[Federal Register: August 18, 2008 (Volume 73, Number 160)]
[Rules and Regulations]
[Page 48119-48125]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr18au08-2]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 1 and 33
[Docket No.: FAA-2007-27899; Amendment No. 33-25]
RIN 2120-AI96
Airworthiness Standards: Rotorcraft Turbine Engines One-Engine-
Inoperative (OEI) Ratings, Type Certification Standards
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The Federal Aviation Administration (FAA) is amending the One-
Engine-Inoperative (OEI) rating definitions and type certification
standards for 30-second OEI, 2-minute OEI, and 30-minute OEI ratings
for rotorcraft turbine engines. This action revises the ratings'
standards to reflect recent analyses of the ratings' use and lessons
learned from completed engine certifications and service experience.
This rule harmonizes FAA type certification standards for these ratings
with the requirements of the European Aviation Safety Agency in the
Certification Specifications for Engines and with proposed requirements
for Transport Canada Civil Aviation, thus simplifying airworthiness
approvals for import and export.
DATES: This amendment becomes effective October 17, 2008.
FOR FURTHER INFORMATION CONTACT: Dorina Mihail, Engine and Propeller
Standards Staff, ANE-110, Engine and Propeller Directorate, Aircraft
Certification Service, FAA, New England Region, 12 New England
Executive Park, Burlington, Massachusetts 01803-5229; (781) 238-7153;
facsimile: (781) 238-7199; e-mail: dorina.mihail@faa.gov.
SUPPLEMENTARY INFORMATION:
Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. Subtitle I, Section 106
describes the authority of the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more detail the scope of the agency's
authority.
This rulemaking is promulgated under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce, including minimum safety
standards for aircraft engines. This rule is within the scope of that
authority because it updates the existing regulations for type
certification standards for OEI ratings for rotorcraft turbine engines.
Background
On May 4, 2007, the FAA published a notice of proposed rulemaking
(NPRM) titled ``Airworthiness Standards: Rotorcraft Turbine Engines
One-Engine-Inoperative (OEI) Ratings, Type Certification Standards''
(72 FR 25207). The comment period for the NPRM closed on August 2,
2007.
The OEI power ratings provide rotorcraft with higher than takeoff
and maximum continuous power ratings needed when one engine of a multi-
engine rotorcraft fails or is shut down during flight, such as during
takeoff, cruise, or landing. These OEI power rating powers enable the
rotorcraft to continue safe flight until it reaches a suitable landing
site. Part 33 prescribes airworthiness standards for 30-second OEI, 2-
minute OEI, 2\1/2\-minute OEI, 30-minute OEI, and continuous OEI
ratings for the issuance of type certificates for rotorcraft turbine
engines. All OEI ratings are optional ratings that engine manufacturers
may select from those specified in Sec. 33.7.
This final rule harmonizes with the corresponding airworthiness
standards for OEI ratings of the European Aviation Safety Agency (EASA)
without reducing the existing level of safety.
Summary of Comments
Three commenters, including a turbine engine manufacturer, General
Electric (GE); a foreign aviation authority, Transport Canada Civil
Aviation (TCCA); and an industry association, Aerospace Industries
Association (AIA); responded to the NPRM request for comments. The GE
and AIA comments are identical. TCCA had a number of comments. All of
the commenters generally supported the proposed changes. All comments
included suggested changes, as discussed in the discussion of the final
rule below.
[[Page 48120]]
The FAA received comments on the following general areas of the
proposal:
Instrument connection.
Fuel system.
Endurance test.
Engine overtemperature test.
Airworthiness Limitations Section.
Discussion of the Final Rule
Below is a more detailed discussion of the rule as it relates to
the comments on the proposal.
Instrument Connection
We revised Sec. 33.29(c) to specify that the applicant must
provide a means or a provision for a means to satisfy the requirements
for the use of the defined 30-second OEI and 2-minute OEI ratings. The
applicant, for example an engine manufacturer, may satisfy ``a means''
by providing a recorder to record entry into the OEI power bands.
Alternatively, the applicant may fulfill ``a provision for a means'' by
specifying that the installer provide a recorder to record entry into
the OEI power bands. We also added a new Sec. 33.29(c)(4) to specify
the requirements for verification of the proper operation of
indicating, recording, and retrieval systems.
The TCCA commented that existing Sec. 33.29(c) should not be
changed because full compliance to crew interface would be difficult to
achieve at engine certification. The TCCA claimed the proposed changes
to Sec. 33.29(c) are redundant to the requirements of Sec. Sec.
27.1305 and 29.1305.
We believe the requirement for the engine to have either a means or
a provision for a means is engine specific and can be met at engine
certification. Advisory circulars will provide further guidance. The
FAA harmonized this change with EASA's rule. Section 33.29(c) is
adopted without change.
We also proposed to add Sec. 33.29(d) which limits resetting the
recordings required by paragraph (c) to only while on the ground.
The TCCA believes that compliance to proposed Sec. 33.29(d) can
only be found at rotorcraft, not engine, certification and this
section, therefore, should not be part of engine requirements.
The FAA partially agrees with this comment. We determined that
Sec. 33.29(d) should apply to Sec. 33.29(c)(2) and (c)(3) but not to
Sec. 33.29(c)(1) and (c)(4). Specifically, we found that in-flight
resetting of the pilot alert required under (c)(1) and the routine
verification required under (c)(4) should not be addressed by engine
regulations. We retained the Sec. 33.29(d) requirement that recordings
under (c)(2) and (c)(3) should not be reset in-flight because we find
these requirements should be met at engine certification. We,
therefore, modified Sec. 33.29(d) in the final rule to refer only to
Sec. 33.29(c)(2) and (c)(3).
Fuel System
We proposed a revision to Sec. 33.67(d) to clarify the intent of
``automatic control'' of the 30-second OEI power is to control the
engine operating conditions, which should not exceed the engine's
operating limits. We clarified in the preamble of the NPRM that the
applicant's design, however, should not limit the time interval at
which OEI power is used. This design feature enables the pilot to
exceed OEI time limits to safely land the rotorcraft in an in-flight
emergency as permitted by Sec. 91.3(b).
GE requested clarification that the OEI power limit can be exceeded
in the event of an emergency under the requirements of Sec. 33.67(d).
The intent of Sec. 33.67(d) is that use of 30-second OEI power
should be subject to automatic control and should not be exceeded. This
automatic control requirement is intended to avoid the need for the
pilot to monitor engine parameters, such as output shaft torque or
power, output shaft speed, gas producer speed, and gas path temperature
during OEI operation. Once the automatic control system is activated,
it automatically controls the 30-second OEI power and prevents the
engine from exceeding its specified operating limits. Section 33.67(d)
is adopted as proposed.
Endurance Test
The amended Sec. 33.87 reduces test complexity and adds test
flexibility under the revisions to Sec. 33.87(a); harmonizes the test
schedule under Sec. 33.87(c) with that of the Certification
Specifications for Engines (CS-E); and clarifies the test schedule and
test sequence under Sec. 33.87(f).
We proposed to revise Sec. 33.87(a)(5) so the maximum air bleed
for engine and aircraft services under Sec. 33.87(a)(5) need not be
used for the final 120-minute test required under Sec. 33.87(f)(1)
through (f)(8) if the applicant can show by testing, or analysis based
on testing, that the validity of the endurance test is preserved. This
proposed revision was intended to reduce test complexity and improve
the flexibility needed to attain the key parameters (speed, temperature
and torque) during the tests.
We also proposed to revise Sec. 33.87(a)(6) to allow the applicant
to run the final 120-minute test under Sec. Sec. 33.87(f)(1) through
(f)(8) without loading the accessory drives and mounting attachments if
the applicant can substantiate that the durability of any accessory
drive or engine component is not significantly affected.
The TCCA commented that Sec. 33.87(a)(5) should not require the
maximum air bleed and Sec. 33.87(a)(6) should not require loading of
accessory drive and mounting attachments to be part of the test
configuration for Sec. 33.87(f) test sequences. The TCCA recommended
changes to Sec. 33.87(a)(5) and (a)(6) that do not mention ``120-
minute,'' which is the minimum time duration of the test required under
paragraph (f).
We have revised Sec. 33.87(a)(5) and (a)(6) in the final rule by
removing references to ``120-minute.'' These changes clarify the
exceptions specified in Sec. 33.87(a)(5) and (a)(6) are for the entire
test duration performed under Sec. 33.87(f).
GE recommended changes to Sec. 33.87 it believes would ensure FAA
requirements are not more severe than EASA's for the endurance test
requirements under Sec. 33.87(a)(3) and (a)(7).
We find that GE's recommendation would substantially affect Sec.
33.87 requirements for all non-OEI engine ratings. Such a change is
beyond the scope of this rule.
Engine Overtemperature Test
We proposed to revise Sec. 33.88(a) to clarify that these
requirements apply to all engine ratings, including all OEI ratings
other than the 30-second and 2-minute OEI ratings, regardless of
whether the engine is equipped with an automatic temperature control.
The TCCA disagreed with our proposed change to Sec. 33.88(a)
because it claimed the proposed new language could result in more tests
being performed than is intended by the proposal.
We agree that the proposed language in Sec. 33.88(a) could be
interpreted to also apply to 30-second and 2-minute OEI ratings and
result in unintended testing. We are, therefore, withdrawing the
proposed change to Sec. 33.88(a). We have, however, revised Sec.
33.88(b) in the final rule to clarify that testing under Sec. 33.88(a)
applies to all engine ratings, except for 30-second OEI and 2-minute
OEI ratings.
The TCCA commented that Sec. Sec. 33.88(b) and 33.93(b)(2) should
refer to ``mandatory inspections and maintenance actions.''
We find that Sec. 33.4 and Appendix A to Part 33 adequately
reference mandatory inspections and maintenance actions.
[[Page 48121]]
Airworthiness Limitations Section, Appendix A
We are revising Appendix A, Section A33.4, Airworthiness
Limitations Section (ALS), by adding a new paragraph for rotorcraft
engines having 30-second OEI and 2-minute OEI ratings. For these
engines, we require the applicant to prescribe mandatory post-flight
inspection and maintenance actions in the ALS of the Instructions for
Continued Airworthiness following the use of these ratings. In order to
harmonize with CS-E 25, we are requiring the applicant to create a
mandatory in-service engine evaluation program to ensure continued
adequacy of the airworthiness instructions for the engines.
The 30-second OEI and 2-minute OEI ratings allow for limited use in
service followed by mandatory inspection and maintenance. These ratings
assume some engine parts or components may not be suitable for further
use and will need to be replaced after the application of these
ratings. The mandatory inspections and maintenance actions following
the use of 30-second OEI or 2-minute OEI ratings must (1) identify and
correct any component distress that could significantly reduce
subsequent engine reliability or prevent the engine from achieving 30-
second OEI and 2-minute OEI power ratings; and (2) maintain the engine
in condition for safe OEI flight. The applicant must validate the
adequacy of the required inspections and maintenance actions.
The TCCA commented that the requirements for validation of
inspection and maintenance actions should not be included in paragraph
(b)(1) of A33.4 but under Sec. 33.90.
The FAA partially agrees. We find the requirement for validation of
inspection and maintenance actions is more appropriate in the ALS.
Section 33.90 establishes when the initial maintenance inspection is
required. We revised proposed paragraphs in A33.4(b) to separate the
ALS content requirements from the validation requirements. We revised
A33.4(b) into these separate requirements: Paragraph (b)(1) specifies
the content of the ALS and paragraph (b)(2) specifies the validation
requirements. We redesignated proposed (b)(2) as (b)(3) and revised
(b)(3) to reference (b)(1) for the requirements related to the
instructions for mandatory post-flight inspection and maintenance
actions.
The TCCA also commented that it is inappropriate to place an in-
service engine evaluation program in the airworthiness requirements of
A33.4 as this would become an ``open issue'' at engine type
certification. The TCCA recommends instead that this program be
described in an advisory circular as an acceptable means of compliance.
We intend that the applicant should submit an in-service engine
evaluation program at engine certification, and that this program
should have provisions for the applicant to continue its evaluation
throughout the service life of the engine. We note that this
requirement harmonizes with CS-E 25 and is unlikely to become a
certification issue.
Paperwork Reduction Act
The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
that the FAA consider the impact of paperwork and other information
collection burdens imposed on the public. We have determined there is
no current or new requirement for information collection associated
with this amendment.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these regulations.
Economic Assessment, Regulatory Flexibility Determination, Trade Impact
Assessment, and Unfunded Mandates Assessment
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits
agencies from setting standards that create unnecessary obstacles to
the foreign commerce of the United States. In developing U.S.
standards, the Trade Act requires agencies to consider international
standards and, where appropriate, that they be the basis of U.S.
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L.
104-4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted for inflation with base year of
1995). This portion of the preamble summarizes the FAA's analysis of
the economic impacts of this final rule.
Department of Transportation Order DOT 2100.5 prescribes policies
and procedures for simplification, analysis, and review of regulations.
If the expected cost impact is so minimal that a proposed or final rule
does not warrant a full evaluation, this order permits that a statement
to that effect and the basis for it be included in the preamble if a
full regulatory evaluation of the cost and benefits is not prepared.
Such a determination has been made for this final rule. The reasoning
for this determination follows:
This final rule codifies existing certification practices while
maintaining the existing level of safety. The existing certification
practices reflect the ratings' use and lessons learned from completed
engine certifications and service experience.
The final rule also harmonizes the FAA standards with those of
EASA. Presently, engine manufacturers must satisfy both United States
and European requirements to certify and market part 33 engines in both
the United States and in Europe. Meeting two sets of certification
requirements raises the cost of development often with no increase in
safety. In the interest of fostering international trade, lowering the
cost of development, and making the certification process more
efficient, the FAA, EASA, and manufacturers have worked to create to
the maximum possible extent a single set of certification requirements
accepted in both the United States and Europe.
This final rule harmonizes FAA type certification standards for OEI
ratings with the requirements already in existence in Europe, thus
simplifying airworthiness approvals for import and export. The FAA has
not attempted to quantify the cost savings that may accrue due to
harmonization of this rule, beyond noting that they will contribute to
certification and validation savings. There is also potential for
increased safety by having clearer and more explicit regulations. In
addition, safety after an engine failure or shutdown under the
requirements contained in this final rule will be at least equivalent
to safety under the previous requirements and certification practices.
We received no comments regarding our initial minimal cost
determination in the NPRM, and arrive at the same minimal cost
determination for this final rule.
[[Page 48122]]
Currently, manufacturers that hold OEI ratings are: General
Electric Aircraft Engines, Rolls-Royce Corporation (Indiana), Light
Helicopter Turbine Engine Company (LHTEC), and Honeywell International,
Inc. These manufacturers also seek validation in Europe. For example,
the General Electric CT7-8 series turbine engine was validated in
Europe in November 2004. Because all existing manufacturers with OEI
ratings also seek validation in Europe, where the requirements of this
final rule are already in place, it codifies common industry business
practice.
Because this final rule codifies existing certification practices
while maintaining the existing level of safety, we have determined that
this final rule is not a ``significant regulatory action'' as defined
in section 3(f) of Executive Order 12866, and is not ``significant'' as
defined in DOT's Regulatory Policies and Procedures. The benefits of
this final rule justify the costs and the existing level of safety will
be preserved.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
In the Initial Regulatory Flexibility Determination, we found that
there would not be a significant economic impact on a substantial
number of small entities. There were no comments on our initial
regulatory flexibility determination.
Using the Small Business Administration Size Standards, we find
that there are no small business manufacturers who hold OEI ratings. In
addition, this rule reduces certification costs. Because this rule
reduces costs and no small businesses are affected, our final
regulatory flexibility determination is that this rule will not have a
significant economic impact on a substantial number of small entities.
Therefore, as the Acting FAA Administrator, I certify that this
final rule will not have a significant economic impact on a substantial
number of small entities.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards.
This final rule considers and incorporates an international
standard as the basis of an FAA regulation. Thus this final rule
complies with the Trade Agreements Act of 1979 and does not create
unnecessary obstacles to international trade.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(in 1995 dollars) in any one year by State, local, and tribal
governments, in the aggregate, or by the private sector; such a mandate
is deemed to be a ``significant regulatory action.'' The FAA currently
uses an inflation-adjusted value of $136.1 million in lieu of $100
million.
The FAA has assessed the potential effect of this final rule and
determined that it does not contain such a mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply.
Executive Order 13132, Federalism
The FAA has analyzed this final rule under the principles and
criteria of Executive Order 13132, Federalism. We determined that this
action will not have a substantial direct effect on the States, or the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government, and, therefore, does not have federalism implications.
Environmental Analysis
FAA Order 1050.1E identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this rulemaking action qualifies for the categorical
exclusion identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
The FAA has analyzed this final rule under Executive Order 13211,
Actions Concerning Regulations That Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). We have determined that it is not
a ``significant energy action'' under the executive order because it is
not a ``significant regulatory action'' under Executive Order 12866,
and it is not likely to have a significant adverse effect on the
supply, distribution, or use of energy.
Availability of Rulemaking Documents
You can get an electronic copy of rulemaking documents using the
Internet by--
1. Searching the Federal eRulemaking Portal (http://
www.regulations.gov);
2. Visiting the FAA's Regulations and Policies Web page at http://
www.faa.gov/regulations_policies/; or
3. Accessing the Government Printing Office's Web page at http://
www.gpoaccess.gov/fr/index.html
You can also get a copy by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make
sure to identify the amendment number or docket number of this
rulemaking.
Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act statement in the Federal Register
[[Page 48123]]
published on April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or
you may visit http://DocketsInfo.dot.gov.
Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires the FAA to comply with small entity requests for
information or advice about compliance with statutes and regulations
within its jurisdiction. If you are a small entity and you have a
question regarding this document, you may contact your local FAA
official, or the person listed under the FOR FURTHER INFORMATION
CONTACT heading at the beginning of the preamble. You can find out more
about SBREFA on the Internet at http://www.faa.gov/regulations_
policies/rulemaking/sbre_act/.
List of Subjects
14 CFR Part 1
Air transportation, Aircraft, Aviation safety, Engines,
Helicopters, Ratings, Rotorcraft, Safety.
14 CFR Part 33
Air transportation, Aircraft, Aviation safety, Engines, Ratings,
Rotorcraft, Safety.
The Amendment
0
In consideration of the foregoing, the Federal Aviation Administration
amends parts 1 and 33 of Title 14, Code of Federal Regulations as
follows:
PART 1--DEFINITIONS AND ABBREVIATIONS
0
1. The authority citation for part 1 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
0
2. Amend Sec. 1.1 by revising the definitions for ``Rated 30-second
OEI power,'' ``Rated 2-minute OEI power,'' ``Rated continuous OEI
power,'' ``Rated 30-minute OEI power,'' and ``Rated 2\1/2\-minute OEI
power,'' to read as follows:
Sec. 1.1 General definitions.
* * * * *
Rated 30-second OEI Power, with respect to rotorcraft turbine
engines, means the approved brake horsepower developed under static
conditions at specified altitudes and temperatures within the operating
limitations established for the engine under part 33 of this chapter,
for continuation of one flight operation after the failure or shutdown
of one engine in multiengine rotorcraft, for up to three periods of use
no longer than 30 seconds each in any one flight, and followed by
mandatory inspection and prescribed maintenance action.
Rated 2-minute OEI Power, with respect to rotorcraft turbine
engines, means the approved brake horsepower developed under static
conditions at specified altitudes and temperatures within the operating
limitations established for the engine under part 33 of this chapter,
for continuation of one flight operation after the failure or shutdown
of one engine in multiengine rotorcraft, for up to three periods of use
no longer than 2 minutes each in any one flight, and followed by
mandatory inspection and prescribed maintenance action.
Rated continuous OEI power, with respect to rotorcraft turbine
engines, means the approved brake horsepower developed under static
conditions at specified altitudes and temperatures within the operating
limitations established for the engine under part 33 of this chapter,
and limited in use to the time required to complete the flight after
the failure or shutdown of one engine of a multiengine rotorcraft.
* * * * *
Rated 30-minute OEI power, with respect to rotorcraft turbine
engines, means the approved brake horsepower developed under static
conditions at specified altitudes and temperatures within the operating
limitations established for the engine under part 33 of this chapter,
and limited in use to one period of use no longer than 30 minutes after
the failure or shutdown of one engine of a multiengine rotorcraft.
Rated 2\1/2\-minute OEI power, with respect to rotorcraft turbine
engines, means the approved brake horsepower developed under static
conditions at specified altitudes and temperatures within the operating
limitations established for the engine under part 33 of this chapter
for periods of use no longer than 2\1/2\ minutes each after the failure
or shutdown of one engine of a multiengine rotorcraft.
* * * * *
PART 33--AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES
0
3. The authority citation for part 33 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
0
4. Amend Sec. 33.5 to add a new paragraph (b)(4) to read as follows:
Sec. 33.5 Instruction manual for installing and operating the engine.
* * * * *
(b) * * *
(4) For rotorcraft engines having one or more OEI ratings,
applicants must provide data on engine performance characteristics and
variability to enable the aircraft manufacturer to establish aircraft
power assurance procedures.
* * * * *
0
5. Amend Sec. 33.29 by revising paragraph (c) and adding paragraph (d)
to read as follows:
Sec. 33.29 Instrument connection.
* * * * *
(c) Each rotorcraft turbine engine having a 30-second OEI rating
and a 2-minute OEI rating must have a means or a provision for a means
to:
(1) Alert the pilot when the engine is at the 30-second OEI and the
2-minute OEI power levels, when the event begins, and when the time
interval expires;
(2) Automatically record each usage and duration of power at the
30-second OEI and 2-minute OEI levels;
(3) Alert maintenance personnel in a positive manner that the
engine has been operated at either or both of the 30-second and 2-
minute OEI power levels, and permit retrieval of the recorded data; and
(4) Enable routine verification of the proper operation of the
above means.
(d) The means, or the provision for a means, of paragraphs (c)(2)
and (c)(3) of this section must not be capable of being reset in
flight.
0
6. Revise Sec. 33.67(d) to read as follows:
Sec. 33.67 Fuel system.
* * * * *
(d) Rotorcraft engines having a 30-second OEI rating must
incorporate a means, or a provision for a means, for automatic
availability and automatic control of the 30-second OEI power within
its operating limitations.
0
7. Amend Sec. 33.87 by:
0
A. Redesignating paragraphs (c)(2) and paragraphs (c)(4) through (c)(6)
as paragraphs (c)(4) through (c)(7);
0
B. By adding new paragraph (c)(2); and
0
C. By revising paragraphs (a)(5), (a)(6), (c)(3), newly redesignated
paragraphs (c)(4) through (c)(7), (f) introductory text, (f)(4) and
(f)(8) to read as follows:
Sec. 33.87 Endurance test.
(a) * * *
(5) Maximum air bleed for engine and aircraft services must be used
during at least one-fifth of the runs, except for the test required
under paragraph (f) of this section, provided the validity of the test
is not compromised. However, for these runs, the power or thrust or the
rotor shaft rotational speed may be less than 100 percent of the value
associated with the particular operation being tested if the FAA finds
that the validity of the endurance test is not compromised.
[[Page 48124]]
(6) Each accessory drive and mounting attachment must be loaded in
accordance with paragraphs (a)(6)(i) and (ii) of this section, except
as permitted by paragraph (a)(6)(iii) of this section for the test
required under paragraph (f) of this section.
(i) The load imposed by each accessory used only for aircraft
service must be the limit load specified by the applicant for the
engine drive and attachment point during rated maximum continuous power
or thrust and higher output.
(ii) The endurance test of any accessory drive and mounting
attachment under load may be accomplished on a separate rig if the
validity of the test is confirmed by an approved analysis.
(iii) The applicant is not required to load the accessory drives
and mounting attachments when running the tests under paragraphs (f)(1)
through (f)(8) of this section if the applicant can substantiate that
there is no significant effect on the durability of any accessory drive
or engine component. However, the applicant must add the equivalent
engine output power extraction from the power turbine rotor assembly to
the engine shaft output.
* * * * *
(c) * * *
(2) Rated maximum continuous and takeoff power. Thirty minutes at--
(i) Rated maximum continuous power during fifteen of the twenty-
five 6-hour endurance test cycles; and
(ii) Rated takeoff power during ten of the twenty-five 6-hour
endurance test cycles.
(3) Rated maximum continuous power. One hour at rated maximum
continuous power.
(4) Rated 30-minute OEI power. Thirty minutes at rated 30-minute
OEI power.
(5) Incremental cruise power. Two hours and 30 minutes at the
successive power lever positions corresponding with not less than 15
approximately equal speed and time increments between maximum
continuous engine rotational speed and ground or minimum idle
rotational speed. For engines operating at constant speed, power may be
varied in place of speed. If there are significant peak vibrations
anywhere between ground idle and maximum continuous conditions, the
number of increments chosen must be changed to increase the amount of
running conducted while subject to peak vibrations up to not more than
50 percent of the total time spent in incremental running.
(6) Acceleration and deceleration runs. Thirty minutes of
accelerations and decelerations, consisting of six cycles from idling
power to rated takeoff power and maintained at the takeoff power lever
position for 30 seconds and at the idling power lever position for
approximately 4\1/2\ minutes. In complying with this paragraph, the
power control lever must be moved from one extreme position to the
other in not more than one second. If, however, different regimes of
control operations are incorporated that necessitate scheduling of the
power control lever motion from one extreme position to the other, then
a longer period of time is acceptable, but not more than two seconds.
(7) Starts. One hundred starts, of which 25 starts must be preceded
by at least a two-hour engine shutdown. There must be at least 10 false
engine starts, pausing for the applicant's specified minimum fuel
drainage time, before attempting a normal start. There must be at least
10 normal restarts not more than 15 minutes after engine shutdown. The
remaining starts may be made after completing the 150 hours of
endurance testing.
* * * * *
(f) Rotorcraft Engines for which 30-second OEI and 2-minute OEI
ratings are desired. For each rotorcraft engine for which 30-second OEI
and 2-minute OEI power ratings are desired, and following completion of
the tests under paragraphs (b), (c), (d), or (e) of this section, the
applicant may disassemble the tested engine to the extent necessary to
show compliance with the requirements of Sec. 33.93(a). The tested
engine must then be reassembled using the same parts used during the
test runs of paragraphs (b), (c), (d), or (e) of this section, except
those parts described as consumables in the Instructions for Continued
Airworthiness. Additionally, the tests required in paragraphs (f)(1)
through (f)(8) of this section must be run continuously. If a stop
occurs during these tests, the interrupted sequence must be repeated
unless the applicant shows that the severity of the test would not be
reduced if it were continued. The applicant must conduct the following
test sequence four times, for a total time of not less than 120
minutes:
* * * * *
(4) 30-minute OEI power, continuous OEI power, or maximum
continuous power. Five minutes at whichever is the greatest of rated
30-minute OEI power, rated continuous OEI power, or rated maximum
continuous power, except that, during the first test sequence, this
period shall be 65 minutes. However, where the greatest rated power is
30-minute OEI power, that sixty-five minute period shall consist of 30
minutes at 30-minute OEI power followed by 35 minutes at whichever is
the greater of continuous OEI power or maximum continuous power.
* * * * *
(8) Idle. One minute at flight idle.
* * * * *
0
8. Amend Sec. 33.88 by removing paragraph (b), redesignating (c) and
(d) as paragraphs (b) and (c), respectively; and revising the text of
the newly designated paragraph (b) to read as follows:
Sec. 33.88 Engine overtemperature test.
* * * * *
(b) In addition to the test requirements in paragraph (a) of this
section, each engine for which 30-second OEI and 2-minute OEI ratings
are desired, that incorporates a means for automatic temperature
control within its operating limitations in accordance with Sec.
33.67(d), must run for a period of 4 minutes at the maximum power-on
rpm with the gas temperature at least 35 [deg]F (19 [deg]C) higher than
the maximum operating limit at 30-second OEI rating. Following this
run, the turbine assembly may exhibit distress beyond the limits for an
overtemperature condition provided the engine is shown by analysis or
test, as found necessary by the FAA, to maintain the integrity of the
turbine assembly.
* * * * *
0
9. Revise Sec. 33.93(b)(2) to read as follows:
Sec. 33.93 Teardown inspection.
* * * * *
(b) * * *
(2) Each engine may exhibit deterioration in excess of that
permitted in paragraph (a)(2) of this section, including some engine
parts or components that may be unsuitable for further use. The
applicant must show by inspection, analysis, test, or by any
combination thereof as found necessary by the FAA, that structural
integrity of the engine is maintained; or
* * * * *
0
10. Amend Appendix A to part 33 by revising section A33.4 to read as
follows:
Appendix A to Part 33--Instructions for Continued Airworthiness
* * * * *
A33.4 AIRWORTHINESS LIMITATIONS SECTION
The Instructions for Continued Airworthiness must contain a
section titled Airworthiness Limitations that is segregated and
clearly distinguishable from the rest of the manual.
[[Page 48125]]
(a) For all engines:
(1) The Airworthiness Limitations section must set forth each
mandatory replacement time, inspection interval, and related
procedure required for type certification. If the Instructions for
Continued Airworthiness consist of multiple documents, the section
required under this paragraph must be included in the principal
manual.
(2) This section must contain a legible statement in a prominent
location that reads: ``The Airworthiness Limitations section is FAA
approved and specifies maintenance required under Sec. Sec. 43.16
and 91.403 of Title 14 of the Code of Federal Regulations unless an
alternative program has been FAA approved.''
(b) For rotorcraft engines having 30-second OEI and 2-minute OEI
ratings:
(1) The Airworthiness Limitations section must also prescribe
the mandatory post-flight inspections and maintenance actions
associated with any use of either 30-second OEI or 2-minute OEI
ratings.
(2) The applicant must validate the adequacy of the inspections
and maintenance actions required under paragraph (b)(1) of this
section A33.4.
(3) The applicant must establish an in-service engine evaluation
program to ensure the continued adequacy of the instructions for
mandatory post-flight inspections and maintenance actions prescribed
under paragraph (b)(1) of this section A33.4 and of the data for
Sec. 33.5(b)(4) pertaining to power availability. The program must
include service engine tests or equivalent service engine test
experience on engines of similar design and evaluations of service
usage of the 30-second OEI or 2-minute OEI ratings.
Issued in Washington, DC, on July 10, 2008.
Robert A. Sturgell,
Acting Administrator.
[FR Doc. E8-18936 Filed 8-15-08; 8:45 am]
BILLING CODE 4910-13-P