Special Conditions: Diamond Aircraft Industries of Canada Model DA-62 Airplanes; Diesel Cycle Engine Installation, 54476-54480 [2019-22118]
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Federal Register / Vol. 84, No. 197 / Thursday, October 10, 2019 / Rules and Regulations
The revisions and addition read as
follows:
§ 46.2
■
Definitions.
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*
Covered institution means a national
bank or Federal savings association with
average total consolidated assets,
calculated as required under this part,
that are greater than $250 billion.
*
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*
Reporting year means the calendar
year in which a covered institution must
conduct, report, and publish its stress
test.
Scenarios means sets of conditions
that affect the U.S. economy or the
financial condition of a covered
institution that the OCC determines are
appropriate for use in the stress tests
under this part, including, but not
limited to, baseline and severely adverse
scenarios.
*
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■ 4. Section 46.3 is amended by revising
paragraphs (b) and (c) and removing
paragraph (d).
The revisions read as follows:
§ 46.3
Applicability.
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*
(b) Covered institutions that become
subject to stress testing requirements. A
national bank or Federal savings
association that becomes a covered
institution shall conduct its first stress
test under this part in the first reporting
year that begins more than three
calendar quarters after the date the
national bank or Federal savings
association becomes a covered
institution, unless otherwise determined
by the OCC in writing.
(c) Ceasing to be a covered institution
or changing categories. A covered
institution shall remain subject to the
stress test requirements until total
consolidated assets of the covered
institution falls below the relevant size
threshold for each of four consecutive
quarters as reported by the covered
institution’s most recent Call Reports,
effective on the ‘‘as of’’ date of the
fourth consecutive Call Report.
■ 5. Section 46.4 is amended by adding
a sentence at the end of paragraph (a)(2)
to read as follows:
§ 46.4
Reservation of authority.
(a) * * *
(2) * * * The OCC may also exempt
one or more covered institutions from
the requirement to conduct a stress test
in a particular reporting year.
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■ 6. Section 46.5 is amended by:
■ a. Revising the section heading;
■ b. Removing the word ‘‘annual’’ in the
introductory text;
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c. Revising paragraphs (a) and (b); and
d. Adding paragraph (e).
The revisions and addition read as
follows:
■
§ 46.5
Stress testing.
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(a) Financial data. A covered
institution must use financial data
available as of December 31 of the
calendar year prior to the reporting year.
(b) Scenarios provided by the OCC. In
conducting the stress test under this
part, each covered institution must use
the scenarios provided by the OCC. The
scenarios provided by the OCC will
reflect a minimum of two sets of
economic and financial conditions,
including baseline and severely adverse
scenarios. The OCC will provide a
description of the scenarios required to
be used by each covered institution no
later than February 15 of the reporting
year.
*
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(e) Frequency. A covered institution
that is consolidated under a holding
company that is required, pursuant to
applicable regulations of the Board of
Governors of the Federal Reserve, to
conduct a stress test at least once every
calendar year must treat every calendar
year as a reporting year, unless
otherwise determined by the OCC. All
other covered institutions must treat
every even-numbered calendar year
beginning January 1, 2020 (i.e., 2022,
2024, 2026, etc.), as a reporting year,
unless otherwise determined by the
OCC.
§ 46.6
[Amended]
7. Section 46.6 is amended:
■ a. In paragraph (a)(2), by removing the
last sentence; and
■ b. In paragraph (c)(2), by removing the
word ‘‘annually’’ and adding in its place
the phrase ‘‘once every reporting year’’.
■ 8. Section 46.7 is amended by:
■ a. Revising paragraph (a);
■ b. Removing paragraph (b); and
■ c. Redesignating paragraph (c) as
paragraph (b).
The revision reads as follows:
■
§ 46.7 Reports to the Office of the
Comptroller of the Currency and the Federal
Reserve Board.
(a) Timing. A covered institution must
report to the OCC and to the Board of
Governors of the Federal Reserve
System, on or before April 5 of the
reporting year, the results of the stress
test in the manner and form specified by
the OCC.
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■ 9. Section 46.8 is amended by:
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a. Redesignating paragraph (a)(1) as
paragraph (a) introductory text and
revising it;
■ b. Removing paragraph (a)(2);
■ c. Redesignating paragraphs (a)(1)(i)
and (a)(1)(ii) as paragraphs (a)(1) and
(a)(2), respectively; and
■ d. In paragraph (b):
■ i. Removing the phrase ‘‘an annual
company-run’’ and adding the phrase ‘‘a
company-run’’ in its place; and
■ ii. Removing the phrase ‘‘annual stress
test’’ in the second sentence and adding
the phrase ‘‘stress test’’ in its place.
The revision reads as follows:
■
§ 46.8
Publication of disclosures.
(a) Publication date. A covered
institution must publish a summary of
the results of its stress test in the period
starting June 15 and ending July 15 of
the reporting year, provided:
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Dated: October 2, 2019.
Joseph M. Otting,
Comptroller of the Currency.
[FR Doc. 2019–21843 Filed 10–9–19; 8:45 am]
BILLING CODE 4810–33–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA–2019–0805; Special
Condition No. 23–298–SC]
Special Conditions: Diamond Aircraft
Industries of Canada Model DA–62
Airplanes; Diesel Cycle Engine
Installation
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Diamond Aircraft
Industries of Canada DA–62 airplane.
This airplane will have novel or
unusual design features associated with
the installation of a diesel cycle engine
utilizing turbine fuel. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These special
conditions contain the additional safety
standards the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: These special conditions are
effective October 10, 2019.
The FAA must receive your
comments by November 12, 2019.
SUMMARY:
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Send comments identified
by docket number FAA–2019–0805
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 of 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
ADDRESSES:
provides. Using the search function of
the docket website, 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: Jeff
Pretz, AIR–691, Small Airplane
Standards Branch, Policy & Innovation
Division, Aircraft Certification Service,
Special condition No. 2
23–169–SC
23–185–SC
23–188–SC
23–259–SC
Comments Invited
The FAA invites 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.
The FAA will consider all comments
received on or before the closing date
for comments. The FAA will consider
comments filed late if it is possible to
do so without incurring expense or
delay. The FAA may change these
special conditions based on the
comments received.
Background
On November 16, 2018, Diamond
Aircraft Industries of Canada (DAICanada) applied for FAA validation for
a new type certificate for its Model DA–
62 airplane. The Model DA–62 is a
normal category, composite, 6 place
(excluding pilots seats), twin-engine
airplane with retractable gear,
cantilevered low-wing and T-tail
monoplane, and a maximum takeoff
weight of 4,407 pounds. The airplane is
powered by two Austro Engine GmbH
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Federal Aviation Administration, 901
Locust, Room 301, Kansas City, MO
64106; telephone (816) 329–3239;
facsimile (816) 329–4090.
SUPPLEMENTARY INFORMATION:
Reason for No Prior Notice and
Comment Before Adoption
The FAA has determined, in
accordance with 5 U.S. Code
553(b)(3)(B) and 553(d)(3), that notice
and opportunity for prior public
comment hereon are unnecessary
because substantially identical special
conditions have been subject to the
public comment process in several prior
instances such that the FAA is satisfied
that new comments are unlikely. For the
same reason, the FAA finds that good
cause exists for making these special
conditions effective upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment.
Company/airplane model
.........................................................
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2 See https://rgl.faa.gov/ to review the listed
special conditions.
54477
Diamond Aircraft Industries GmbH/DA 42, DA 42 NG, DA 42 M–NG, and DA62.
Piper/PA28–236.
Piper/PA28–161.
Cessna Aircraft Company/J183T.
E4P aircraft diesel engines (E4P), which
are type certificated in the United States
(TC No. E00081EN).
The DAI-Canada Model DA–62 is the
same design as the Diamond Aircraft
Industries GmbH Model DA62, a normal
category airplane type certificated under
the airworthiness standards listed in
Type Certificate Data Sheet (TCDS) No.
A57CE. The FAA issued special
conditions to the Diamond Aircraft
Industries GmbH Model DA–42 (Special
Condition No. 23–169–SC) under TCDS
No. A57CE 3 and later applied them to
the Model DA–62, a derivative model
that was added to the TCDS later. DAICanada plans to produce the Model DA–
62 under a new type certificate (TC
A00012NY); therefore, the FAA is
issuing the same special conditions for
the DAI-Canada Model DA–62.
Expecting the reintroduction of diesel
engine technology into the small
airplane fleet, the FAA issued Policy
Statement PS–ACE100–2002–004, Final
Policy Statement; Diesel Engine
Installation, on May 15, 2004,4 which
3 https://rgl.faa.gov/Regulatory_and_Guidance_
Library/rgMakeModel.nsf/0/
A4F565159645862583EE00756A7D?
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4 See https://rgl.faa.gov/Regulatory_and_
Guidance_Library/rgPolicy.nsf/0/
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identified areas of technological concern
introduction of new technology diesel
engines into small airplanes.
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 a review
of the record of diesel engine use in
airplanes and a review of the part 23
regulations, which identified specific
regulatory areas that needed to be
evaluated for applicability to aircraft
diesel engine installations. These
concerns are not considered universally
applicable to all types of aircraft diesel
engines and diesel engine installations.
However, after review of the DAI
Canada installation, the E4P engine type
and the E4P requirements, and after
applying the guidance in PS–ACE100–
2002–004, the FAA has determined the
fuel system and engine related special
conditions previously issued in Special
Condition No. 23–169–SC on Diamond
Aircraft Industries GmbH Models DA
42, DA 42 NG, DA 42 M–NG, and DA62
CD377FA81E29D93A86256D440059EC2F?
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Federal Register / Vol. 84, No. 197 / Thursday, October 10, 2019 / Rules and Regulations
airplanes are necessary for the DAICanada Model DA–62 airplane.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
DAI-Canada must show that the Model
DA–62 meets the applicable provisions
of 14 CFR part 23, as amended by
amendments 23–1 through 23–62
thereto.
If the Administrator finds that the
applicable airworthiness regulations in
part 23 do not contain adequate or
appropriate safety standards for the
Model DA–62 airplane because of a
novel or unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
The FAA issues special conditions, as
defined in § 11.19, under § 11.38 and
they become part of the type
certification basis under § 21.17(a)(2).
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
design feature, the FAA would apply
these special conditions to the other
model.
In addition to the applicable
airworthiness regulations and special
conditions, the Model DA–62 must
comply with the fuel vent and exhaust
emission requirements of 14 CFR part
34 and the noise certification
requirements of 14 CFR part 36; and the
FAA must issue a finding of regulatory
adequacy under section 611 of Public
Law 92–574, the ‘‘Noise Control Act of
1972.’’
Novel or Unusual Design Features
The Model DA–62 will incorporate
the following novel or unusual design
feature: Installation of aircraft diesel
engines that use turbine (jet) fuel.
Discussion
The major concerns with diesel
engine installations identified by the
FAA include installing the diesel engine
and noting its vibration levels under
both normal operating conditions and
when one cylinder is inoperative. The
concerns also include accommodating
turbine fuels in airplane systems that
have generally evolved based on
gasoline requirements, anticipated use
of a FADEC to control the engine, and
appropriate limitations and indications
for a diesel engine powered airplane.
The general concerns associated with
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the aircraft diesel engine installation are
as follows:
• Installation and Vibration
Requirements
• Fuel and Fuel System Related
Requirements
• Full Authority Digital Engine Control
(FADEC) and Electrical System
Requirements
• Limitations and Indications
Installation and Vibration
Requirements: These special conditions
include requirements similar to the
requirements of § 23.901(d)(1) for
turbine engines. In addition to the
requirements of § 23.901 applied to
reciprocating engines, the applicant will
be required to construct and arrange
each diesel engine installation to result
in vibration characteristics that do not
exceed those established during the type
certification of the engine. These
vibration levels must not exceed
vibration characteristics that a
previously certificated airframe
structure has been approved for, unless
such vibration characteristics are shown
to have no effect on safety or continued
airworthiness. The engine limit torque
design requirements as specified in
§ 23.361 are also modified.
An additional requirement to consider
vibration levels and/or effects of an
inoperative cylinder was imposed. Also,
a requirement to evaluate the engine
design for the possibility of, or effect of,
liberating high-energy engine fragments,
in the event of a catastrophic engine
failure was added.
Fuel and Fuel System Related
Requirements: Due to the use of turbine
fuel, this airplane must comply with the
requirements in § 23.951(c).
Section 23.961 will be complied with
using the turbine fuel requirements.
These requirements will be
substantiated by flight-testing as
described in Advisory Circular AC 23–
8C, Flight Test Guide for Certification of
Part 23 Airplanes.
This special condition specifically
requires testing to show compliance
with § 23.961 and adds the possibility of
testing non-aviation diesel fuels.
To ensure fuel system compatibility
and reduce the possibility of misfueling,
and discounting the first clause of
§ 23.973(f) referring to turbine engines,
the applicant will comply with
§ 23.973(f).
Due to the use of turbine fuel, the
applicant will comply with
§ 23.977(a)(2), and § 23.977(a)(1) will
not apply. ‘‘Turbine engines’’ will be
interpreted to mean ‘‘aircraft diesel
engines’’ for this requirement. An
additional requirement to consider the
possibility of fuel freezing was imposed.
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Due to the use of turbine fuel, the
applicant will comply with
§ 23.1305(c)(8).
Due to the use of turbine fuel, the
applicant must comply with
§ 23.1557(c)(1)(ii). Section
23.1557(c)(1)(ii) will not apply.
‘‘Turbine engine’’ is interpreted to mean
‘‘aircraft diesel engine’’ for this
requirement.
FADEC and Electrical System
Requirements: The electrical system
must comply with the following:
• In case of failure of one power
supply of the electrical system, there
will be no significant engine power
change. The electrical power supply to
the FADEC must remain stable in such
a failure.
• The transition from the actual
engine electrical network (FADEC) to
the remaining electrical system with the
consumer’s, avionics, communication,
etc., should be made by a single point
only. If several transitions (e.g., for
redundancy reasons) are needed, then
the number of the transitions must be
kept as small as possible.
• There must be the ability to
separate the FADEC power supply
(alternator) from the battery and from
the remaining electrical system.
• In case of loss of alternator power,
the installation must guarantee that the
battery will provide the power for an
appropriate time after appropriate
warning to the pilot.
• FADEC, alternator, and battery must
be interconnected in an appropriate way
so, in case of loss of battery power, the
supply of the FADEC is guaranteed by
the alternator.
Limitations and Indications
Section 23.1305(a) and (b)(2) will
apply, except that propeller revolutions
per minute (RPM) will be displayed.
Section 23.1305(b)(4), (5), and (7) are
deleted.
Additional critical engine parameters
for this installation that will be
displayed include—
(1) Power setting, in percentage (in
place of manifold pressure); and
(2) Fuel temperature.
Due to the use of turbine fuel, the
requirements for § 23.1521(d), as
applicable to fuel designation for
turbine engines, will apply.
Applicability
As discussed above, these special
conditions are applicable to the DAICanada Model DA–62. Should DAICanada 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 FAA would
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apply these special conditions to that
model as well.
Conclusion
This action affects only certain novel
or unusual design features on the Model
DA–62 airplane. It is not a rule of
general applicability and it affects only
the applicant who applied to the FAA
for approval of these features on the
airplane.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113,
44701–44702, 44704, Pub. L. 113–53, 127
Stat. 584 (49 U.S.C. 44704) note.
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 Diamond Aircraft
Industries of Canada Model DA–62
airplanes.
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.
(a) The effects of sudden engine
stoppage may alternatively be mitigated
to an acceptable level by utilization of
isolators, dampers clutches, and similar
provisions, so unacceptable load levels
are not imposed on the previously
certificated structure.
b. The limit engine torque to be
considered under § 23.361(a) must be
obtained by multiplying the mean
torque by a factor of four for diesel cycle
engines.
(1) If a factor of less than four is used,
it must be shown that the limit torque
imposed on the engine mount is
consistent with the provisions of
§ 23.361(c). In other words, it must be
shown that the use of the factors listed
in § 23.361(c)(3) will result in limit
torques on the mount that are equivalent
to or less than those imposed by a
conventional gasoline reciprocating
engine.
2. Powerplant—Installation
(Provisions similar to § 23.901(d)(1) for
turbine engines):
Considering the vibration
characteristics of diesel engines, the
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applicant must comply with the
following:
a. Each diesel engine installation must
be constructed and arranged to result in
vibration characteristics that—
(1) Do not exceed those established
during the type certification of the
engine; and
(2) Do not exceed vibration
characteristics that a previously
certificated airframe structure has been
approved for—
(i) Unless such vibration
characteristics are shown to have no
effect on safety or continued
airworthiness, or
(ii) Unless mitigated to an acceptable
level by utilization of isolators, dampers
clutches, and similar provisions, so that
unacceptable vibration levels are not
imposed on the previously certificated
structure.
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:
a. 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.
b. 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
system hot weather operation
(Compliance with § 23.961
requirements):
In place of compliance with § 23.961,
the applicant must comply with the
following:
a. 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 the
most critical.
b. The fuel system must be in an
operational configuration that will yield
the most adverse, that is, conservative
results.
c. To comply with this requirement,
the applicant must use the turbine fuel
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54479
requirements and must substantiate
these by flight-testing, as described in
Advisory Circular AC 23–8C, Flight Test
Guide for Certification of Part 23
Airplanes.
5. 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.
6. Powerplant—Fuel system—Fuel
tank outlet (Compliance with § 23.977
requirements):
In place of compliance with
§ 23.977(a)(1) and (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.
7. Powerplant—Powerplant Controls
and Accessories—Engine ignition
systems (Compliance with § 23.1165
requirements):
Considering that the FADEC provides
the same function as an ignition system
for this diesel engine, in place of
compliance with § 23.1165, the
applicant will comply with the
following:
a. The electrical system must comply
with the following requirements:
(1) In case of failure of one power
supply of the electrical system, there
will be no significant engine power
change. The electrical power supply to
the FADEC must remain stable in such
a failure.
(2) The transition from the actual
engine electrical network (FADEC
network) to the remaining electrical
system should be made at a single point
only. If several transitions (for example,
redundancy reasons) are needed, then
the number of the transitions must be
kept as small as possible.
(3) There must be the ability to
separate the FADEC power supply
(alternator) from the battery and from
the remaining electrical system.
(4) In case of loss of alternator power,
the installation must guarantee the
battery will provide the power for an
appropriate time after appropriate
warning to the pilot. This period must
be at least 30 minutes required, 60
minutes desired.
(5) FADEC, alternator, and battery
must be interconnected in an
appropriate way so, in case of loss of
battery power, the supply of the FADEC
is guaranteed by the alternator.
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8. Equipment—General—Powerplant
Instruments (Compliance with § 23.1305
requirements):
a. In place of compliance with
§ 23.1305, the applicant will comply
with the following:
(1) The following are required
powerplant instruments:
(a) A fuel quantity indicator for each
fuel tank, installed in accordance with
§ 23.1337(b).
(b) An oil pressure indicator.
(c) An oil temperature indicator.
(d) A tachometer indicating propeller
speed.
(e) A coolant temperature indicator.
(f) 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).
1. 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.
(g) Power setting, in percentage.
(h) Fuel temperature.
(i) Fuel flow (engine fuel
consumption).
9. Operating Limitations and
Information—Powerplant limitations—
Fuel grade or designation (Compliance
with § 23.1521(d) requirements):
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 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:
a. Fuel filler openings must be marked
at or near the filler cover with—
(1) 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:
VerDate Sep<11>2014
16:03 Oct 09, 2019
Jkt 250001
‘‘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
part of the essential operating
parameters for the aircraft and must be
limitations.
a. The takeoff temperature limitation
must be determined by testing or
analysis to define the minimum coldsoaked temperature of the fuel that the
airplane can operate on.
b. The minimum operating
temperature limitation must be
determined by testing to define the
minimum operating temperature
acceptable after takeoff (with minimum
takeoff temperature established in (a) of
this paragraph).
12. Powerplant Installation—
Vibration levels:
a. Vibration levels throughout the
engine operating range must be
evaluated and:
(1) Vibration levels imposed on the
airframe must be less than or equivalent
to those of the gasoline engine; or
(2) Any vibration level that is higher
than that imposed on the airframe by
the replaced gasoline engine must be
considered in the modification and the
effects on the technical areas covered by
the following paragraphs must be
investigated: 14 CFR part 23, §§ 23.251;
23.613; 23.627; 23.629 (or CAR 3.159, as
applicable to various models); 23.572;
23.573; 23.574 and 23.901.
b. Vibration levels imposed on the
airframe can be mitigated to an
acceptable level by use of isolators,
dampers clutches, and similar
provisions, so unacceptable vibration
levels are not imposed on the previously
certificated structure.
13. 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.
Data must be provided to the airframe
installer/modifier so either appropriate
design considerations or operating
procedures, or both, can be developed to
prevent airframe and propeller damage.
14. Powerplant Installation—High
Energy Engine Fragments:
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
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:
a. It must be shown that the engine
construction type (massive or integral
block with non-removable cylinders) is
inherently resistant to liberating high
energy fragments in the event of a
catastrophic engine failure; or,
b. 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
the engine in the event of a catastrophic
engine failure; or
c. It must be shown that all possible
liberated engine parts or components do
not have adequate energy to penetrate
engine cowlings; or
d. Assuming infinite fragment energy,
and analyzing the trajectory of the
probable fragments and components,
any hazard due to liberated engine parts
or components will be minimized and
the possibility of crew injury is
eliminated. Minimization must be
considered during initial design and not
presented as an analysis after design
completion.
Issued in Kansas City, Missouri, on
October 3, 2019.
William Schinstock,
Acting Manager, Small Airplane Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019–22118 Filed 10–9–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2019–0497; Product
Identifier 2019–NM–052–AD; Amendment
39–19751; AD 2019–19–15]
RIN 2120–AA64
Airworthiness Directives; Airbus SAS
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
Airbus SAS Model A318, A319, A320,
and A321 series airplanes. This AD was
prompted by a determination that new
SUMMARY:
E:\FR\FM\10OCR1.SGM
10OCR1
Agencies
[Federal Register Volume 84, Number 197 (Thursday, October 10, 2019)]
[Rules and Regulations]
[Pages 54476-54480]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-22118]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA-2019-0805; Special Condition No. 23-298-SC]
Special Conditions: Diamond Aircraft Industries of Canada Model
DA-62 Airplanes; Diesel Cycle Engine Installation
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Diamond Aircraft
Industries of Canada DA-62 airplane. This airplane will have novel or
unusual design features associated with the installation of a diesel
cycle engine utilizing turbine fuel. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These special conditions contain the additional
safety standards the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: These special conditions are effective October 10, 2019.
The FAA must receive your comments by November 12, 2019.
[[Page 54477]]
ADDRESSES: Send comments identified by docket number FAA-2019-0805
using any of the following methods:
[square] Federal eRegulations Portal: Go to https://www.regulations.gov and follow the online instructions for sending your
comments electronically.
[square] 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.
[square] Hand Delivery of 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.
[square] 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
website, 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: Jeff Pretz, AIR-691, Small Airplane
Standards Branch, Policy & Innovation Division, Aircraft Certification
Service, Federal Aviation Administration, 901 Locust, Room 301, Kansas
City, MO 64106; telephone (816) 329-3239; facsimile (816) 329-4090.
SUPPLEMENTARY INFORMATION:
Reason for No Prior Notice and Comment Before Adoption
The FAA has determined, in accordance with 5 U.S. Code 553(b)(3)(B)
and 553(d)(3), that notice and opportunity for prior public comment
hereon are unnecessary because substantially identical special
conditions have been subject to the public comment process in several
prior instances such that the FAA is satisfied that new comments are
unlikely. For the same reason, the FAA finds that good cause exists for
making these special conditions effective upon issuance. The FAA is
requesting comments to allow interested persons to submit views that
may not have been submitted in response to the prior opportunities for
comment.
------------------------------------------------------------------------
Special condition No. \2\ Company/airplane model
------------------------------------------------------------------------
23-169-SC.................... Diamond Aircraft Industries GmbH/DA 42,
DA 42 NG, DA 42 M-NG, and DA62.
23-185-SC.................... Piper/PA28-236.
23-188-SC.................... Piper/PA28-161.
23-259-SC.................... Cessna Aircraft Company/J183T.
------------------------------------------------------------------------
Comments Invited
The FAA invites 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.
---------------------------------------------------------------------------
\2\ See https://rgl.faa.gov/ to review the listed special
conditions.
---------------------------------------------------------------------------
The FAA will consider all comments received on or before the
closing date for comments. The FAA will consider comments filed late if
it is possible to do so without incurring expense or delay. The FAA may
change these special conditions based on the comments received.
Background
On November 16, 2018, Diamond Aircraft Industries of Canada (DAI-
Canada) applied for FAA validation for a new type certificate for its
Model DA-62 airplane. The Model DA-62 is a normal category, composite,
6 place (excluding pilots seats), twin-engine airplane with retractable
gear, cantilevered low-wing and T-tail monoplane, and a maximum takeoff
weight of 4,407 pounds. The airplane is powered by two Austro Engine
GmbH E4P aircraft diesel engines (E4P), which are type certificated in
the United States (TC No. E00081EN).
The DAI-Canada Model DA-62 is the same design as the Diamond
Aircraft Industries GmbH Model DA62, a normal category airplane type
certificated under the airworthiness standards listed in Type
Certificate Data Sheet (TCDS) No. A57CE. The FAA issued special
conditions to the Diamond Aircraft Industries GmbH Model DA-42 (Special
Condition No. 23-169-SC) under TCDS No. A57CE \3\ and later applied
them to the Model DA-62, a derivative model that was added to the TCDS
later. DAI-Canada plans to produce the Model DA-62 under a new type
certificate (TC A00012NY); therefore, the FAA is issuing the same
special conditions for the DAI-Canada Model DA-62.
---------------------------------------------------------------------------
\3\ https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/A4F565159645862583EE00756A7D?OpenDocument.
---------------------------------------------------------------------------
Expecting the reintroduction of diesel engine technology into the
small airplane fleet, the FAA issued Policy Statement PS-ACE100-2002-
004, Final Policy Statement; Diesel Engine Installation, on May 15,
2004,\4\ which identified areas of technological concern introduction
of new technology diesel engines into small airplanes.
---------------------------------------------------------------------------
\4\ See https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgPolicy.nsf/0/CD377FA81E29D93A86256D440059EC2F?OpenDocument.
---------------------------------------------------------------------------
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 a review of the record of diesel engine
use in airplanes and a review of the part 23 regulations, which
identified specific regulatory areas that needed to be evaluated for
applicability to aircraft diesel engine installations. These concerns
are not considered universally applicable to all types of aircraft
diesel engines and diesel engine installations. However, after review
of the DAI Canada installation, the E4P engine type and the E4P
requirements, and after applying the guidance in PS-ACE100-2002-004,
the FAA has determined the fuel system and engine related special
conditions previously issued in Special Condition No. 23-169-SC on
Diamond Aircraft Industries GmbH Models DA 42, DA 42 NG, DA 42 M-NG,
and DA62
[[Page 54478]]
airplanes are necessary for the DAI-Canada Model DA-62 airplane.
Type Certification Basis
Under the provisions of 14 CFR 21.17, DAI-Canada must show that the
Model DA-62 meets the applicable provisions of 14 CFR part 23, as
amended by amendments 23-1 through 23-62 thereto.
If the Administrator finds that the applicable airworthiness
regulations in part 23 do not contain adequate or appropriate safety
standards for the Model DA-62 airplane because of a novel or unusual
design feature, special conditions are prescribed under the provisions
of Sec. 21.16.
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38 and they become part of the type certification basis under
Sec. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, the FAA would apply these special conditions to
the other model.
In addition to the applicable airworthiness regulations and special
conditions, the Model DA-62 must comply with the fuel vent and exhaust
emission requirements of 14 CFR part 34 and the noise certification
requirements of 14 CFR part 36; and the FAA must issue a finding of
regulatory adequacy under section 611 of Public Law 92-574, the ``Noise
Control Act of 1972.''
Novel or Unusual Design Features
The Model DA-62 will incorporate the following novel or unusual
design feature: Installation of aircraft diesel engines that use
turbine (jet) fuel.
Discussion
The major concerns with diesel engine installations identified by
the FAA include installing the diesel engine and noting its vibration
levels under both normal operating conditions and when one cylinder is
inoperative. The concerns also include accommodating turbine fuels in
airplane systems that have generally evolved based on gasoline
requirements, anticipated use of a FADEC to control the engine, and
appropriate limitations and indications for a diesel engine powered
airplane. The general concerns associated with the aircraft diesel
engine installation are as follows:
Installation and Vibration Requirements
Fuel and Fuel System Related Requirements
Full Authority Digital Engine Control (FADEC) and Electrical
System Requirements
Limitations and Indications
Installation and Vibration Requirements: These special conditions
include requirements similar to the requirements of Sec. 23.901(d)(1)
for turbine engines. In addition to the requirements of Sec. 23.901
applied to reciprocating engines, the applicant will be required to
construct and arrange each diesel engine installation to result in
vibration characteristics that do not exceed those established during
the type certification of the engine. These vibration levels must not
exceed vibration characteristics that a previously certificated
airframe structure has been approved for, unless such vibration
characteristics are shown to have no effect on safety or continued
airworthiness. The engine limit torque design requirements as specified
in Sec. 23.361 are also modified.
An additional requirement to consider vibration levels and/or
effects of an inoperative cylinder was imposed. Also, a requirement to
evaluate the engine design for the possibility of, or effect of,
liberating high-energy engine fragments, in the event of a catastrophic
engine failure was added.
Fuel and Fuel System Related Requirements: Due to the use of
turbine fuel, this airplane must comply with the requirements in Sec.
23.951(c).
Section 23.961 will be complied with using the turbine fuel
requirements. These requirements will be substantiated by flight-
testing as described in Advisory Circular AC 23-8C, Flight Test Guide
for Certification of Part 23 Airplanes.
This special condition specifically requires testing to show
compliance with Sec. 23.961 and adds the possibility of testing non-
aviation diesel fuels.
To ensure fuel system compatibility and reduce the possibility of
misfueling, and discounting the first clause of Sec. 23.973(f)
referring to turbine engines, the applicant will comply with Sec.
23.973(f).
Due to the use of turbine fuel, the applicant will comply with
Sec. 23.977(a)(2), and Sec. 23.977(a)(1) will not apply. ``Turbine
engines'' will be interpreted to mean ``aircraft diesel engines'' for
this requirement. An additional requirement to consider the possibility
of fuel freezing was imposed.
Due to the use of turbine fuel, the applicant will comply with
Sec. 23.1305(c)(8).
Due to the use of turbine fuel, the applicant must comply with
Sec. 23.1557(c)(1)(ii). Section 23.1557(c)(1)(ii) will not apply.
``Turbine engine'' is interpreted to mean ``aircraft diesel engine''
for this requirement.
FADEC and Electrical System Requirements: The electrical system
must comply with the following:
In case of failure of one power supply of the electrical
system, there will be no significant engine power change. The
electrical power supply to the FADEC must remain stable in such a
failure.
The transition from the actual engine electrical network
(FADEC) to the remaining electrical system with the consumer's,
avionics, communication, etc., should be made by a single point only.
If several transitions (e.g., for redundancy reasons) are needed, then
the number of the transitions must be kept as small as possible.
There must be the ability to separate the FADEC power
supply (alternator) from the battery and from the remaining electrical
system.
In case of loss of alternator power, the installation must
guarantee that the battery will provide the power for an appropriate
time after appropriate warning to the pilot.
FADEC, alternator, and battery must be interconnected in
an appropriate way so, in case of loss of battery power, the supply of
the FADEC is guaranteed by the alternator.
Limitations and Indications
Section 23.1305(a) and (b)(2) will apply, except that propeller
revolutions per minute (RPM) will be displayed. Section 23.1305(b)(4),
(5), and (7) are deleted.
Additional critical engine parameters for this installation that
will be displayed include--
(1) Power setting, in percentage (in place of manifold pressure);
and
(2) Fuel temperature.
Due to the use of turbine fuel, the requirements for Sec.
23.1521(d), as applicable to fuel designation for turbine engines, will
apply.
Applicability
As discussed above, these special conditions are applicable to the
DAI-Canada Model DA-62. Should DAI-Canada 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 FAA would
[[Page 54479]]
apply these special conditions to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on the Model DA-62 airplane. It is not a rule of general applicability
and it affects only the applicant who applied to the FAA for approval
of these features on the airplane.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701-44702, 44704,
Pub. L. 113-53, 127 Stat. 584 (49 U.S.C. 44704) note.
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 Diamond Aircraft Industries of Canada
Model DA-62 airplanes.
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.
(a) The effects of sudden engine stoppage may alternatively be
mitigated to an acceptable level by utilization of isolators, dampers
clutches, and similar provisions, so unacceptable load levels are not
imposed on the previously certificated structure.
b. The limit engine torque to be considered under Sec. 23.361(a)
must be obtained by multiplying the mean torque by a factor of four for
diesel cycle engines.
(1) If a factor of less than four is used, it must be shown that
the limit torque imposed on the engine mount is consistent with the
provisions of Sec. 23.361(c). In other words, it must be shown that
the use of the factors listed in Sec. 23.361(c)(3) will result in
limit torques on the mount that are equivalent to or less than those
imposed by a conventional gasoline reciprocating engine.
2. Powerplant--Installation (Provisions similar to Sec.
23.901(d)(1) for turbine engines):
Considering the vibration characteristics of diesel engines, the
applicant must comply with the following:
a. Each diesel engine installation must be constructed and arranged
to result in vibration characteristics that--
(1) Do not exceed those established during the type certification
of the engine; and
(2) Do not exceed vibration characteristics that a previously
certificated airframe structure has been approved for--
(i) Unless such vibration characteristics are shown to have no
effect on safety or continued airworthiness, or
(ii) Unless mitigated to an acceptable level by utilization of
isolators, dampers clutches, and similar provisions, so that
unacceptable vibration levels are not imposed on the previously
certificated structure.
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:
a. 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.
b. 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 system hot weather operation
(Compliance with Sec. 23.961 requirements):
In place of compliance with Sec. 23.961, the applicant must comply
with the following:
a. 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 the most critical.
b. The fuel system must be in an operational configuration that
will yield the most adverse, that is, conservative results.
c. 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 23-8C, Flight Test Guide
for Certification of Part 23 Airplanes.
5. 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.
6. Powerplant--Fuel system--Fuel tank outlet (Compliance with Sec.
23.977 requirements):
In place of compliance with Sec. 23.977(a)(1) and (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.
7. Powerplant--Powerplant Controls and Accessories--Engine ignition
systems (Compliance with Sec. 23.1165 requirements):
Considering that the FADEC provides the same function as an
ignition system for this diesel engine, in place of compliance with
Sec. 23.1165, the applicant will comply with the following:
a. The electrical system must comply with the following
requirements:
(1) In case of failure of one power supply of the electrical
system, there will be no significant engine power change. The
electrical power supply to the FADEC must remain stable in such a
failure.
(2) The transition from the actual engine electrical network (FADEC
network) to the remaining electrical system should be made at a single
point only. If several transitions (for example, redundancy reasons)
are needed, then the number of the transitions must be kept as small as
possible.
(3) There must be the ability to separate the FADEC power supply
(alternator) from the battery and from the remaining electrical system.
(4) In case of loss of alternator power, the installation must
guarantee the battery will provide the power for an appropriate time
after appropriate warning to the pilot. This period must be at least 30
minutes required, 60 minutes desired.
(5) FADEC, alternator, and battery must be interconnected in an
appropriate way so, in case of loss of battery power, the supply of the
FADEC is guaranteed by the alternator.
[[Page 54480]]
8. Equipment--General--Powerplant Instruments (Compliance with
Sec. 23.1305 requirements):
a. In place of compliance with Sec. 23.1305, the applicant will
comply with the following:
(1) The following are required powerplant instruments:
(a) A fuel quantity indicator for each fuel tank, installed in
accordance with Sec. 23.1337(b).
(b) An oil pressure indicator.
(c) An oil temperature indicator.
(d) A tachometer indicating propeller speed.
(e) A coolant temperature indicator.
(f) 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).
1. 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.
(g) Power setting, in percentage.
(h) Fuel temperature.
(i) Fuel flow (engine fuel consumption).
9. Operating Limitations and Information--Powerplant limitations--
Fuel grade or designation (Compliance with Sec. 23.1521(d)
requirements):
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 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:
a. Fuel filler openings must be marked at or near the filler cover
with--
(1) 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. The takeoff temperature limitation must be determined by testing
or analysis to define the minimum cold-soaked temperature of the fuel
that the airplane can operate on.
b. The minimum operating temperature limitation must be determined
by testing to define the minimum operating temperature acceptable after
takeoff (with minimum takeoff temperature established in (a) of this
paragraph).
12. Powerplant Installation--Vibration levels:
a. Vibration levels throughout the engine operating range must be
evaluated and:
(1) Vibration levels imposed on the airframe must be less than or
equivalent to those of the gasoline engine; or
(2) Any vibration level that is higher than that imposed on the
airframe by the replaced gasoline engine must be considered in the
modification and the effects on the technical areas covered by the
following paragraphs must be investigated: 14 CFR part 23, Sec. Sec.
23.251; 23.613; 23.627; 23.629 (or CAR 3.159, as applicable to various
models); 23.572; 23.573; 23.574 and 23.901.
b. Vibration levels imposed on the airframe can be mitigated to an
acceptable level by use of isolators, dampers clutches, and similar
provisions, so unacceptable vibration levels are not imposed on the
previously certificated structure.
13. 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. Data must be provided to
the airframe installer/modifier so either appropriate design
considerations or operating procedures, or both, can be developed to
prevent airframe and propeller damage.
14. 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:
a. It must be shown that the engine construction type (massive or
integral block with non-removable cylinders) is inherently resistant to
liberating high energy fragments in the event of a catastrophic engine
failure; or,
b. 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 the engine in the event of a catastrophic
engine failure; or
c. It must be shown that all possible liberated engine parts or
components do not have adequate energy to penetrate engine cowlings; or
d. Assuming infinite fragment energy, and analyzing the trajectory
of the probable fragments and components, any hazard due to liberated
engine parts or components will be minimized and the possibility of
crew injury is eliminated. Minimization must be considered during
initial design and not presented as an analysis after design
completion.
Issued in Kansas City, Missouri, on October 3, 2019.
William Schinstock,
Acting Manager, Small Airplane Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-22118 Filed 10-9-19; 8:45 am]
BILLING CODE 4910-13-P