not use newly technologically developed batteries.
(e) Rechargeable lithium batteries and battery installations on the
Model K-350 airplane must be designed and installed as follows:
(1) Safe cell temperatures and pressures must be maintained
during--
i. Normal operations;
ii. Any probable failure conditions of charging or discharging or
battery monitoring system;
iii. Any failure of the charging or battery monitoring system not
shown to be extremely remote.
(2) The rechargeable lithium battery installation must be designed
to preclude explosion or fire in the event of (e)(1)(ii) and
(e)(1)(iii) failures.
(3) Design of the rechargeable lithium batteries must preclude the
occurrence of self-sustaining, uncontrolled increases in temperature or
pressure.
(4) No explosive or toxic gasses emitted by any rechargeable
lithium battery in normal operation or as the result of any failure of
the battery charging system, monitoring system, or battery installation
which is not shown to be extremely remote, may accumulate in hazardous
quantities within the airplane.
(5) Installations of rechargeable lithium batteries must meet the
requirements of Sec. 23.863(a) through (d) at amendment 23-34.
(6) No corrosive fluids or gases that may escape from any
rechargeable lithium battery may damage surrounding structure or any
adjacent systems, equipment, electrical wiring, or the airplane in such
a way as to cause a major or more severe failure condition, in
accordance with Sec. 23.1309(c) at amendment 23-62 and applicable
regulatory guidance.
(7) Each rechargeable lithium battery installation must have
provisions to prevent any hazardous effect on structure or essential
systems that may be caused by the maximum amount of heat the battery
can generate during a short circuit of the battery or of its individual
cells.
(8) Rechargeable lithium battery installations must have--
i. A system to automatically control the charging rate of the
battery to prevent battery overheating and overcharging, or;
ii. A battery temperature sensing and over-temperature warning
system with a means for automatically disconnecting the battery from
its charging source in the event of an over-temperature condition, or;
iii. A battery failure sensing and warning system with a means for
automatically disconnecting the battery from its charging source in the
event of battery failure.
(9) Any rechargeable lithium battery installation functionally
required for safe operation of the airplane must incorporate a
monitoring and warning feature that will provide an indication to the
appropriate flight crewmembers whenever the State of Charge (SOC) of
the batteries has fallen below levels considered acceptable for
dispatch of the airplane.
(10) The Instructions for Continued Airworthiness required by Sec.
23.1529 at amendment 23-26 must contain maintenance requirements to
assure that the battery has been sufficiently charged at appropriate
intervals specified by the battery manufacturer and the equipment
manufacturer that contain the rechargeable lithium battery or
rechargeable lithium battery system. This is required to ensure that
lithium rechargeable batteries and lithium rechargeable battery systems
will not degrade below specified ampere-hour
[[Page 68284]]
levels sufficient to power the aircraft system. The Instructions for
Continued Airworthiness must also contain procedures for the
maintenance of replacement batteries in spares storage to prevent the
installation of batteries that have degraded charge retention ability
or other damage due to prolonged storage at a low state of charge.
Replacement batteries must be of the same manufacturer and part number
as approved by the FAA.
Note 2: The term ``sufficiently charged'' means that the battery
will retain enough of a charge, expressed in ampere-hours, to ensure
that the battery cells will not be damaged. A battery cell may be
damaged by lowering the charge below a point where there is a reduction
in the ability to charge and retain a full charge. This reduction would
be greater than the reduction that may result from normal operational
degradation.
(11) In showing compliance with the proposed special conditions
herein, paragraphs (e)(1) through (e)(8), and the RTCA document,
Minimum Operational Performance Standards for Rechargeable Lithium
Battery Systems, DO-311, may be used. The list of planned DO-311 tests
should be documented in the certification or compliance plan and agreed
to by the CACO. Alternate methods of compliance other than DO-311 tests
must be coordinated with the directorate and CACO.
Issued in Kansas City, Missouri, on October 28, 2015.
Robert Busto,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-28125 Filed 11-3-15; 8:45 am]
BILLING CODE 4910-13-P
