Federal Aviation Administration, DOT § 33.7

Federal Aviation Administration, DOT Pt. 33

by the applicant or by the manufacturers of ness Limitations that is segregated and balloon parts will be distributed. clearly distinguishable from the rest of the document. This section must set forth each A31.2 FORMAT mandatory replacement time, structural in- (a) The Instructions for Continued Air- spection interval, and related structural in- worthiness must be in the form of a manual spection procedure, including envelope struc- or manuals as appropriate for the quantity tural integrity, required for type certifi- of data to be provided. cation. If the Instructions for Continued Air- (b) The format of the manual or manuals worthiness consist of multiple documents, must provide for a practical arrangement. the section required by this paragraph must be included in the principal manual. This A31.3 CONTENT section must contain a legible statement in The contents of the manual or manuals a prominent location that reads: ‘‘The Air- must be prepared in the English language. worthiness Limitations section is FAA ap- The Instructions for Continued Airworthi- proved and specifies maintenance required ness must contain the following information: under §§ 43.16 and 91.403 of the Federal Avia- (a) Introduction information that includes tion Regulations.’’ an explanation of the balloon’s features and [Amdt. 31–4, 45 FR 60180, Sept. 11, 1980, as data to the extent necessary for mainte- amended by Amdt. 31–5, 54 FR 34330, Aug. 18, nance or preventive maintenance. 1989] (b) A description of the balloon and its systems and installations. (c) Basic control and operation informa- PART 33—AIRWORTHINESS tion for the balloon and its components and STANDARDS: AIRCRAFT ENGINES systems. (d) Servicing information that covers de- Subpart A—General tails regarding servicing of balloon components, including burner nozzles, fuel tanks, Sec. and valves during operations. 33.1 Applicability. (e) Maintenance information for each part 33.3 General. of the balloon and its envelope, controls, rig- 33.4 Instructions for Continued Airworthi- ging, basket structure, fuel systems, instru- ness. ments, and heater assembly that provides 33.5 Instruction manual for installing and the recommended periods at which they operating the engine. should be cleaned, adjusted, tested, and lu- 33.7 Engine ratings and operating limita- bricated, the applicable wear tolerances, and tions. the degree of work recommended at these pe- 33.8 Selection of engine power and thrust riods. However, the applicant may refer to ratings. an accessory, instrument, or equipment manufacturer as the source of this information if the applicant shows that the item has Subpart B—Design and Construction; an exceptionally high degree of complexity General requiring specialized maintenance tech- 33.11 Applicability. niques, test equipment, or expertise. The rec- 33.13 [Reserved] ommended overhaul periods and necessary cross references to the Airworthiness Limi- 33.15 Materials. tations section of the manual must also be 33.17 Fire protection. included. In addition, the applicant must in- 33.19 Durability. clude an inspection program that includes 33.21 Engine cooling. the frequency and extent of the inspections 33.23 Engine mounting attachments and necessary to provide for the continued air- structure. worthiness of the balloon. 33.25 Accessory attachments. (f) Troubleshooting information describing 33.27 Turbine, compressor, fan, and turbo- probable malfunctions, how to recognize supercharger rotor overspeed. those malfunctions, and the remedial action 33.28 Engine control systems. for those malfunctions. 33.29 Instrument connection. (g) Details of what, and how, to inspect after a hard landing. Subpart C—Design and Construction; (h) Instructions for storage preparation in- Reciprocating Aircraft Engines cluding any storage limits. (i) Instructions for repair on the balloon 33.31 Applicability. envelope and its basket or trapeze. 33.33 Vibration. 33.34 Turbocharger rotors. A31.4 AIRWORTHINESS LIMITATIONS SECTION 33.35 Fuel and induction system. The Instructions for Continued Airworthi- 33.37 Ignition system. ness must contain a section titled Airworthi- 33.39 Lubrication system.

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Subpart D—Block Tests; Reciprocating APPENDIX B TO PART 33—CERTIFICATION Aircraft Engines STANDARD ATMOSPHERIC CONCENTRATIONS OF RAIN AND HAIL 33.41 Applicability. APPENDIX C TO PART 33 [RESERVED] 33.42 General. APPENDIX D TO PART 33—MIXED PHASE AND 33.43 Vibration test. ICE CRYSTAL ICING ENVELOPE (DEEP CON- 33.45 Calibration tests. VECTIVE CLOUDS) 33.47 Detonation test. 33.49 Endurance test. AUTHORITY: 49 U.S.C. 106(g), 40113, 44701, 33.51 Operation test. 44702, 44704. 33.53 Engine system and component tests. SOURCE: Docket No. 3025, 29 FR 7453, June 33.55 Teardown inspection. 10, 1964, unless otherwise noted. 33.57 General conduct of block tests. NOTE: For miscellaneous amendments to cross references in this Part 33, see Amdt. 33– Subpart E—Design and Construction; 2, 31 FR 9211, July 6, 1966. Turbine Aircraft Engines 33.61 Applicability. Subpart A—General 33.62 Stress analysis. 33.63 Vibration. § 33.1 Applicability. 33.64 Pressurized engine static parts. 33.65 Surge and stall characteristics. (a) This part prescribes airworthiness 33.66 Bleed air system. standards for the issue of type certifi- 33.67 Fuel system. cates and changes to those certificates, 33.68 Induction system icing. for aircraft engines. 33.69 Ignitions system. (b) Each person who applies under 33.70 Engine life-limited parts. part 21 for such a certificate or change 33.71 Lubrication system. must show compliance with the appli- 33.72 Hydraulic actuating systems. 33.73 Power or thrust response. cable requirements of this part and the 33.74 Continued rotation. applicable requirements of part 34 of 33.75 Safety analysis. this chapter. 33.76 Bird ingestion. 33.77 Foreign object ingestion—ice. [Amdt. 33–7, 41 FR 55474, Dec. 20, 1976, as 33.78 Rain and hail ingestion. amended by Amdt. 33–14, 55 FR 32861, Aug. 10, 33.79 Fuel burning thrust augmentor. 1990]

Subpart F—Block Tests; Turbine Aircraft § 33.3 General. Engines Each applicant must show that the aircraft engine concerned meets the 33.81 Applicability. 33.82 General. applicable requirements of this part. 33.83 Vibration test. 33.84 Engine overtorque test. § 33.4 Instructions for Continued Air- 33.85 Calibration tests. worthiness. 33.87 Endurance test. The applicant must prepare Instruc- 33.88 Engine overtemperature test. tions for Continued Airworthiness in 33.89 Operation test. accordance with appendix A to this 33.90 Initial maintenance inspection test. 33.91 Engine system and component tests. part that are acceptable to the Admin- 33.92 Rotor locking tests. istrator. The instructions may be in- 33.93 Teardown inspection. complete at type certification if a pro- 33.94 Blade containment and rotor unbal- gram exists to ensure their completion ance tests. prior to delivery of the first aircraft 33.95 Engine-propeller systems tests. with the engine installed, or upon 33.96 Engine tests in auxiliary power unit issuance of a standard certificate of (APU) mode. airworthiness for the aircraft with the 33.97 Thrust reversers. 33.99 General conduct of block tests. engine installed, whichever occurs later. Subpart G—Special Requirements: Turbine [Amdt. 33–9, 45 FR 60181, Sept. 11, 1980] Aircraft Engines 33.201 Design and test requirements for § 33.5 Instruction manual for installing Early ETOPS eligibility. and operating the engine. APPENDIX A TO PART 33—INSTRUCTIONS FOR Each applicant must prepare and CONTINUED AIRWORTHINESS make available to the Administrator

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prior to the issuance of the type cer- (5) A description of the primary and tificate, and to the owner at the time all alternate modes, and any back-up of delivery of the engine, approved in- system, together with any associated structions for installing and operating limitations, of the engine control sys- the engine. The instructions must in- tem and its interface with the aircraft clude at least the following: systems, including the propeller when (a) Installation instructions. (1) The lo- applicable. cation of engine mounting attach- (c) Safety analysis assumptions. The ments, the method of attaching the en- assumptions of the safety analysis as gine to the aircraft, and the maximum described in § 33.75(d) with respect to allowable load for the mounting at- the reliability of safety devices, instru- tachments and related structure. mentation, early warning devices, (2) The location and description of maintenance checks, and similar engine connections to be attached to equipment or procedures that are out- accessories, pipes, wires, cables, ducts, side the control of the engine manufac- and cowling. turer. (3) An outline drawing of the engine [Amdt. 33–6, 39 FR 35463, Oct. 1, 1974, as including overall dimensions. amended by Amdt. 33–9, 45 FR 60181, Sept. 11, (4) A definition of the physical and 1980; Amdt. 33–24, 47 FR 50867, Sept. 4, 2007; functional interfaces with the aircraft Amdt. 33–25, 73 FR 48123, Aug. 18, 2008; Amdt. and aircraft equipment, including the 33–26, 73 FR 48284, Aug. 19, 2008] propeller when applicable. § 33.7 Engine ratings and operating (5) Where an engine system relies on limitations. components that are not part of the engine type design, the interface condi- (a) Engine ratings and operating lim- tions and reliability requirements for itations are established by the Admin- those components upon which engine istrator and included in the engine cer- type certification is based must be tificate data sheet specified in § 21.41 of specified in the engine installation in- this chapter, including ratings and lim- structions directly or by reference to itations based on the operating condi- appropriate documentation. tions and information specified in this section, as applicable, and any other (6) A list of the instruments nec- information found necessary for safe essary for control of the engine, includ- operation of the engine. ing the overall limits of accuracy and (b) For reciprocating engines, ratings transient response required of such in- and operating limitations are estab- struments for control of the operation lished relating to the following: of the engine, must also be stated so (1) Horsepower or torque, r.p.m., that the suitability of the instruments manifold pressure, and time at critical as installed may be assessed. pressure altitude and sea level pressure (b) Operation instructions. (1) The op- altitude for— erating limitations established by the (i) Rated maximum continuous power Administrator. (relating to unsupercharged operation (2) The power or thrust ratings and or to operation in each supercharger procedures for correcting for non- mode as applicable); and standard atmosphere. (ii) Rated takeoff power (relating to (3) The recommended procedures, unsupercharged operation or to oper- under normal and extreme ambient ation in each supercharger mode as ap- conditions for— plicable). (i) Starting; (2) Fuel grade or specification. (ii) Operating on the ground; and (3) Oil grade or specification. (iii) Operating during flight. (4) Temperature of the— (4) For rotorcraft engines having one (i) Cylinder; or more OEI ratings, applicants must (ii) Oil at the oil inlet; and provide data on engine performance (iii) Turbosupercharger turbine wheel characteristics and variability to en- inlet gas. able the aircraft manufacturer to es- (5) Pressure of— tablish aircraft power assurance proce- (i) Fuel at the fuel inlet; and dures. (ii) Oil at the main oil gallery.

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(6) Accessory drive torque and over- (13) Inlet air distortion at the engine hang moment. inlet. (7) Component life. (14) Transient rotor shaft overspeed (8) Turbosupercharger turbine wheel r.p.m., and number of overspeed occur- r.p.m. rences. (c) For turbine engines, ratings and (15) Transient gas overtemperature, operating limitations are established and number of overtemperature occur- relating to the following: rences. (1) Horsepower, torque, or thrust, (16) Transient engine overtorque, and r.p.m., gas temperature, and time for— number of overtorque occurrences. (i) Rated maximum continuous power (17) Maximum engine overtorque for or thrust (augmented); turbopropeller and turboshaft engines (ii) Rated maximum continuous incorporating free power turbines. power or thrust (unaugmented); (18) For engines to be used in super- (iii) Rated takeoff power or thrust sonic aircraft, engine rotor (augmented); windmilling rotational r.p.m. (iv) Rated takeoff power or thrust (d) In determining the engine per- (unaugmented); formance and operating limitations, (v) Rated 30-minute OEI power; the overall limits of accuracy of the (vi) Rated 21⁄2-minute OEI power; engine control system and of the nec- (vii) Rated continuous OEI power; essary instrumentation as defined in and § 33.5(a)(6) must be taken into account. (viii) Rated 2-minute OEI Power; (ix) Rated 30-second OEI power; and [Amdt. 33–6, 39 FR 35463, Oct. 1, 1974, as (x) Auxiliary power unit (APU) mode amended by Amdt. 33–10, 49 FR 6850, Feb. 23, of operation. 1984; Amdt. 33–11, 51 FR 10346, Mar. 25, 1986; (2) Fuel designation or specification. Amdt. 33–12, 53 FR 34220, Sept. 2, 1988; Amdt. (3) Oil grade or specification. 33–18, 61 FR 31328, June 19, 1996; Amdt. 33–26, (4) Hydraulic fluid specification. 73 FR 48284, Aug. 19, 2008; Amdt. 33–30, 74 FR 45310, Sept. 2, 2009] (5) Temperature of— (i) Oil at a location specified by the § 33.8 Selection of engine power and applicant; thrust ratings. (ii) Induction air at the inlet face of a supersonic engine, including steady (a) Requested engine power and state operation and transient over- thrust ratings must be selected by the temperature and time allowed; applicant. (iii) Hydraulic fluid of a supersonic (b) Each selected rating must be for engine; the lowest power or thrust that all en- (iv) Fuel at a location specified by gines of the same type may be expected the applicant; and to produce under the conditions used to (v) External surfaces of the engine, if determine that rating. specified by the applicant. [Amdt. 33–3, 32 FR 3736, Mar. 4, 1967] (6) Pressure of— (i) Fuel at the fuel inlet; (ii) Oil at a location specified by the Subpart B—Design and applicant; Construction; General (iii) Induction air at the inlet face of § 33.11 Applicability. a supersonic engine, including steady state operation and transient over- This subpart prescribes the general pressure and time allowed; and design and construction requirements (iv) Hydraulic fluid. for reciprocating and turbine aircraft (7) Accessory drive torque and over- engines. hang moment. (8) Component life. § 33.13 [Reserved] (9) Fuel filtration. (10) Oil filtration. § 33.15 Materials. (11) Bleed air. The suitability and durability of ma- (12) The number of start-stop stress terials used in the engine must— cycles approved for each rotor disc and (a) Be established on the basis of ex- spacer. perience or tests; and

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(b) Conform to approved specifica- must be fire resistant or fireproof, as tions (such as industry or military determined by the Administrator. specifications) that ensure their having (f) Unintentional accumulation of the strength and other properties as- hazardous quantities of flammable sumed in the design data. fluid within the engine must be pre- (Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49 vented by draining and venting. U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 (g) Any components, modules, or U.S.C. 1655(c)) equipment, which are susceptible to or are potential sources of static dis- [Amdt. 33–8, 42 FR 15047, Mar. 17, 1977, as amended by Amdt. 33–10, 49 FR 6850, Feb. 23, charges or electrical fault currents 1984] must be designed and constructed to be properly grounded to the engine ref- § 33.17 Fire protection. erence, to minimize the risk of ignition (a) The design and construction of in external areas where flammable the engine and the materials used must fluids or vapors could be present. minimize the probability of the occur- [Doc. No. FAA–2007–28503, 74 FR 37930, July rence and spread of fire during normal 30, 2009] operation and failure conditions, and must minimize the effect of such a fire. § 33.19 Durability. In addition, the design and construc- (a) Engine design and construction tion of turbine engines must minimize must minimize the development of an the probability of the occurrence of an unsafe condition of the engine between internal fire that could result in struc- overhaul periods. The design of the tural failure or other hazardous effects. compressor and turbine rotor cases (b) Except as provided in paragraph must provide for the containment of (c) of this section, each external line, damage from rotor blade failure. En- fitting, and other component, which ergy levels and trajectories of frag- contains or conveys flammable fluid ments resulting from rotor blade fail- during normal engine operation, must ure that lie outside the compressor and be fire resistant or fireproof, as deter- turbine rotor cases must be defined. mined by the Administrator. Compo- (b) Each component of the propeller nents must be shielded or located to blade pitch control system which is a safeguard against the ignition of leak- part of the engine type design must ing flammable fluid. meet the requirements of §§ 35.21, 35.23, (c) A tank, which contains flammable 35.42 and 35.43 of this chapter. fluids and any associated shut-off means and supports, which are part of [Doc. No. 3025, 29 FR 7453, June 10, 1964, as and attached to the engine, must be amended by Amdt. 33–9, 45 FR 60181, Sept. 11, fireproof either by construction or by 1980; Amdt. 33–10, 49 FR 6851, Feb. 23, 1984; protection unless damage by fire will Amdt. 33–28, 73 FR 63346, Oct. 24, 2008] not cause leakage or spillage of a haz- § 33.21 Engine cooling. ardous quantity of flammable fluid. For a reciprocating engine having an Engine design and construction must integral oil sump of less than 23.7 liters provide the necessary cooling under capacity, the oil sump need not be fire- conditions in which the airplane is ex- proof or enclosed by a fireproof shield. pected to operate. (d) An engine component designed, constructed, and installed to act as a § 33.23 Engine mounting attachments firewall must be: and structure. (1) Fireproof; (a) The maximum allowable limit (2) Constructed so that no hazardous and ultimate loads for engine mount- quantity of air, fluid or flame can pass ing attachments and related engine around or through the firewall; and, structure must be specified. (3) Protected against corrosion; (b) The engine mounting attach- (e) In addition to the requirements of ments and related engine structure paragraphs (a) and (b) of this section, must be able to withstand— engine control system components that (1) The specified limit loads without are located in a designated fire zone permanent deformation; and

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(2) The specified ultimate loads with- duration is acceptable if the required out failure, but may exhibit permanent maximum overspeed is achieved. deformation. (b) When determining the maximum overspeed condition applicable to each [Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] rotor in order to comply with para- § 33.25 Accessory attachments. graphs (a) and (c) of this section, the applicant must evaluate the following The engine must operate properly rotor speeds taking into consideration with the accessory drive and mounting the part’s operating temperatures and attachments loaded. Each engine ac- temperature gradients throughout the cessory drive and mounting attach- engine’s operating envelope: ment must include provisions for seal- (1) 120 percent of the maximum per- ing to prevent contamination of, or un- missible rotor speed associated with acceptable leakage from, the engine in- any of the engine ratings except one- terior. A drive and mounting attach- engine-inoperative (OEI) ratings of less ment requiring lubrication for external than 21⁄2 minutes. drive splines, or coupling by engine oil, (2) 115 percent of the maximum per- must include provisions for sealing to missible rotor speed associated with prevent unacceptable loss of oil and to any OEI ratings of less than 21⁄2 min- prevent contamination from sources utes. outside the chamber enclosing the (3) 105 percent of the highest rotor drive connection. The design of the en- speed that would result from either: gine must allow for the examination, adjustment, or removal of each acces- (i) The failure of the component or sory required for engine operation. system which, in a representative installation of the engine, is the most [Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] critical with respect to overspeed when operating at any rating condition ex- § 33.27 Turbine, compressor, fan, and cept OEI ratings of less than 21⁄2 min- turbosupercharger rotor overspeed. utes, or (a) For each fan, compressor, turbine, (ii) The failure of any component or and turbosupercharger rotor, the appli- system in a representative installation cant must establish by test, analysis, of the engine, in combination with any or a combination of both, that each other failure of a component or system rotor will not burst when operated in that would not normally be detected the engine for 5 minutes at whichever during a routine pre-flight check or of the conditions defined in paragraph during normal flight operation, that is (b) of this section is the most critical the most critical with respect to over- with respect to the integrity of such a speed, except as provided by paragraph rotor. (c) of this section, when operating at (1) Test rotors used to demonstrate any rating condition except OEI rat- compliance with this section that do ings of less than 21⁄2 minutes. not have the most adverse combination (4) 100 percent of the highest rotor of material properties and dimensional speed that would result from the fail- tolerances must be tested at conditions ure of the component or system which, which have been adjusted to ensure the in a representative installation of the minimum specification rotor possesses engine, is the most critical with re- the required overspeed capability. This spect to overspeed when operating at can be accomplished by increasing test any OEI rating of less than 21⁄2 min- speed, temperature, and/or loads. utes. (2) When an engine test is being used (c) The highest overspeed that results to demonstrate compliance with the from a complete loss of load on a tur- overspeed conditions listed in para- bine rotor, except as provided by paragraph (b)(3) or (b)(4) of this section and graph (f) of this section, must be in- the failure of a component or system is cluded in the overspeed conditions con- sudden and transient, it may not be sidered by paragraphs (b)(3)(i), possible to operate the engine for 5 (b)(3)(ii), and (b)(4) of this section, re- minutes after the failure. Under these gardless of whether that overspeed re- circumstances, the actual overspeed sults from a failure within the engine

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or external to the engine. The over- be analyzed by well-established and speed resulting from any other single validated stress analysis techniques. failure must be considered when select- (3) Determines, based on an assess- ing the most limiting overspeed condi- ment of the environment surrounding tions applicable to each rotor. Over- the shaft section, that environmental speeds resulting from combinations of influences are unlikely to cause a shaft failures must also be considered unless failure. This assessment must include the applicant can show that the prob- complexity of design, corrosion, wear, ability of occurrence is not greater vibration, fire, contact with adjacent than extremely remote (probability components or structure, overheating, ¥ ¥ range of 10 7 to 10 9 per engine flight and secondary effects from other fail- hour). ures or combination of failures. (d) In addition, the applicant must (4) Identifies and declares, in accord- demonstrate that each fan, compressor, ance with § 33.5, any assumptions re- turbine, and turbosupercharger rotor garding the engine installation in mak- complies with paragraphs (d)(1) and ing the assessment described above in (d)(2) of this section for the maximum paragraph (f)(3) of this section. overspeed achieved when subjected to (5) Assesses, and considers as appro- the conditions specified in paragraphs priate, experience with shaft sections (b)(3) and (b)(4) of this section. The ap- of similar design. plicant must use the approach in paragraph (a) of this section which specifies (6) Does not exclude the entire shaft. the required test conditions. (g) If analysis is used to meet the (1) Rotor Growth must not cause the overspeed requirements, then the ana- engine to: lytical tool must be validated to prior overspeed test results of a similar (i) Catch fire, rotor. The tool must be validated for (ii) Release high-energy debris each material. The rotor being cer- through the engine casing or result in tified must not exceed the boundaries a hazardous failure of the engine cas- of the rotors being used to validate the ing, analytical tool in terms of geometric (iii) Generate loads greater than shape, operating stress, and tempera- those ultimate loads specified in ture. Validation includes the ability to § 33.23(a), or accurately predict rotor dimensional (iv) Lose the capability of being shut growth and the burst speed. The pre- down. dictions must also show that the rotor (2) Following an overspeed event and being certified does not have lower after continued operation, the rotor burst and growth margins than rotors may not exhibit conditions such as used to validate the tool. cracking or distortion which preclude continued safe operation. [Doc. No. FAA–2010–0398, Amdt. 33–31, 76 FR (e) The design and functioning of en- 42023, July 18, 2011] gine control systems, instruments, and other methods not covered under § 33.28 § 33.28 Engine control systems. must ensure that the engine operating (a) Applicability. These requirements limitations that affect turbine, com- are applicable to any system or device pressor, fan, and turbosupercharger that is part of engine type design, that rotor structural integrity will not be controls, limits, or monitors engine op- exceeded in service. eration, and is necessary for the con- (f) Failure of a shaft section may be tinued airworthiness of the engine. excluded from consideration in deter- (b) Validation—(1) Functional aspects. mining the highest overspeed that The applicant must substantiate by would result from a complete loss of tests, analysis, or a combination there- load on a turbine rotor if the applicant: of, that the engine control system per- (1) Identifies the shaft as an engine forms the intended functions in a man- life-limited-part and complies with ner which: § 33.70. (i) Enables selected values of rel- (2) Uses material and design features evant control parameters to be main- that are well understood and that can tained and the engine kept within the

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approved operating limits over chang- (1) The rate for Loss of Thrust (or ing atmospheric conditions in the de- Power) Control (LOTC/LOPC) events, clared flight envelope; consistent with the safety objective as- (ii) Complies with the operability re- sociated with the intended application quirements of §§ 33.51, 33.65 and 33.73, as can be achieved; appropriate, under all likely system in- (2) In the full-up configuration, the puts and allowable engine power or system is single fault tolerant, as de- thrust demands, unless it can be dem- termined by the Administrator, for onstrated that failure of the control electrical or electronic failures with function results in a non-dispatchable respect to LOTC/LOPC events; condition in the intended application; (3) Single failures of engine control (iii) Allows modulation of engine system components do not result in a power or thrust with adequate sensi- hazardous engine effect; and tivity over the declared range of engine (4) Foreseeable failures or malfunc- operating conditions; and tions leading to local events in the in- (iv) Does not create unacceptable tended aircraft installation, such as power or thrust oscillations. fire, overheat, or failures leading to (2) Environmental limits. The applicant damage to engine control system com- must demonstrate, when complying ponents, do not result in a hazardous with §§ 33.53 or 33.91, that the engine engine effect due to engine control sys- control system functionality will not tem failures or malfunctions. be adversely affected by declared envi- (e) System safety assessment. When ronmental conditions, including elec- tromagnetic interference (EMI), High complying with this section and § 33.75, Intensity Radiated Fields (HIRF), and the applicant must complete a System lightning. The limits to which the sys- Safety Assessment for the engine con- tem has been qualified must be docu- trol system. This assessment must mented in the engine installation in- identify faults or failures that result in structions. a change in thrust or power, trans- (c) Control transitions. (1) The appli- mission of erroneous data, or an effect cant must demonstrate that, when on engine operability producing a surge fault or failure results in a change or stall together with the predicted fre- from one control mode to another, quency of occurrence of these faults or from one channel to another, or from failures. the primary system to the back-up sys- (f) Protection systems. (1) The design tem, the change occurs so that: and functioning of engine control de- (i) The engine does not exceed any of vices and systems, together with en- its operating limitations; gine instruments and operating and (ii) The engine does not surge, stall, maintenance instructions, must pro- or experience unacceptable thrust or vide reasonable assurance that those power changes or oscillations or other engine operating limitations that af- unacceptable characteristics; and fect turbine, compressor, fan, and tur- (iii) There is a means to alert the bosupercharger rotor structural integ- flight crew if the crew is required to rity will not be exceeded in service. initiate, respond to, or be aware of the (2) When electronic overspeed protec- control mode change. The means to tion systems are provided, the design alert the crew must be described in the must include a means for testing, at engine installation instructions, and least once per engine start/stop cycle, the crew action must be described in to establish the availability of the pro- the engine operating instructions; tection function. The means must be (2) The magnitude of any change in such that a complete test of the system thrust or power and the associated can be achieved in the minimum num- transition time must be identified and ber of cycles. If the test is not fully described in the engine installation in- automatic, the requirement for a man- structions and the engine operating in- ual test must be contained in the en- structions. gine instructions for operation. (d) Engine control system failures. The (3) When overspeed protection is pro- applicant must design and construct vided through hydromechanical or me- the engine control system so that: chanical means, the applicant must

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demonstrate by test or other accept- tion must meet the requirements of able means that the overspeed function paragraph (i)(1) of this section. The en- remains available between inspection gine control system must be capable of and maintenance periods. resuming normal operation when air- (g) Software. The applicant must de- craft-supplied power returns to within sign, implement, and verify all associ- the declared limits. ated software to minimize the exist- (j) Air pressure signal. The applicant ence of errors by using a method, ap- must consider the effects of blockage proved by the FAA, consistent with the or leakage of the signal lines on the en- criticality of the performed functions. gine control system as part of the Sys- (h) Aircraft-supplied data. Single fail- tem Safety Assessment of paragraph ures leading to loss, interruption or (e) of this section and must adopt the corruption of aircraft-supplied data appropriate design precautions. (other than thrust or power command (k) Automatic availability and control signals from the aircraft), or data of engine power for 30-second OEI rating. shared between engines must: Rotorcraft engines having a 30-second (1) Not result in a hazardous engine OEI rating must incorporate a means, effect for any engine; and or a provision for a means, for auto- (2) Be detected and accommodated. matic availability and automatic con- The accommodation strategy must not trol of the 30-second OEI power within result in an unacceptable change in its operating limitations. thrust or power or an unacceptable (l) Engine shut down means. Means change in engine operating and start- must be provided for shutting down the ing characteristics. The applicant must engine rapidly. evaluate and document in the engine (m) Programmable logic devices. The installation instructions the effects of development of programmable logic de- these failures on engine power or vices using digital logic or other com- thrust, engine operability, and starting plex design technologies must provide characteristics throughout the flight a level of assurance for the encoded envelope. logic commensurate with the hazard (i) Aircraft-supplied electrical power. (1) associated with the failure or malfunc- The applicant must design the engine tion of the systems in which the de- control system so that the loss, mal- vices are located. The applicant must function, or interruption of electrical provide evidence that the development power supplied from the aircraft to the of these devices has been done by using engine control system will not result a method, approved by the FAA, that is in any of the following: consistent with the criticality of the (i) A hazardous engine effect, or performed function. (ii) The unacceptable transmission of erroneous data. [Amdt. 33–26, 73 FR 48284, Aug. 19, 2008] (2) When an engine dedicated power source is required for compliance with § 33.29 Instrument connection. paragraph (i)(1) of this section, its ca- (a) Unless it is constructed to pre- pacity should provide sufficient margin vent its connection to an incorrect in- to account for engine operation below strument, each connection provided for idle where the engine control system is powerplant instruments required by designed and expected to recover en- aircraft airworthiness regulations or gine operation automatically. necessary to insure operation of the en- (3) The applicant must identify and gine in compliance with any engine declare the need for, and the character- limitation must be marked to identify istics of, any electrical power supplied it with its corresponding instrument. from the aircraft to the engine control (b) A connection must be provided on system for starting and operating the each turbojet engine for an indicator engine, including transient and steady system to indicate rotor system unbal- state voltage limits, in the engine in- ance. structions for installation. (c) Each rotorcraft turbine engine (4) Low voltage transients outside having a 30-second OEI rating and a 2- the power supply voltage limitations minute OEI rating must have a means declared in paragraph (i)(3) of this sec- or a provision for a means to:

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(1) Alert the pilot when the engine is (1) Other existing instrumentation at the 30-second OEI and the 2-minute provides adequate warning of failure or OEI power levels, when the event be- impending failure; gins, and when the time interval ex- (2) Failure of the cooling system pires; would not lead to hazardous engine ef- (2) Automatically record each usage fects before detection; or and duration of power at the 30-second (3) The probability of failure of the OEI and 2-minute OEI levels; cooling system is extremely remote. (3) Alert maintenance personnel in a [Amdt. 33–5, 39 FR 1831, Jan. 15, 1974, as positive manner that the engine has amended by Amdt. 33–6, 39 FR 35465, Oct. 1, been operated at either or both of the 1974; Amdt. 33–18, 61 FR 31328, June 19, 1996; 30-second and 2-minute OEI power lev- Amdt. 33–25, 73 FR 48123, Aug. 18, 2008; Amdt. els, and permit retrieval of the re- 33–26, 73 FR 48285, Aug. 19, 2008] corded data; and (4) Enable routine verification of the Subpart C—Design and Construc- proper operation of the above means. tion; Reciprocating Aircraft (d) The means, or the provision for a Engines means, of paragraphs (c)(2) and (c)(3) of this section must not be capable of § 33.31 Applicability. being reset in flight. This subpart prescribes additional de- (e) The applicant must make provi- sign and construction requirements for sion for the installation of instrumen- reciprocating aircraft engines. tation necessary to ensure operation in compliance with engine operating limi- § 33.33 Vibration. tations. Where, in presenting the safe- The engine must be designed and con- ty analysis, or complying with any structed to function throughout its other requirement, dependence is normal operating range of crankshaft placed on instrumentation that is not rotational speeds and engine powers otherwise mandatory in the assumed without inducing excessive stress in aircraft installation, then the appli- any of the engine parts because of vi- cant must specify this instrumentation bration and without imparting exces- in the engine installation instructions sive vibration forces to the aircraft and declare it mandatory in the engine structure. approval documentation. § 33.34 Turbocharger rotors. (f) As part of the System Safety As- sessment of § 33.28(e), the applicant Each turbocharger case must be de- must assess the possibility and subse- signed and constructed to be able to quent effect of incorrect fit of instru- contain fragments of a compressor or ments, sensors, or connectors. Where turbine that fails at the highest speed necessary, the applicant must take de- that is obtainable with normal speed sign precautions to prevent incorrect control devices inoperative. configuration of the system. [Amdt. 33–22, 72 FR 50860, Sept. 4, 2007] (g) The sensors, together with associated wiring and signal conditioning, § 33.35 Fuel and induction system. must be segregated, electrically and (a) The fuel system of the engine physically, to the extent necessary to must be designed and constructed to ensure that the probability of a fault supply an appropriate mixture of fuel propagating from instrumentation and to the cylinders throughout the com- monitoring functions to control func- plete operating range of the engine tions, or vice versa, is consistent with under all flight and atmospheric condi- the failure effect of the fault. tions. (h) The applicant must provide in- (b) The intake passages of the engine strumentation enabling the flight crew through which air or fuel in combina- to monitor the functioning of the tur- tion with air passes for combustion bine cooling system unless appropriate purposes must be designed and con- inspections are published in the rel- structed to minimize the danger of ice evant manuals and evidence shows accretion in those passages. The engine that: must be designed and constructed to

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permit the use of a means for ice pre- Subpart D—Block Tests; vention. Reciprocating Aircraft Engines (c) The type and degree of fuel filtering necessary for protection of the § 33.41 Applicability. engine fuel system against foreign par- This subpart prescribes the block ticles in the fuel must be specified. The tests and inspections for reciprocating applicant must show that foreign par- aircraft engines. ticles passing through the prescribed filtering means will not critically im- § 33.42 General. pair engine fuel system functioning. Before each endurance test required (d) Each passage in the induction sys- by this subpart, the adjustment setting tem that conducts a mixture of fuel and functioning characteristic of each and air must be self-draining, to pre- component having an adjustment set- vent a liquid lock in the cylinders, in ting and a functioning characteristic all attitudes that the applicant estab- that can be established independent of lishes as those the engine can have installation on the engine must be es- when the aircraft in which it is in- tablished and recorded. stalled is in the static ground attitude. [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] (e) If provided as part of the engine, the applicant must show for each fluid § 33.43 Vibration test. injection (other than fuel) system and (a) Each engine must undergo a vi- its controls that the flow of the in- bration survey to establish the tor- jected fluid is adequately controlled. sional and bending vibration characteristics of the crankshaft and the pro- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as peller shaft or other output shaft, over amended by Amdt. 33–10, 49 FR 6851, Feb. 23, the range of crankshaft speed and en- 1984] gine power, under steady state and § 33.37 Ignition system. transient conditions, from idling speed to either 110 percent of the desired Each spark ignition engine must maximum continuous speed rating or have a dual ignition system with at 103 percent of the maximum desired least two spark plugs for each cylinder takeoff speed rating, whichever is high- and two separate electric circuits with er. The survey must be conducted separate sources of electrical energy, using, for airplane engines, the same or have an ignition system of equiva- configuration of the propeller type lent in-flight reliability. which is used for the endurance test, and using, for other engines, the same § 33.39 Lubrication system. configuration of the loading device (a) The lubrication system of the en- type which is used for the endurance gine must be designed and constructed test. so that it will function properly in all (b) The torsional and bending vibration stresses of the crankshaft and the flight attitudes and atmospheric condi- propeller shaft or other output shaft tions in which the airplane is expected may not exceed the endurance limit to operate. In wet sump engines, this stress of the material from which the requirement must be met when only shaft is made. If the maximum stress one-half of the maximum lubricant in the shaft cannot be shown to be supply is in the engine. below the endurance limit by measure- (b) The lubrication system of the en- ment, the vibration frequency and am- gine must be designed and constructed plitude must be measured. The peak to allow installing a means of cooling amplitude must be shown to produce a the lubricant. stress below the endurance limit; if (c) The crankcase must be vented to not, the engine must be run at the con- the atmosphere to preclude leakage of dition producing the peak amplitude oil from excessive pressure in the until, for steel shafts, 10 million stress crankcase. reversals have been sustained without fatigue failure and, for other shafts, until it is shown that fatigue will not

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occur within the endurance limit stress out detonation throughout its range of of the material. intended conditions of operation. (c) Each accessory drive and mounting attachment must be loaded, with § 33.49 Endurance test. the loads imposed by each accessory (a) General. Each engine must be sub- used only for an aircraft service being jected to an endurance test that in- the limit load specified by the appli- cludes a total of 150 hours of operation cant for the drive or attachment point. (except as provided in paragraph (d) The vibration survey described in (e)(1)(iii) of this section) and, depend- paragraph (a) of this section must be ing upon the type and contemplated repeated with that cylinder not firing use of the engine, consists of one of the which has the most adverse vibration series of runs specified in paragraphs effect, in order to establish the condi- (b) through (e) of this section, as appli- tions under which the engine can be op- cable. The runs must be made in the erated safely in that abnormal state. order found appropriate by the Admin- However, for this vibration survey, the istrator for the particular engine being engine speed range need only extend tested. During the endurance test the from idle to the maximum desired engine power and the crankshaft rota- takeoff speed, and compliance with tional speed must be kept within ±3 paragraph (b) of this section need not percent of the rated values. During the be shown. runs at rated takeoff power and for at least 35 hours at rated maximum con- [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974, as tinuous power, one cylinder must be amended by Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] operated at not less than the limiting temperature, the other cylinders must § 33.45 Calibration tests. be operated at a temperature not lower than 50 degrees F. below the limiting (a) Each engine must be subjected to temperature, and the oil inlet tempera- the calibration tests necessary to es- ture must be maintained within ±10 de- tablish its power characteristics and grees F. of the limiting temperature. the conditions for the endurance test An engine that is equipped with a pro- specified in § 33.49. The results of the peller shaft must be fitted for the en- power characteristics calibration tests durance test with a propeller that form the basis for establishing the thrust-loads the engine to the max- characteristics of the engine over its imum thrust which the engine is de- entire operating range of crankshaft signed to resist at each applicable op- rotational speeds, manifold pressures, erating condition specified in this sec- fuel/air mixture settings, and altitudes. tion. Each accessory drive and mount- Power ratings are based upon standard ing attachment must be loaded. During atmospheric conditions with only those operation at rated takeoff power and accessories installed which are essen- rated maximum continuous power, the tial for engine functioning. load imposed by each accessory used (b) A power check at sea level condi- only for an aircraft service must be the tions must be accomplished on the en- limit load specified by the applicant durance test engine after the endur- for the engine drive or attachment ance test. Any change in power charac- point. teristics which occurs during the en- (b) Unsupercharged engines and endurance test must be determined. gines incorporating a gear-driven single- Measurements taken during the final speed supercharger. For engines not in- portion of the endurance test may be corporating a supercharger and for en- used in showing compliance with the gines incorporating a gear-driven sin- requirements of this paragraph. gle-speed supercharger the applicant [Doc. No. 3025, 29 FR 7453, June 10, 1964, as must conduct the following runs: amended by Amdt. 33–6, 39 FR 35465, Oct. 1, (1) A 30-hour run consisting of alter- 1974] nate periods of 5 minutes at rated takeoff power with takeoff speed, and 5 § 33.47 Detonation test. minutes at maximum best economy Each engine must be tested to estab- cruising power or maximum rec- lish that the engine can function with- ommended cruising power.

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(2) A 20-hour run consisting of alter- ical altitude manifold pressure and nate periods of 11⁄2 hours at rated max- takeoff speed, and 5 minutes at 70 per- imum continuous power with max- cent high ratio rated maximum contin- imum continuous speed, and 1⁄2 hour at uous power and 89 percent high ratio 75 percent rated maximum continuous maximum continuous speed. power and 91 percent maximum contin- (2) A 15-hour run consisting of alter- uous speed. nate periods in the lower gear ratio of (3) A 20-hour run consisting of alter- 1 hour at rated maximum continuous nate periods of 11⁄2 hours at rated max- power with maximum continuous imum continuous power with max- speed, and 1⁄2 hour at 75 percent rated imum continuous speed, and 1⁄2 hour at maximum continuous power and 91 per- 70 percent rated maximum continuous cent maximum continuous speed. power and 89 percent maximum contin- (3) A 15-hour run consisting of alter- uous speed. nate periods in the lower gear ratio of (4) A 20-hour run consisting of alter- 1 hour at rated maximum continuous 1 nate periods of 1 ⁄2 hours at rated max- power with maximum continuous imum continuous power with max- speed, and 1⁄2 hour at 70 percent rated 1 imum continuous speed, and ⁄2 hour at maximum continuous power and 89 per- 65 percent rated maximum continuous cent maximum continuous speed. power and 87 percent maximum contin- (4) A 30-hour run in the higher gear uous speed. ratio at rated maximum continuous (5) A 20-hour run consisting of alter- power with maximum continuous nate periods of 11⁄2 hours at rated max- speed. imum continuous power with max- (5) A 5-hour run consisting of alter- imum continuous speed, and 1⁄2 hour at 60 percent rated maximum continuous nate periods of 5 minutes in each of the power and 84.5 percent maximum con- supercharger gear ratios. The first 5 tinuous speed. minutes of the test must be made at (6) A 20-hour run consisting of alter- maximum continuous speed in the higher gear ratio and the observed nate periods of 11⁄2 hours at rated maximum continuous power with max- horsepower obtainable with 90 percent of maximum continuous manifold pres- imum continuous speed, and 1⁄2 hour at 50 percent rated maximum continuous sure in the higher gear ratio under sea power and 79.5 percent maximum con- level conditions. The condition for op- tinuous speed. eration for the alternate 5 minutes in (7) A 20-hour run consisting of alter- the lower gear ratio must be that ob- 1 tained by shifting to the lower gear nate periods of 2 ⁄2 hours at rated maximum continuous power with max- ratio at constant speed. imum continuous speed, and 21⁄2 hours (6) A 10-hour run consisting of alter- at maximum best economy cruising nate periods in the lower gear ratio of power or at maximum recommended 1 hour at rated maximum continuous cruising power. power with maximum continuous (c) Engines incorporating a gear-driven speed, and 1 hour at 65 percent rated two-speed supercharger. For engines in- maximum continuous power and 87 per- corporating a gear-driven two-speed su- cent maximum continuous speed. percharger the applicant must conduct (7) A 10-hour run consisting of alter- the following runs: nate periods in the lower gear ratio of (1) A 30-hour run consisting of alter- 1 hour at rated maximum continuous nate periods in the lower gear ratio of power with maximum continuous 5 minutes at rated takeoff power with speed, and 1 hour at 60 percent rated takeoff speed, and 5 minutes at max- maximum continuous power and 84.5 imum best economy cruising power or percent maximum continuous speed. at maximum recommended cruising (8) A 10-hour run consisting of alter- power. If a takeoff power rating is de- nate periods in the lower gear ratio of sired in the higher gear ratio, 15 hours 1 hour at rated maximum continuous of the 30-hour run must be made in the power with maximum continuous higher gear ratio in alternate periods speed, and 1 hour at 50 percent rated of 5 minutes at the observed horse- maximum continuous power and 79.5 power obtainable with the takeoff crit- percent maximum continuous speed.

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(9) A 20-hour run consisting of alter- percent maximum continuous speed or nate periods in the lower gear ratio of at rated takeoff power with 103 percent 2 hours at rated maximum continuous takeoff speed, whichever results in the power with maximum continuous greater speed. speed, and 2 hours at maximum best (6) A 15-hour run at 105 percent rated economy cruising power and speed or maximum continuous power with 105 at maximum recommended cruising percent maximum continuous speed or power. at full throttle and corresponding (10) A 5-hour run in the lower gear speed at standard sea level carburetor ratio at maximum best economy cruis- entrance pressure, if 105 percent of the ing power and speed or at maximum rated maximum continuous power is recommended cruising power and not exceeded. speed. (e) Turbosupercharged engines. For en- Where simulated altitude test equip- gines incorporating a turbo- ment is not available when operating supercharger the following apply ex- in the higher gear ratio, the runs may cept that altitude testing may be simu- be made at the observed horsepower ob- lated provided the applicant shows that tained with the critical altitude mani- the engine and supercharger are being fold pressure or specified percentages subjected to mechanical loads and op- thereof, and the fuel-air mixtures may erating temperatures no less severe be adjusted to be rich enough to sup- than if run at actual altitude condi- press detonation. tions: (d) Helicopter engines. To be eligible (1) For engines used in airplanes the for use on a helicopter each engine applicant must conduct the runs speci- must either comply with paragraphs fied in paragraph (b) of this section, ex- (a) through (j) of § 29.923 of this chap- cept— ter, or must undergo the following se- (i) The entire run specified in para- ries of runs: graph (b)(1) of this section must be (1) A 35-hour run consisting of alter- made at sea level altitude pressure; nate periods of 30 minutes each at (ii) The portions of the runs specified rated takeoff power with takeoff speed, in paragraphs (b)(2) through (7) of this and at rated maximum continuous section at rated maximum continuous power with maximum continuous power must be made at critical alti- speed. (2) A 25-hour run consisting of alter- tude pressure, and the portions of the runs at other power must be made at nate periods of 21⁄2 hours each at rated maximum continuous power with max- 8,000 feet altitude pressure; and imum continuous speed, and at 70 per- (iii) The turbosupercharger used dur- cent rated maximum continuous power ing the 150-hour endurance test must with maximum continuous speed. be run on the bench for an additional 50 (3) A 25-hour run consisting of alter- hours at the limiting turbine wheel inlet gas temperature and rotational nate periods of 21⁄2 hours each at rated maximum continuous power with max- speed for rated maximum continuous imum continuous speed, and at 70 per- power operation unless the limiting cent rated maximum continuous power temperature and speed are maintained with 80 to 90 percent maximum contin- during 50 hours of the rated maximum uous speed. continuous power operation. (4) A 25-hour run consisting of alter- (2) For engines used in helicopters nate periods of 21⁄2 hours each at 30 per- the applicant must conduct the runs cent rated maximum continuous power specified in paragraph (d) of this sec- with takeoff speed, and at 30 percent tion, except— rated maximum continuous power with (i) The entire run specified in para- 80 to 90 percent maximum continuous graph (d)(1) of this section must be speed. made at critical altitude pressure; (5) A 25-hour run consisting of alter- (ii) The portions of the runs specified nate periods of 21⁄2 hours each at 80 per- in paragraphs (d)(2) and (3) of this sec- cent rated maximum continuous power tion at rated maximum continuous with takeoff speed, and at either rated power must be made at critical alti- maximum continuous power with 110 tude pressure and the portions of the

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runs at other power must be made at are able to perform the intended func- 8,000 feet altitude pressure; tions in all declared environmental and (iii) The entire run specified in para- operating conditions. graph (d)(4) of this section must be (b) Temperature limits must be es- made at 8,000 feet altitude pressure; tablished for each component that re- (iv) The portion of the runs specified quires temperature controlling provi- in paragraph (d)(5) of this section at 80 sions in the aircraft installation to as- percent of rated maximum continuous sure satisfactory functioning, reli- power must be made at 8,000 feet alti- ability, and durability. tude pressure and the portions of the runs at other power must be made at [Doc. No. 3025, 29 FR 7453, June 10, 1964, as critical altitude pressure; amended by Amdt. 33–26, 73 FR 48285, Aug. 19, 2008] (v) The entire run specified in paragraph (d)(6) of this section must be § 33.55 Teardown inspection. made at critical altitude pressure; and (vi) The turbosupercharger used dur- After completing the endurance ing the endurance test must be run on test— the bench for 50 hours at the limiting (a) Each engine must be completely turbine wheel inlet gas temperature disassembled; and rotational speed for rated max- (b) Each component having an ad- imum continuous power operation un- justment setting and a functioning less the limiting temperature and characteristic that can be established speed are maintained during 50 hours of independent of installation on the en- the rated maximum continuous power gine must retain each setting and func- operation. tioning characteristic within the limits that were established and recorded at [Amdt. 33–3, 32 FR 3736, Mar. 4, 1967, as the beginning of the test; and amended by Amdt. 33–6, 39 FR 35465, Oct. 1, 1974; Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] (c) Each engine component must conform to the type design and be eligible § 33.51 Operation test. for incorporation into an engine for The operation test must include the continued operation, in accordance testing found necessary by the Admin- with information submitted in compli- istrator to demonstrate backfire char- ance with § 33.4. acteristics, starting, idling, accelera- [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, as tion, overspeeding, functioning of pro- amended by Amdt. 33–9, 45 FR 60181, Sept. 11, peller and ignition, and any other oper- 1980] ational characteristic of the engine. If the engine incorporates a multispeed § 33.57 General conduct of block tests. supercharger drive, the design and con- (a) The applicant may, in conducting struction must allow the supercharger the block tests, use separate engines of to be shifted from operation at the identical design and construction in lower speed ratio to the higher and the the vibration, calibration, detonation, power appropriate to the manifold endurance, and operation tests, except pressure and speed settings for rated that, if a separate engine is used for maximum continuous power at the the endurance test it must be subjected higher supercharger speed ratio must to a calibration check before starting be obtainable within five seconds. the endurance test. [Doc. No. 3025, 29 FR 7453, June 10, 1964, as (b) The applicant may service and amended by Amdt. 33–3, 32 FR 3737, Mar. 4, make minor repairs to the engine dur- 1967] ing the block tests in accordance with the service and maintenance instruc- § 33.53 Engine system and component tions submitted in compliance with tests. § 33.4. If the frequency of the service is (a) For those systems and compo- excessive, or the number of stops due nents that cannot be adequately sub- to engine malfunction is excessive, or a stantiated in accordance with endur- major repair, or replacement of a part ance testing of § 33.49, the applicant is found necessary during the block must conduct additional tests to dem- tests or as the result of findings from onstrate that systems or components the teardown inspection, the engine or

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its parts may be subjected to any addi- (2) Exhibit fracture or burst when tional test the Administrator finds subjected to the greater of the fol- necessary. lowing pressures: (c) Each applicant must furnish all (i) 1.15 times the maximum possible testing facilities, including equipment pressure; and competent personnel, to conduct (ii) 1.5 times the maximum working the block tests. pressure; or (iii) 35 kPa (5 p.s.i.) above the max- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as imum possible pressure. amended by Amdt. 33–6, 39 FR 35466, Oct. 1, (b) Compliance with this section 1974; Amdt. 33–9, 45 FR 60181, Sept. 11, 1980] must take into account: (1) The operating temperature of the Subpart E—Design and Construc- part; tion; Turbine Aircraft Engines (2) Any other significant static loads in addition to pressure loads; § 33.61 Applicability. (3) Minimum properties representa- This subpart prescribes additional de- tive of both the material and the proc- sign and construction requirements for esses used in the construction of the turbine aircraft engines. part; and (4) Any adverse geometry conditions § 33.62 Stress analysis. allowed by the type design. A stress analysis must be performed [Amdt. 33–27; 73 FR 55437, Sept. 25, 2008; on each turbine engine showing the de- Amdt. 33–27, 73 FR 57235, Oct. 2, 2008] sign safety margin of each turbine en- § 33.65 Surge and stall characteristics. gine rotor, spacer, and rotor shaft. When the engine is operated in ac- [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974] cordance with operating instructions required by § 33.5(b), starting, a change § 33.63 Vibration. of power or thrust, power or thrust Each engine must be designed and augmentation, limiting inlet air dis- constructed to function throughout its tortion, or inlet air temperature may declared flight envelope and operating not cause surge or stall to the extent range of rotational speeds and power/ that flameout, structural failure, over- thrust, without inducing excessive temperature, or failure of the engine to stress in any engine part because of vi- recover power or thrust will occur at bration and without imparting exces- any point in the operating envelope. sive vibration forces to the aircraft [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974] structure. [Doc. No. 28107, 61 FR 28433, June 4, 1996] § 33.66 Bleed air system. The engine must supply bleed air § 33.64 Pressurized engine static parts. without adverse effect on the engine, (a) Strength. The applicant must es- excluding reduced thrust or power out- tablish by test, validated analysis, or a put, at all conditions up to the dis- combination of both, that all static charge flow conditions established as a parts subject to significant gas or liq- limitation under § 33.7(c)(11). If bleed uid pressure loads for a stabilized pe- air used for engine anti-icing can be riod of one minute will not: controlled, provision must be made for (1) Exhibit permanent distortion be- a means to indicate the functioning of yond serviceable limits or exhibit leak- the engine ice protection system. age that could create a hazardous con- [Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] dition when subjected to the greater of the following pressures: § 33.67 Fuel system. (i) 1.1 times the maximum working (a) With fuel supplied to the engine pressure; at the flow and pressure specified by (ii) 1.33 times the normal working the applicant, the engine must func- pressure; or tion properly under each operating (iii) 35 kPa (5 p.s.i.) above the normal condition required by this part. Each working pressure. fuel control adjusting means that may

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not be manipulated while the fuel con- (5) The applicant must demonstrate trol device is mounted on the engine that the filtering means has the capac- must be secured by a locking device ity (with respect to engine operating and sealed, or otherwise be inacces- limitations) to ensure that the engine sible. All other fuel control adjusting will continue to operate within ap- means must be accessible and marked proved limits, with fuel contaminated to indicate the function of the adjust- to the maximum degree of particle size ment unless the function is obvious. and density likely to be encountered in (b) There must be a fuel strainer or service. Operation under these condi- filter between the engine fuel inlet tions must be demonstrated for a pe- opening and the inlet of either the fuel riod acceptable to the Administrator, metering device or the engine-driven beginning when indication of impend- positive displacement pump whichever ing filter blockage is first given by ei- is nearer the engine fuel inlet. In addi- ther: tion, the following provisions apply to (i) Existing engine instrumentation; each strainer or filter required by this or paragraph (b): (ii) Additional means incorporated (1) It must be accessible for draining into the engine fuel system. and cleaning and must incorporate a (6) Any strainer or filter bypass must screen or element that is easily remov- be designed and constructed so that the able. release of collected contaminants is minimized by appropriate location of (2) It must have a sediment trap and the bypass to ensure that collected drain except that it need not have a contaminants are not in the bypass drain if the strainer or filter is easily flow path. removable for drain purposes. (c) If provided as part of the engine, (3) It must be mounted so that its the applicant must show for each fluid weight is not supported by the con- injection (other than fuel) system and necting lines or by the inlet or outlet its controls that the flow of the in- connections of the strainer or filter, jected fluid is adequately controlled. unless adequate strength margins under all loading conditions are pro- [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, as vided in the lines and connections. amended by Amdt. 33–10, 49 FR 6851, Feb. 23, 1984; Amdt. 33–18, 61 FR 31328, June 19, 1996; (4) It must have the type and degree Amdt. 33–25, 73 FR 48123, Aug. 18, 2008; Amdt. of fuel filtering specified as necessary 33–26, 73 FR 48285, Aug. 19, 2008] for protection of the engine fuel system against foreign particles in the fuel. § 33.68 Induction system icing. The applicant must show: Each engine, with all icing protec- (i) That foreign particles passing tion systems operating, must: through the specified filtering means (a) Operate throughout its flight do not impair the engine fuel system power range, including the minimum functioning; and descent idle rotor speeds achievable in (ii) That the fuel system is capable of flight, in the icing conditions defined sustained operation throughout its for turbojet, turbofan, and turboprop flow and pressure range with the fuel engines in Appendices C and O of part initially saturated with water at 80 °F 25 of this chapter, and Appendix D of (27 °C) and having 0.025 fluid ounces per this part, and for turboshaft engines in gallon (0.20 milliliters per liter) of free Appendix C of part 29 of this chapter, water added and cooled to the most without the accumulation of ice on the critical condition for icing likely to be engine components that: encountered in operation. However, (1) Adversely affects engine operation this requirement may be met by dem- or that causes an unacceptable perma- onstrating the effectiveness of speci- nent loss of power or thrust or unac- fied approved fuel anti-icing additives, ceptable increase in engine operating or that the fuel system incorporates a temperature; or fuel heater which maintains the fuel (2) Results in unacceptable tem- temperature at the fuel strainer or fuel porary power loss or engine damage; or inlet above 32 °F (0 °C) under the most (3) Causes a stall, surge, or flameout critical conditions. or loss of engine controllability. The

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applicant must account for in-flight (ii) At engine power below that which ram effects in any critical point anal- can sustain level flight: ysis or test demonstration of these (A) Demonstration in altitude flight flight conditions. simulation test facility: A duration of (b) Operate throughout its flight 10 minutes consistent with a simulated power range, including minimum de- flight descent of 10,000 ft (3 km) in alti- scent idle rotor speeds achievable in tude while operating in Continuous flight, in the icing conditions defined Maximum icing conditions defined in for turbojet, turbofan, and turboprop Appendix C of part 25 of this chapter engines in Appendices C and O of part for turbojet, turbofan, and turboprop 25 of this chapter, and for turboshaft engines, and for turboshaft engines in engines in Appendix C of part 29 of this the icing conditions defined in Appen- chapter. In addition: dix C of part 29 of this chapter, plus 40 (1) It must be shown through Critical percent liquid water content margin, Point Analysis (CPA) that the com- at the critical level of airspeed and air plete ice envelope has been analyzed, temperature; or and that the most critical points must (B) Demonstration in ground test fa- be demonstrated by engine test, anal- cility: A duration of 3 cycles of alter- ysis, or a combination of the two to op- nating icing exposure corresponding to erate acceptably. Extended flight in the liquid water content levels and critical flight conditions such as hold, standard cloud lengths starting in descent, approach, climb, and cruise, Intermittent Maximum and then in must be addressed, for the ice condi- Continuous Maximum icing conditions tions defined in these appendices. defined in Appendix C of part 25 of this (2) It must be shown by engine test, chapter for turbojet, turbofan, and tur- analysis, or a combination of the two boprop engines, and for turboshaft en- that the engine can operate acceptably gines in the icing conditions defined in for the following durations: Appendix C of part 29 of this chapter, (i) At engine powers that can sustain at the critical level of air temperature. level flight: A duration that achieves (c) In addition to complying with repetitive, stabilized operation for tur- paragraph (b) of this section, the fol- bojet, turbofan, and turboprop engines lowing conditions shown in Table 1 of in the icing conditions defined in Ap- this section unless replaced by similar pendices C and O of part 25 of this CPA test conditions that are more crit- chapter, and for turboshaft engines in ical or produce an equivalent level of the icing conditions defined in Appen- severity, must be demonstrated by an dix C of part 29 of this chapter. engine test:

TABLE 1—CONDITIONS THAT MUST BE DEMONSTRATED BY AN ENGINE TEST

Supercooled water Condition Total air temperature concentrations Median volume drop diameter Duration (minimum)

1. Glaze ice condi- 21 to 25 °F (¥6 to 2 g/m3 ...... 25 to 35 microns ...... (a) 10-minutes for tions. ¥4 °C). power below sus- tainable level flight (idle descent). (b) Must show repetitive, stabilized operation for higher powers (50%, 75%, 100%MC). 2. Rime ice conditions ¥10 to 0 °F (¥23 to 1 g/m3 ...... 15 to 25 microns ...... (a) 10-minutes for ¥18 °C). power below sus- tainable level flight (idle descent). (b) Must show repetitive, stabilized operation for higher powers (50%, 75%, 100%MC).

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TABLE 1—CONDITIONS THAT MUST BE DEMONSTRATED BY AN ENGINE TEST—Continued

Supercooled water Condition Total air temperature concentrations Median volume drop diameter Duration (minimum)

3. Glaze ice holding Turbojet and Tur- Alternating cycle: First 20 to 30 microns ...... Must show repetitive, conditions. bofan, only: 10 to 1.7 g/m3 (1 minute), stabilized operation (Turbojet, turbofan, 18 °F (¥12 to ¥8 Then 0.3 g/m3 (6 (or 45 minutes and turboprop only). °C). minute). max). Turboprop, only: 2 to . 10 °F (¥17 to ¥12 °C). 4. Rime ice holding Turbojet and Tur- 0.25 g/m3 ...... 20 to 30 microns ...... Must show repetitive, conditions. bofan, only: ¥10 to stabilized operation (Turbojet, turbofan, 0 °F (¥23 to ¥18 (or 45 minutes and turboprop only). °C). max). Turboprop, only: 2 to ...... 10 °F (¥17 to ¥12 °C).

(d) Operate at ground idle speed for a Administrator. Analysis may be used minimum of 30 minutes at each of the to show ambient temperatures below following icing conditions shown in the tested temperature are less crit- Table 2 of this section with the avail- ical. The applicant must document any able air bleed for icing protection at its demonstrated run ups and minimum critical condition, without adverse ef- ambient temperature capability in the fect, followed by acceleration to take- engine operating manual as mandatory off power or thrust. During the idle op- in icing conditions. The applicant must eration, the engine may be run up peri- demonstrate, with consideration of ex- odically to a moderate power or thrust pected airport elevations, the fol- setting in a manner acceptable to the lowing:

TABLE 2—DEMONSTRATION METHODS FOR SPECIFIC ICING CONDITIONS

Supercooled water Condition Total air temperature concentrations Mean effective particle di- Demonstration (minimum) ameter

1. Rime ice condition 0 to 15 °F (¥18 to Liquid—0.3 g/m3 ...... 15–25 microns ...... By engine test. ¥9 °C). 2. Glaze ice condition 20 to 30 °F (¥7 to Liquid—0.3 g/m3 ...... 15–25 microns ...... By engine test. ¥1 °C). 3. Snow ice condition 26 to 32 °F (¥3 to 0 Ice—0.9 g/m3 ...... 100 microns ...... By test, analysis or °C). (minimum) ...... combination of the two. 4. Large drop glaze 15 to 30 °F (-9 to -1 Liquid—0.3 g/m3 ...... 100 microns (minimum) ...... By test, analysis or ice condition (Tur- °C). combination of the bojet, turbofan, and two. turboprop only).

(e) Demonstrate by test, analysis, or § 33.69 Ignitions system. combination of the two, acceptable op- Each engine must be equipped with eration for turbojet, turbofan, and tur- an ignition system for starting the en- boprop engines in mixed phase and ice gine on the ground and in flight. An crystal icing conditions throughout electric ignition system must have at Appendix D of this part, icing envelope least two igniters and two separate sec- throughout its flight power range, in- ondary electric circuits, except that cluding minimum descent idling only one igniter is required for fuel speeds. burning augmentation systems. [Amdt. 33–34, 79 FR 66536, Nov. 4, 2014] [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974]

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§ 33.70 Engine life-limited parts. become part of the Instructions for By a procedure approved by the FAA, Continued Airworthiness. operating limitations must be estab- [Amdt. 33–22, 72 FR 50860, Sept. 4, 2007] lished which specify the maximum allowable number of flight cycles for § 33.71 Lubrication system. each engine life-limited part. Engine (a) General. Each lubrication system life-limited parts are rotor and major must function properly in the flight at- static structural parts whose primary titudes and atmospheric conditions in failure is likely to result in a haz- which an aircraft is expected to oper- ardous engine effect. Typically, engine ate. life-limited parts include, but are not (b) Oil strainer or filter. There must be limited to disks, spacers, hubs, shafts, an oil strainer or filter through which high-pressure casings, and non-redun- all of the engine oil flows. In addition: dant mount components. For the pur- (1) Each strainer or filter required by poses of this section, a hazardous en- this paragraph that has a bypass must gine effect is any of the conditions list- be constructed and installed so that oil ed in § 33.75 of this part. The applicant will flow at the normal rate through will establish the integrity of each en- the rest of the system with the strainer gine life-limited part by: (a) An engineering plan that contains or filter element completely blocked. the steps required to ensure each en- (2) The type and degree of filtering gine life-limited part is withdrawn necessary for protection of the engine from service at an approved life before oil system against foreign particles in hazardous engine effects can occur. the oil must be specified. The applicant These steps include validated analysis, must demonstrate that foreign par- test, or service experience which en- ticles passing through the specified fil- sures that the combination of loads, tering means do not impair engine oil material properties, environmental in- system functioning. fluences and operating conditions, in- (3) Each strainer or filter required by cluding the effects of other engine this paragraph must have the capacity parts influencing these parameters, are (with respect to operating limitations sufficiently well known and predictable established for the engine) to ensure so that the operating limitations can that engine oil system functioning is be established and maintained for each not impaired with the oil contaminated engine life-limited part. Applicants to a degree (with respect to particle must perform appropriate damage tol- size and density) that is greater than erance assessments to address the po- that established for the engine in para- tential for failure from material, man- graph (b)(2) of this section. ufacturing, and service induced anoma- (4) For each strainer or filter relies within the approved life of the quired by this paragraph, except the part. Applicants must publish a list of strainer or filter at the oil tank outlet, the life-limited engine parts and the there must be means to indicate con- approved life for each part in the Air- tamination before it reaches the capac- worthiness Limitations Section of the ity established in accordance with Instructions for Continued Airworthi- paragraph (b)(3) of this section. ness as required by § 33.4 of this part. (5) Any filter bypass must be de- (b) A manufacturing plan that identi- signed and constructed so that the re- fies the specific manufacturing con- lease of collected contaminants is straints necessary to consistently minimized by appropriate location of produce each engine life-limited part the bypass to ensure that the collected with the attributes required by the en- contaminants are not in the bypass gineering plan. flow path. (c) A service management plan that (6) Each strainer or filter required by defines in-service processes for mainte- this paragraph that has no bypass, ex- nance and the limitations to repair for cept the strainer or filter at an oil each engine life-limited part that will tank outlet or for a scavenge pump, maintain attributes consistent with must have provisions for connection those required by the engineering plan. with a warning means to warn the pilot These processes and limitations will of the occurance of contamination of

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the screen before it reaches the capac- (ii) The amount of trapped oil must ity established in accordance with be enough to accomplish the feathering paragraph (b)(3) of this section. opeation and must be available only to (7) Each strainer or filter required by the feathering pump; and this paragraph must be accessible for (iii) Provision must be made to pre- draining and cleaning. vent sludge or other foreign matter (c) Oil tanks. (1) Each oil tank must from affecting the safe operation of the have an expansion space of not less propeller feathering system. than 10 percent of the tank capacity. (d) Oil drains. A drain (or drains) (2) It must be impossible to inadvert- must be provided to allow safe drainage ently fill the oil tank expansion space. of the oil system. Each drain must— (3) Each recessed oil tank filler con- (1) Be accessible; and nection that can retain any appreciable (2) Have manual or automatic means quantity of oil must have provision for for positive locking in the closed posi- fitting a drain. tion. (4) Each oil tank cap must provide an (e) Oil radiators. Each oil radiator oil-tight seal. For an applicant seeking must withstand, without failure, any eligibility for an engine to be installed vibration, inertia, and oil pressure load on an airplane approved for ETOPS, to which it is subjected during the the oil tank must be designed to pre- block tests. vent a hazardous loss of oil due to an [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, as incorrectly installed oil tank cap. amended by Amdt. 33–10, 49 FR 6852, Feb. 23, (5) Each oil tank filler must be 1984; Amdt. 33–21, 72 FR 1877, Jan. 16, 2007; marked with the word ‘‘oil.’’ Amdt. 33–27, 73 FR 55437, Sept. 25, 2008; Amdt. (6) Each oil tank must be vented 33–27, 73 FR 57235, Oct. 2, 2008] from the top part of the expansion § 33.72 Hydraulic actuating systems. space, with the vent so arranged that condensed water vapor that might Each hydraulic actuating system freeze and obstruct the line cannot ac- must function properly under all condi- cumulate at any point. tions in which the engine is expected to (7) There must be means to prevent operate. Each filter or screen must be entrance into the oil tank or into any accessible for servicing and each tank oil tank outlet, of any object that must meet the design criteria of § 33.71. might obstruct the flow of oil through [Amdt. 33–6, 39 FR 35467, Oct. 1, 1974] the system. (8) There must be a shutoff valve at § 33.73 Power or thrust response. the outlet of each oil tank, unless the The design and construction of the external portion of the oil system (in- engine must enable an increase— cluding oil tank supports) is fireproof. (a) From minimum to rated takeoff (9) Each unpressurized oil tank may power or thrust with the maximum not leak when subjected to a maximum bleed air and power extraction to be operating temperature and an internal permitted in an aircraft, without over- pressure of 5 p.s.i., and each pressurized temperature, surge, stall, or other det- oil tank must meet the requirements of rimental factors occurring to the en- § 33.64. gine whenever the power control lever (10) Leaked or spilled oil may not ac- is moved from the minimum to the cumulate between the tank and the re- maximum position in not more than 1 mainder of the engine. second, except that the Administrator (11) Each oil tank must have an oil may allow additional time increments quantity indicator or provisions for for different regimes of control oper- one. ation requiring control scheduling; and (12) If the propeller feathering system (b) From the fixed minimum flight depends on engine oil— idle power lever position when pro- (i) There must be means to trap an vided, or if not provided, from not more amount of oil in the tank if the supply than 15 percent of the rated takeoff becomes depleted due to failure of any power or thrust available to 95 percent part of the lubricating system other rated takeoff power or thrust in not than the tank itself; over 5 seconds. The 5-second power or

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thrust response must occur from a sta- plicant to assess the total rate for haz- bilized static condition using only the ardous engine effects, compliance may bleed air and accessories loads nec- be shown by demonstrating that the essary to run the engine. This takeoff probability of a hazardous engine effect rating is specified by the applicant and arising from an individual failure can need not include thrust augmentation. be predicted to be not greater than 10¥8 [Amdt. 33–1, 36 FR 5493, Mar. 24, 1971] per engine flight hour. In dealing with probabilities of this low order of mag- § 33.74 Continued rotation. nitude, absolute proof is not possible, If any of the engine main rotating and compliance may be shown by reli- systems continue to rotate after the ance on engineering judgment and pre- engine is shutdown for any reason vious experience combined with sound while in flight, and if means to prevent design and test philosophies. that continued rotation are not pro- (4) The applicant must show that vided, then any continued rotation dur- major engine effects are predicted to ing the maximum period of flight, and occur at a rate not in excess of that de- in the flight conditions expected to fined as remote (probability range of ¥ ¥ occur with that engine inoperative, 10 5 to 10 7 per engine flight hour). may not result in any condition de- (b) The FAA may require that any as- scribed in § 33.75(g)(2)(i) through (vi) of sumption as to the effects of failures this part. and likely combination of failures be verified by test. [Amdt. 33–24, 72 FR 50867, Sept. 4, 2007] (c) The primary failure of certain sin- § 33.75 Safety analysis. gle elements cannot be sensibly estimated in numerical terms. If the fail- (a) (1) The applicant must analyze ure of such elements is likely to result the engine, including the control sys- in hazardous engine effects, then com- tem, to assess the likely consequences pliance may be shown by reliance on of all failures that can reasonably be the prescribed integrity requirements expected to occur. This analysis will of §§ 33.15, 33.27, and 33.70 as applicable. take into account, if applicable: These instances must be stated in the (i) Aircraft-level devices and proce- safety analysis. dures assumed to be associated with a typical installation. Such assumptions (d) If reliance is placed on a safety must be stated in the analysis. system to prevent a failure from pro- (ii) Consequential secondary failures gressing to hazardous engine effects, and latent failures. the possibility of a safety system fail- (iii) Multiple failures referred to in ure in combination with a basic engine paragraph (d) of this section or that re- failure must be included in the anal- sult in the hazardous engine effects de- ysis. Such a safety system may include fined in paragraph (g)(2) of this section. safety devices, instrumentation, early (2) The applicant must summarize warning devices, maintenance checks, those failures that could result in and other similar equipment or proce- major engine effects or hazardous en- dures. If items of a safety system are gine effects, as defined in paragraph (g) outside the control of the engine manu- of this section, and estimate the prob- facturer, the assumptions of the safety ability of occurrence of those effects. analysis with respect to the reliability Any engine part the failure of which of these parts must be clearly stated in could reasonably result in a hazardous the analysis and identified in the in- engine effect must be clearly identified stallation instructions under § 33.5 of in this summary. this part. (3) The applicant must show that (e) If the safety analysis depends on hazardous engine effects are predicted one or more of the following items, to occur at a rate not in excess of that those items must be identified in the defined as extremely remote (prob- analysis and appropriately substan- ability range of 10¥7 to 10¥9 per engine tiated. flight hour). Since the estimated prob- (1) Maintenance actions being carried ability for individual failures may be out at stated intervals. This includes insufficiently precise to enable the ap- the verification of the serviceability of

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items that could fail in a latent man- (iii) Significant thrust in the oppo- ner. When necessary to prevent haz- site direction to that commanded by ardous engine effects, these mainte- the pilot; nance actions and intervals must be (iv) Uncontrolled fire; published in the instructions for con- (v) Failure of the engine mount sys- tinued airworthiness required under tem leading to inadvertent engine sep- § 33.4 of this part. Additionally, if er- aration; rors in maintenance of the engine, in- (vi) Release of the propeller by the cluding the control system, could lead engine, if applicable; and to hazardous engine effects, the appro- (vii) Complete inability to shut the priate procedures must be included in engine down. the relevant engine manuals. (3) An effect whose severity falls be- (2) Verification of the satisfactory tween those effects covered in para- functioning of safety or other devices graphs (g)(1) and (g)(2) of this section at pre-flight or other stated periods. will be regarded as a major engine effect. The details of this satisfactory functioning must be published in the appro- [Amdt. 33–24, 72 FR 50867, Sept. 4, 2007] priate manual. (3) The provisions of specific instru- § 33.76 Bird ingestion. mentation not otherwise required. (a) General. Compliance with para- (4) Flight crew actions to be specified graphs (b), (c), and (d) of this section in the operating instructions estab- shall be in accordance with the fol- lished under § 33.5. lowing: (f) If applicable, the safety analysis (1) Except as specified in paragraph must also include, but not be limited (d) of this section, all ingestion tests to, investigation of the following: must be conducted with the engine stabilized at no less than 100-percent take- (1) Indicating equipment; off power or thrust, for test day ambi- (2) Manual and automatic controls; ent conditions prior to the ingestion. (3) Compressor bleed systems; In addition, the demonstration of com- (4) Refrigerant injection systems; pliance must account for engine oper- (5) Gas temperature control systems; ation at sea level takeoff conditions on (6) Engine speed, power, or thrust the hottest day that a minimum engine governors and fuel control systems; can achieve maximum rated takeoff (7) Engine overspeed, overtempera- thrust or power. ture, or topping limiters; (2) The engine inlet throat area as (8) Propeller control systems; and used in this section to determine the (9) Engine or propeller thrust rever- bird quantity and weights will be es- sal systems. tablished by the applicant and identified as a limitation in the installation (g) Unless otherwise approved by the instructions required under § 33.5. FAA and stated in the safety analysis, (3) The impact to the front of the en- for compliance with part 33, the fol- gine from the large single bird, the sin- lowing failure definitions apply to the gle largest medium bird which can engine: enter the inlet, and the large flocking (1) An engine failure in which the bird must be evaluated. Applicants only consequence is partial or com- must show that the associated compo- plete loss of thrust or power (and asso- nents when struck under the condi- ciated engine services) from the engine tions prescribed in paragraphs (b), (c) will be regarded as a minor engine ef- or (d) of this section, as applicable, will fect. not affect the engine to the extent that (2) The following effects will be re- the engine cannot comply with the regarded as hazardous engine effects: quirements of paragraphs (b)(3), (c)(6) (i) Non-containment of high-energy and (d)(4) of this section. debris; (4) For an engine that incorporates (ii) Concentration of toxic products an inlet protection device, compliance in the engine bleed air intended for the with this section shall be established cabin sufficient to incapacitate crew or with the device functioning. The en- passengers; gine approval will be endorsed to show

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that compliance with the requirements (c) Small and medium flocking bird. has been established with the device Compliance with the small and me- functioning. dium bird ingestion requirements shall (5) Objects that are accepted by the be in accordance with the following: Administrator may be substituted for (1) Analysis or component test, or birds when conducting the bird inges- both, acceptable to the Administrator, tion tests required by paragraphs (b), shall be conducted to determine the (c) and (d) of this section. critical ingestion parameters affecting (6) If compliance with the require- power loss and damage. Critical inges- ments of this section is not estab- tion parameters shall include, but are lished, the engine type certification not limited to, the effects of bird speed, documentation will show that the en- critical target location, and first stage gine shall be limited to aircraft instal- rotor speed. The critical bird ingestion lations in which it is shown that a bird speed should reflect the most critical cannot strike the engine, or be in- condition within the range of airspeeds gested into the engine, or adversely re- used for normal flight operations up to strict airflow into the engine. 1,500 feet above ground level, but not (b) Large single bird. Compliance with less than V1 minimum for airplanes. the large bird ingestion requirements (2) Medium bird engine tests shall be conducted so as to simulate a flock en- shall be in accordance with the fol- counter, and will use the bird weights lowing: and quantities specified in Table 2. (1) The large bird ingestion test shall When only one bird is specified, that be conducted using one bird of a weight bird will be aimed at the engine core determined from Table 1 aimed at the primary flow path; the other critical most critical exposed location on the locations on the engine face area must first stage rotor blades and ingested at be addressed, as necessary, by appro- a bird speed of 200-knots for engines to priate tests or analysis, or both. When be installed on airplanes, or the max- two or more birds are specified in Table imum airspeed for normal rotorcraft 2, the largest of those birds must be flight operations for engines to be in- aimed at the engine core primary flow stalled on rotorcraft. path, and a second bird must be aimed (2) Power lever movement is not per- at the most critical exposed location mitted within 15 seconds following in- on the first stage rotor blades. Any re- gestion of the large bird. maining birds must be evenly distrib- (3) Ingestion of a single large bird uted over the engine face area. tested under the conditions prescribed (3) In addition, except for rotorcraft in this section may not result in any engines, it must also be substantiated condition described in § 33.75(g)(2) of by appropriate tests or analysis or this part. both, that when the full fan assembly (4) Compliance with the large bird in- is subjected to the ingestion of the gestion requirements of this paragraph quantity and weights of bird from may be shown by demonstrating that Table 3, aimed at the fan assembly’s the requirements of § 33.94(a) constitute most critical location outboard of the a more severe demonstration of blade primary core flowpath, and in accord- containment and rotor unbalance than ance with the applicable test condi- the requirements of this paragraph. tions of this paragraph, that the engine can comply with the acceptance cri- TABLE 1 TO § 33.76—LARGE BIRD WEIGHT teria of this paragraph. REQUIREMENTS (4) A small bird ingestion test is not required if the prescribed number of Engine Inlet Throat Area (A)—Square-meters (square- Bird weight kg. (lb.) medium birds pass into the engine inches) rotor blades during the medium bird test. 1.35 (2,092)>A ...... 1.85 (4.07) minimum, unless a smaller bird is deter- (5) Small bird ingestion tests shall be mined to be a more severe conducted so as to simulate a flock en- demonstration. counter using one 85 gram (0.187 lb.) 1.35 (2,092)≤A<3.90 (6,045) 2.75 (6.05) bird for each 0.032 square-meter (49.6 ≤ 3.90 (6,045) A ...... 3.65 (8.03) square-inches) of inlet area, or fraction

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thereof, up to a maximum of 16 birds. (vi) The durations specified are times The birds will be aimed so as to ac- at the defined conditions with the count for any critical exposed locations power being changed between each con- on the first stage rotor blades, with dition in less than 10 seconds. any remaining birds evenly distributed (9) Engines intended for use in multi- over the engine face area. engine rotorcraft are not required to (6) Ingestion of small and medium comply with the medium bird ingestion birds tested under the conditions pre- portion of this section, providing that scribed in this paragraph may not the appropriate type certificate docu- cause any of the following: mentation is so endorsed. (i) More than a sustained 25-percent (10) If any engine operating limit(s) is power or thrust loss; exceeded during the initial 2 minutes (ii) The engine to be shut down dur- without power lever movement, as pro- ing the required run-on demonstration vided by paragraph (c)(7)(ii) of this sec- prescribed in paragraphs (c)(7) or (c)(8) tion, then it shall be established that of this section; the limit exceedence will not result in (iii) The conditions defined in para- an unsafe condition. graph (b)(3) of this section. (iv) Unacceptable deterioration of en- TABLE 2 TO § 33.76—MEDIUM FLOCKING BIRD gine handling characteristics. WEIGHT AND QUANTITY REQUIREMENTS (7) Except for rotorcraft engines, the Engine Inlet Throat Area (A)— Bird Bird weight following test schedule shall be used: Square-meters (square-inches) quantity kg. (lb.) (i) Ingestion so as to simulate a flock encounter, with approximately 1 sec- 0.05 (77.5)>A ...... none ..... 0.05 (77.5)≤A <0.10 (155) ...... 1 ...... 0.35 (0.77) ond elapsed time from the moment of 0.10 (155)≤A <0.20 (310) ...... 1 ...... 0.45 (0.99) the first bird ingestion to the last. 0.20 (310)≤A <0.40 (620) ...... 2 ...... 0.45 (0.99) (ii) Followed by 2 minutes without 0.40 (620)≤A <0.60 (930) ...... 2 ...... 0.70 (1.54) power lever movement after the inges- 0.60 (930)≤A <1.00 (1,550) ...... 3 ...... 0.70 (1.54) ≤ tion. 1.00 (1,550) A <1.35 (2,092) ...... 4 ...... 0.70 (1.54) 1.35 (2,092)≤A <1.70 (2,635) ...... 1 ...... 1.15 (2.53) (iii) Followed by 3 minutes at 75-per- plus 3 ... 0.70 (1.54) cent of the test condition. 1.70 (2,635)≤A <2.10 (3,255) ...... 1 ...... 1.15 (2.53) (iv) Followed by 6 minutes at 60-per- plus 4 ... 0.70 (1.54) ≤ cent of the test condition. 2.10 (3,255) A <2.50 (3,875) ...... 1 ...... 1.15 (2.53) plus 5 ... 0.70 (1.54) (v) Followed by 6 minutes at 40-per- 2.50 (3,875)≤A <3.90 (6045) ...... 1 ...... 1.15 (2.53) cent of the test condition. plus 6 ... 0.70 (1.54) (vi) Followed by 1 minute at ap- 3.90 (6045)≤A <4.50 (6975) ...... 3 ...... 1.15 (2.53) proach idle. 4.50 (6975)≤A ...... 4 ...... 1.15 (2.53) (vii) Followed by 2 minutes at 75-percent of the test condition. TABLE 3 TO § 33.76—ADDITIONAL INTEGRITY (viii) Followed by stabilizing at idle ASSESSMENT and engine shut down. Engine Inlet Throat Area (A)— Bird Bird weight (ix) The durations specified are times square-meters (square-inches) quantity kg. (lb.) at the defined conditions with the power being changed between each con- 1.35 (2,092)>A ...... none ..... 1.35 (2,092)≤A <2.90 (4,495) ...... 1 ...... 1.15 (2.53) dition in less than 10 seconds. 2.90 (4,495)≤A <3.90 (6,045) ...... 2 ...... 1.15 (2.53) (8) For rotorcraft engines, the fol- 3.90 (6,045)≤A ...... 1 ...... 1.15 (2.53) lowing test schedule shall be used: plus 6 ... 0.70 (1.54) (i) Ingestion so as to simulate a flock encounter within approximately 1 sec- (d) Large flocking bird. An engine test ond elapsed time between the first in- will be performed as follows: gestion and the last. (1) Large flocking bird engine tests (ii) Followed by 3 minutes at 75-per- will be performed using the bird mass cent of the test condition. and weights in Table 4, and ingested at (iii) Followed by 90 seconds at de- a bird speed of 200 knots. scent flight idle. (2) Prior to the ingestion, the engine (iv) Followed by 30 seconds at 75-per- must be stabilized at no less than the cent of the test condition. mechanical rotor speed of the first ex- (v) Followed by stabilizing at idle posed stage or stages that, on a stand- and engine shut down. ard day, would produce 90 percent of

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the sea level static maximum rated tion, into the large single bird test takeoff power or thrust. demonstration specified in paragraph (3) The bird must be targeted on the (b)(1) of this section; or first exposed rotating stage or stages (ii) Use of an engine subassembly test at a blade airfoil height of not less at the ingestion conditions specified in than 50 percent measured at the lead- paragraph (b)(1) of this section if: ing edge. (A) All components critical to com- (4) Ingestion of a large flocking bird plying with the requirements of para- under the conditions prescribed in this graph (d) of this section are included in paragraph must not cause any of the the subassembly test; following: (B) The components of paragraph (i) A sustained reduction of power or (d)(6)(ii)(A) of this section are installed thrust to less than 50 percent of max- in a representative engine for a run-on imum rated takeoff power or thrust demonstration in accordance with during the run-on segment specified paragraphs (d)(4) and (d)(5) of this sec- under paragraph (d)(5)(i) of this section; except that section (d)(5)(i) is de- tion. leted and section (d)(5)(ii) must be 14 (ii) Engine shutdown during the re- minutes in duration after the engine is quired run-on demonstration specified started and stabilized; and in paragraph (d)(5) of this section. (C) The dynamic effects that would (iii) The conditions specified in para- have been experienced during a full en- graph (b)(3) of this section. gine ingestion test can be shown to be (5) The following test schedule must negligible with respect to meeting the be used: requirements of paragraphs (d)(4) and (i) Ingestion followed by 1 minute (d)(5) of this section. without power lever movement. (7) Applicants must show that an un- (ii) Followed by 13 minutes at not safe condition will not result if any en- less than 50 percent of maximum rated gine operating limit is exceeded during takeoff power or thrust. the run-on period. (iii) Followed by 2 minutes between 30 and 35 percent of maximum rated TABLE 4 TO § 33.76—LARGE FLOCKING BIRD takeoff power or thrust. MASS AND WEIGHT (iv) Followed by 1 minute with power Bird Bird mass or thrust increased from that set in Engine inlet throat area quan- and weight paragraph (d)(5)(iii) of this section, by (square meters/square inches) tity (kg (lbs)) between 5 and 10 percent of maximum A <2.50 (3875) ...... none rated takeoff power or thrust. 2.50 (3875) ≤A <3.50 (5425) ...... 1 1.85 (4.08) (v) Followed by 2 minutes with power 3.50 (5425) ≤A <3.90 (6045) ...... 1 2.10 (4.63) or thrust reduced from that set in 3.90 (6045) ≤A ...... 1 2.50 (5.51) paragraph (d)(5)(iv) of this section, by between 5 and 10 percent of maximum [Doc. No. FAA–1998–4815, 65 FR 55854, Sept. rated takeoff power or thrust. 14, 2000, as amended by Amdt. 33–20, 68 FR (vi) Followed by a minimum of 1 75391, Dec. 31, 2003; Amdt. 33–24, 72 FR 50868, minute at ground idle then engine Sept. 4, 2007; Amdt. 33–23, 72 FR 58974, Oct. 17, shutdown. The durations specified are 2007] times at the defined conditions. Power lever movement between each condi- § 33.77 Foreign object ingestion—ice. tion will be 10 seconds or less, except (a) Compliance with the require- that power lever movements allowed ments of this section must be dem- within paragraph (d)(5)(ii) of this sec- onstrated by engine ice ingestion test tion are not limited, and for setting or by validated analysis showing power under paragraph (d)(5)(iii) of this equivalence of other means for dem- section will be 30 seconds or less. onstrating soft body damage tolerance. (6) Compliance with the large flock- (b) [Reserved] ing bird ingestion requirements of this (c) Ingestion of ice under the condi- paragraph (d) may also be dem- tions of this section may not— onstrated by: (1) Cause an immediate or ultimate (i) Incorporating the requirements of unacceptable sustained power or thrust paragraph (d)(4) and (d)(5) of this sec- loss; or

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(2) Require the engine to be shut- onstrated by engine ice ingestion test down. under the following ingestion condi- (d) For an engine that incorporates a tions or by validated analysis showing protection device, compliance with this equivalence of other means for dem- section need not be demonstrated with onstrating soft body damage tolerance. respect to ice formed forward of the (1) The minimum ice quantity and di- protection device if it is shown that— mensions will be established by the en- (1) Such ice is of a size that will not gine size as defined in Table 1 of this pass through the protective device; section. (2) The protective device will with- (2) The ingested ice dimensions are stand the impact of the ice; and determined by linear interpolation be- (3) The ice stopped by the protective tween table values, and are based on device will not obstruct the flow of in- the actual engine’s inlet hilite area. duction air into the engine with a re- (3) The ingestion velocity will simu- sultant sustained reduction in power or late ice from the inlet being sucked thrust greater than those values de- into the engine. fined by paragraph (c) of this section. (4) Engine operation will be at the (e) Compliance with the require- maximum cruise power or thrust un- ments of this section must be dem- less lower power is more critical.

TABLE 1—MINIMUM ICE SLAB DIMENSIONS BASED ON ENGINE INLET SIZE

Engine Inlet Hilite area Thickness Width Length (sq. inch) (inch) (inch) (inch)

0 ...... 0 .25 0 3.6 80 ...... 0 .25 6 3.6 300 ...... 0 .25 12 3.6 700 ...... 0 .25 12 4.8 2800 ...... 0 .35 12 8.5 5000 ...... 0 .43 12 11.0 7000 ...... 0 .50 12 12.7 7900 ...... 0 .50 12 13.4 9500 ...... 0 .50 12 14.6 11300 ...... 0.50 12 15.9 13300 ...... 0.50 12 17.1 16500 ...... 0.5 12 18.9 20000 ...... 0.5 12 20.0

[Doc. No. 16919, 49 FR 6852, Feb. 23, 1984, as late a hailstone encounter and the amended by Amdt. 33–19, 63 FR 14798, Mar. 26, number and size of the hailstones shall 1998; 63 FR 53278, Oct. 5, 1998; Amdt. 33–20, 65 be determined as follows: FR 55856, Sept. 14, 2000; Amdt. 33–34, 79 FR (i) One 1-inch (25 millimeters) diame- 65537, Nov. 4, 2014] ter hailstone for engines with inlet areas of not more than 100 square § 33.78 Rain and hail ingestion. inches (0.0645 square meters). (a) All engines. (1) The ingestion of (ii) One 1-inch (25 millimeters) di- large hailstones (0.8 to 0.9 specific grav- ameter and one 2-inch (50 millimeters) ity) at the maximum true air speed, up diameter hailstone for each 150 square to 15,000 feet (4,500 meters), associated inches (0.0968 square meters) of inlet with a representative aircraft oper- area, or fraction thereof, for engines ating in rough air, with the engine at with inlet areas of more than 100 maximum continuous power, may not square inches (0.0645 square meters). cause unacceptable mechanical damage (2) In addition to complying with or unacceptable power or thrust loss paragraph (a)(1) of this section and ex- after the ingestion, or require the en- cept as provided in paragraph (b) of gine to be shut down. One-half the this section, it must be shown that number of hailstones shall be aimed each engine is capable of acceptable op- randomly over the inlet face area and eration throughout its specified oper- the other half aimed at the critical ating envelope when subjected to sud- inlet face area. The hailstones shall be den encounters with the certification ingested in a rapid sequence to simu- standard concentrations of rain and

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hail, as defined in appendix B to this or unacceptable power or thrust loss part. Acceptable engine operation pre- after the ingestion or require the en- cludes flameout, run down, continued gine to be shut down. The size of these or non-recoverable surge or stall, or hailstones shall be determined from loss of acceleration and deceleration the linear variation in diameter from 1- capability, during any three minute inch (25 millimeters) at 35,000 feet continuous period in rain and during (10,500 meters) to 1⁄4-inch (6 millime- any 30 second continuous period in ters) at 60,000 feet (18,000 meters) using hail. It must also be shown after the the diameter corresponding to the low- ingestion that there is no unacceptable est expected supersonic cruise altitude. mechanical damage, unacceptable Alternatively, three larger hailstones power or thrust loss, or other adverse may be ingested at subsonic velocities engine anomalies. such that the kinetic energy of these (b) Engines for rotorcraft. As an alter- larger hailstones is equivalent to the native to the requirements specified in applicable supersonic ingestion condi- paragraph (a)(2) of this section, for tions. rotorcraft turbine engines only, it (d) For an engine that incorporates must be shown that each engine is ca- or requires the use of a protection de- pable of acceptable operation during vice, demonstration of the rain and and after the ingestion of rain with an hail ingestion capabilities of the en- overall ratio of water droplet flow to gine, as required in paragraphs (a), (b), airflow, by weight, with a uniform dis- and (c) of this section, may be waived tribution at the inlet plane, of at least wholly or in part by the Administrator four percent. Acceptable engine oper- if the applicant shows that: ation precludes flameout, run down, (1) The subject rain and hail con- continued or non-recoverable surge or stituents are of a size that will not stall, or loss of acceleration and decel- pass through the protection device; eration capability. It must also be (2) The protection device will with- shown after the ingestion that there is stand the impact of the subject rain no unacceptable mechanical damage, unacceptable power loss, or other ad- and hail constituents; and verse engine anomalies. The rain inges- (3) The subject of rain and hail con- tion must occur under the following stituents, stopped by the protection de- static ground level conditions: vice, will not obstruct the flow of in- (1) A normal stabilization period at duction air into the engine, resulting take-off power without rain ingestion, in damage, power or thrust loss, or followed immediately by the suddenly other adverse engine anomalies in ex- commencing ingestion of rain for three cess of what would be accepted in para- minutes at takeoff power, then graphs (a), (b), and (c) of this section. (2) Continuation of the rain ingestion [Doc. No. 28652, 63 FR 14799, Mar. 26, 1998] during subsequent rapid deceleration to minimum idle, then § 33.79 Fuel burning thrust augmentor. (3) Continuation of the rain ingestion Each fuel burning thrust augmentor, during three minutes at minimum idle including the nozzle, must— power to be certified for flight operation, then (a) Provide cutoff of the fuel burning (4) Continuation of the rain ingestion thrust augmentor; during subsequent rapid acceleration (b) Permit on-off cycling; to takeoff power. (c) Be controllable within the in- (c) Engines for supersonic airplanes. In tended range of operation; addition to complying with paragraphs (d) Upon a failure or malfunction of (a)(1) and (a)(2) of this section, a sepa- augmentor combustion, not cause the rate test for supersonic airplane en- engine to lose thrust other than that gines only, shall be conducted with provided by the augmentor; and three hailstones ingested at supersonic (e) Have controls that function com- cruise velocity. These hailstones shall patibly with the other engine controls be aimed at the engine’s critical face and automatically shut off augmentor area, and their ingestion must not fuel flow if the engine rotor speed drops cause unacceptable mechanical damage below the minimum rotational speed at

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which the augmentor is intended to corrected rotational speeds, the sur- function. veys shall be extended sufficiently to reveal the maximum stress values [Amdt. 33–6, 39 FR 35468, Oct. 1, 1974] present, except that the extension need not cover more than a further 2 per- Subpart F—Block Tests; Turbine centage points increase beyond those Aircraft Engines speeds. (c) Evaluations shall be made of the § 33.81 Applicability. following: This subpart prescribes the block (1) The effects on vibration charac- tests and inspections for turbine en- teristics of operating with scheduled gines. changes (including tolerances) to variable vane angles, compressor bleeds, [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–6, 39 FR 35468, Oct. 1, accessory loading, the most adverse 1974] inlet air flow distortion pattern declared by the manufacturer, and the § 33.82 General. most adverse conditions in the exhaust Before each endurance test required duct(s); and by this subpart, the adjustment setting (2) The aerodynamic and and functioning characteristic of each aeromechanical factors which might component having an adjustment set- induce or influence flutter in those sys- ting and a functioning characteristic tems susceptible to that form of vibra- that can be established independent of tion. installation on the engine must be es- (d) Except as provided by paragraph tablished and recorded. (e) of this section, the vibration stresses associated with the vibration [Amdt. 36–6, 39 FR 35468, Oct. 1, 1974] characteristics determined under this section, when combined with the ap- § 33.83 Vibration test. propriate steady stresses, must be less (a) Each engine must undergo vibra- than the endurance limits of the mate- tion surveys to establish that the vi- rials concerned, after making due al- bration characteristics of those compo- lowances for operating conditions for nents that may be subject to mechani- the permitted variations in properties cally or aerodynamically induced vi- of the materials. The suitability of bratory excitations are acceptable these stress margins must be justified throughout the declared flight enve- for each part evaluated. If it is deter- lope. The engine surveys shall be based mined that certain operating condi- upon an appropriate combination of ex- tions, or ranges, need to be limited, op- perience, analysis, and component test erating and installation limitations and shall address, as a minimum, shall be established. blades, vanes, rotor discs, spacers, and (e) The effects on vibration charac- rotor shafts. teristics of excitation forces caused by (b) The surveys shall cover the fault conditions (such as, but not lim- ranges of power or thrust, and both the ited to, out-of balance, local blockage physical and corrected rotational or enlargement of stator vane passages, speeds for each rotor system, cor- fuel nozzle blockage, incorrectly sched- responding to operations throughout ule compressor variables, etc.) shall be the range of ambient conditions in the evaluated by test or analysis, or by ref- declared flight envelope, from the min- erence to previous experience and shall imum rotational speed up to 103 per- be shown not to create a hazardous cent of the maximum physical and cor- condition. rected rotational speed permitted for (f) Compliance with this section shall rating periods of two minutes or be substantiated for each specific in- longer, and up to 100 percent of all stallation configuration that can affect other permitted physical and corrected the vibration characteristics of the en- rotational speeds, including those that gine. If these vibration effects cannot are overspeeds. If there is any indica- be fully investigated during engine cer- tion of a stress peak arising at the tification, the methods by which they highest of those required physical or can be evaluated and methods by which

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compliance can be shown shall be sub- graphs (b)(1), (b)(2) and (b)(3) of this stantiated and defined in the installa- section. tion instructions required by § 33.5. [Doc. No. 2007–28502, 74 FR 45310, Sept. 2, 2009] [Doc. No. 28107, 61 FR 28433, June 4, 1996, as amended by Amdt. 33–33, 77 FR 39624, July 5, § 33.85 Calibration tests. 2012; 77 FR 58301, Sept. 20, 2012] (a) Each engine must be subjected to § 33.84 Engine overtorque test. those calibration tests necessary to establish its power characteristics and (a) If approval of a maximum engine the conditions for the endurance test overtorque is sought for an engine in- specified § 33.87. The results of the corporating a free power turbine, com- power characteristics calibration tests pliance with this section must be dem- form the basis for establishing the onstrated by testing. characteristics of the engine over its (1) The test may be run as part of the entire operating range of speeds, pres- endurance test requirement of § 33.87. sures, temperatures, and altitudes. Alternatively, tests may be performed Power ratings are based upon standard on a complete engine or equivalent atmospheric conditions with no testing on individual groups of compo- airbleed for aircraft services and with nents. only those accessories installed which (2) Upon conclusion of tests con- are essential for engine functioning. ducted to show compliance with this (b) A power check at sea level condi- section, each engine part or individual tions must be accomplished on the en- groups of components must meet the durance test engine after the endur- requirements of § 33.93(a)(1) and (a)(2). ance test and any change in power (b) The test conditions must be as characteristics which occurs during the follows: endurance test must be determined. (1) A total of 15 minutes run at the Measurements taken during the final maximum engine overtorque to be ap- portion of the endurance test may be proved. This may be done in separate used in showing compliance with the 1 runs, each being of at least 2 ⁄2 minutes requirements of this paragraph. duration. (c) In showing compliance with this (2) A power turbine rotational speed section, each condition must stabilize equal to the highest speed at which the before measurements are taken, except maximum overtorque can occur in as permitted by paragraph (d) of this service. The test speed may not be section. more than the limit speed of take-off (d) In the case of engines having 30- or OEI ratings longer than 2 minutes. second OEI, and 2-minute OEI ratings, (3) For engines incorporating a reduc- measurements taken during the appli- tion gearbox, a gearbox oil tempera- cable endurance test prescribed in ture equal to the maximum tempera- § 33.87(f) (1) through (8) may be used in ture when the maximum engine over- showing compliance with the require- torque could occur in service; and for ments of this section for these OEI rat- all other engines, an oil temperature ings. within the normal operating range. (4) A turbine entry gas temperature [Doc. No. 3025, 29 FR 7453, June 10, 1964, as equal to the maximum steady state amended by Amdt. 33–6, 39 FR 35468, Oct. 1, temperature approved for use during 1974; Amdt. 33–18, 61 FR 31328, June 19, 1996] periods longer than 20 seconds when operating at conditions not associated § 33.87 Endurance test. with 30-second or 2 minutes OEI rat- (a) General. Each engine must be sub- ings. The requirement to run the test jected to an endurance test that in- at the maximum approved steady state cludes a total of at least 150 hours of temperature may be waived by the operation and, depending upon the type FAA if the applicant can demonstrate and contemplated use of the engine, that other testing provides substan- consists of one of the series of runs tiation of the temperature effects when specified in paragraphs (b) through (g) considered in combination with the of this section, as applicable. For en- other parameters identified in para- gines tested under paragraphs (b), (c),

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(d), (e) or (g) of this section, the pre- ment point during rated maximum con- scribed 6-hour test sequence must be tinuous power or thrust and higher conducted 25 times to complete the re- output. quired 150 hours of operation. Engines (ii) The endurance test of any acces- for which the 30-second OEI and 2- sory drive and mounting attachment minute OEI ratings are desired must be under load may be accomplished on a further tested under paragraph (f) of separate rig if the validity of the test this section. The following test re- is confirmed by an approved analysis. quirements apply: (iii) The applicant is not required to (1) The runs must be made in the load the accessory drives and mounting order found appropriate by the FAA for attachments when running the tests the particular engine being tested. under paragraphs (f)(1) through (f)(8) of (2) Any automatic engine control this section if the applicant can sub- that is part of the engine must control stantiate that there is no significant the engine during the endurance test except for operations where automatic effect on the durability of any acces- control is normally overridden by man- sory drive or engine component. How- ual control or where manual control is ever, the applicant must add the equiv- otherwise specified for a particular test alent engine output power extraction run. from the power turbine rotor assembly (3) Except as provided in paragraph to the engine shaft output. (a)(5) of this section, power or thrust, (7) During the runs at any rated gas temperature, rotor shaft rotational power or thrust the gas temperature speed, and, if limited, temperature of and the oil inlet temperature must be external surfaces of the engine must be maintained at the limiting tempera- at least 100 percent of the value associ- ture except where the test periods are ated with the particular engine oper- not longer than 5 minutes and do not ation being tested. More than one test allow stabilization. At least one run may be run if all parameters cannot be must be made with fuel, oil, and hy- held at the 100 percent level simulta- draulic fluid at the minimum pressure neously. limit and at least one run must be (4) The runs must be made using fuel, made with fuel, oil, and hydraulic fluid lubricants and hydraulic fluid which at the maximum pressure limit with conform to the specifications specified fluid temperature reduced as necessary in complying with § 33.7(c). to allow maximum pressure to be at- (5) Maximum air bleed for engine and tained. aircraft services must be used during (8) If the number of occurrences of ei- at least one-fifth of the runs, except for ther transient rotor shaft overspeed, the test required under paragraph (f) of transient gas overtemperature or tran- this section, provided the validity of sient engine overtorque is limited, that the test is not compromised. However, number of the accelerations required for these runs, the power or thrust or by paragraphs (b) through (g) of this the rotor shaft rotational speed may be section must be made at the limiting less than 100 percent of the value associated with the particular operation overspeed, overtemperature or over- being tested if the FAA finds that the torque. If the number of occurrences is validity of the endurance test is not not limited, half the required accelera- compromised. tions must be made at the limiting (6) Each accessory drive and mount- overspeed, overtemperature or over- ing attachment must be loaded in ac- torque. cordance with paragraphs (a)(6)(i) and (9) For each engine type certificated (ii) of this section, except as permitted for use on supersonic aircraft the fol- by paragraph (a)(6)(iii) of this section lowing additional test requirements for the test required under paragraph apply: (f) of this section. (i) To change the thrust setting, the (i) The load imposed by each acces- power control lever must be moved sory used only for aircraft service must from the initial position to the final be the limit load specified by the appli- position in not more than one second cant for the engine drive and attach- except for movements into the fuel

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burning thrust augmentor augmenta- moved in the manner prescribed in tion position if additional time to con- paragraph (b)(5) of this section. firm ignition is necessary. (2) Rated maximum continuous and (ii) During the runs at any rated aug- takeoff power or thrust. Thirty minutes mented thrust the hydraulic fluid tem- at— perature must be maintained at the (i) Rated maximum continuous power limiting temperature except where the or thrust during fifteen of the twenty- test periods are not long enough to five 6-hour endurance test cycles; and allow stabilization. (ii) Rated takeoff power or thrust (iii) During the simulated supersonic during ten of the twenty-five 6-hour en- runs the fuel temperature and induc- durance test cycles. tion air temperature may not be less than the limiting temperature. (3) Rated maximum continuous power or (iv) The endurance test must be con- thrust. One hour and 30 minutes at ducted with the fuel burning thrust rated maximum continuous power or augmentor installed, with the primary thrust. and secondary exhaust nozzles in- (4) Incremental cruise power or thrust. stalled, and with the variable area ex- Two hours and 30 minutes at the suc- haust nozzles operated during each run cessive power lever positions cor- according to the methods specified in responding to at least 15 approximately complying with § 33.5(b). equal speed and time increments be- (v) During the runs at thrust settings tween maximum continuous engine ro- for maximum continuous thrust and tational speed and ground or minimum percentages thereof, the engine must idle rotational speed. For engines oper- be operated with the inlet air distor- ating at constant speed, the thrust and tion at the limit for those thrust set- power may be varied in place of speed. tings. If there is significant peak vibration (b) Engines other than certain rotor- anywhere between ground idle and craft engines. For each engine except a maximum continuous conditions, the rotorcraft engine for which a rating is number of increments chosen may be desired under paragraph (c), (d), or (e) changed to increase the amount of run- of this section, the applicant must con- ning made while subject to the peak vi- duct the following runs: brations up to not more than 50 percent (1) Takeoff and idling. One hour of al- of the total time spent in incremental ternate five-minute periods at rated running. takeoff power or thrust and at idling (5) Acceleration and deceleration runs. power or thrust. The developed powers 30 minutes of accelerations and decel- or thrusts at takeoff and idling condi- erations, consisting of six cycles from tions and their corresponding rotor idling power or thrust to rated takeoff speed and gas temperature conditions power or thrust and maintained at the must be as established by the power control in accordance with the sched- takeoff power lever position for 30 sec- ule established by the applicant. The onds and at the idling power lever posi- applicant may, during any one period, tion for approximately four and one- manually control the rotor speed, half minutes. In complying with this power, or thrust while taking data to paragraph, the power-control lever check performance. For engines with must be moved from one extreme posi- augmented takeoff power ratings that tion to the other in not more than one involve increases in turbine inlet tem- second, except that, if different re- perature, rotor speed, or shaft power, gimes of control operations are incor- this period of running at takeoff must porated necessitating scheduling of the be at the augmented rating. For en- power-control lever motion in going gines with augmented takeoff power from one extreme position to the other, ratings that do not materially increase a longer period of time is acceptable, operating severity, the amount of run- but not more than two seconds. ning conducted at the augmented rat- (6) Starts. One hundred starts must be ing is determined by the FAA. In made, of which 25 starts must be pre- changing the power setting after each ceded by at least a two-hour engine period, the power-control lever must be shutdown. There must be at least 10

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false engine starts, pausing for the ap- varied in place of speed. If there are plicant’s specified minimum fuel drain- significant peak vibrations anywhere age time, before attempting a normal between ground idle and maximum start. There must be at least 10 normal continuous conditions, the number of restarts with not longer than 15 min- increments chosen must be changed to utes since engine shutdown. The re- increase the amount of running con- maining starts may be made after com- ducted while subject to peak vibrations pleting the 150 hours of endurance test- up to not more than 50 percent of the ing. total time spent in incremental run- (c) Rotorcraft engines for which a 30- ning. minute OEI power rating is desired. For (6) Acceleration and deceleration runs. each rotorcraft engine for which a 30- Thirty minutes of accelerations and de- minute OEI power rating is desired, the celerations, consisting of six cycles applicant must conduct the following from idling power to rated takeoff series of tests: power and maintained at the takeoff (1) Takeoff and idling. One hour of al- power lever position for 30 seconds and ternate 5-minute periods at rated take- at the idling power lever position for off power and at idling power. The de- approximately 41⁄2 minutes. In com- veloped powers at takeoff and idling plying with this paragraph, the power conditions and their corresponding control lever must be moved from one rotor speed and gas temperature condi- extreme position to the other in not tions must be as established by the more than one second. If, however, dif- power control in accordance with the ferent regimes of control operations schedule established by the applicant. are incorporated that necessitate During any one period, the rotor speed scheduling of the power control lever and power may be controlled manually motion from one extreme position to while taking data to check perform- the other, then a longer period of time ance. For engines with augmented is acceptable, but not more than two takeoff power ratings that involve in- seconds. creases in turbine inlet temperature, (7) Starts. One hundred starts, of rotor speed, or shaft power, this period which 25 starts must be preceded by at of running at rated takeoff power must least a two-hour engine shutdown. be at the augmented power rating. In changing the power setting after each There must be at least 10 false engine period, the power control lever must be starts, pausing for the applicant’s spec- moved in the manner prescribed in ified minimum fuel drainage time, be- paragraph (c)(6) of this section. fore attempting a normal start. There (2) Rated maximum continuous and must be at least 10 normal restarts not takeoff power. Thirty minutes at— more than 15 minutes after engine (i) Rated maximum continuous power shutdown. The remaining starts may during fifteen of the twenty-five 6-hour be made after completing the 150 hours endurance test cycles; and of endurance testing. (ii) Rated takeoff power during ten of (d) Rotorcraft engines for which a con- the twenty-five 6-hour endurance test tinuous OEI rating is desired. For each cycles. rotorcraft engine for which a contin- (3) Rated maximum continuous power. uous OEI power rating is desired, the One hour at rated maximum contin- applicant must conduct the following uous power. series of tests: (4) Rated 30-minute OEI power. Thirty (1) Takeoff and idling. One hour of al- minutes at rated 30-minute OEI power. ternate 5-minute periods at rated take- (5) Incremental cruise power. Two off power and at idling power. The de- hours and 30 minutes at the successive veloped powers at takeoff and idling power lever positions corresponding conditions and their corresponding with not less than 15 approximately rotor speed and gas temperature condi- equal speed and time increments be- tions must be as established by the tween maximum continuous engine ro- power control in accordance with the tational speed and ground or minimum schedule established by the applicant. idle rotational speed. For engines oper- During any one period the rotor speed ating at constant speed, power may be and power may be controlled manually

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while taking data to check perform- the other, a longer period of time is ac- ance. For engines with augmented ceptable, but not more than 2 seconds. takeoff power ratings that involve in- (7) Starts. One hundred starts, of creases in turbine inlet temperature, which 25 starts must be preceded by at rotor speed, or shaft power, this period least a 2-hour engine shutdown. There of running at rated takeoff power must must be at least 10 false engine starts, be at the augmented power rating. In pausing for the applicant’s specified changing the power setting after each minimum fuel drainage time, before at- period, the power control lever must be tempting a normal start. There must moved in the manner prescribed in be at least 10 normal restarts with not paragraph (d)(6) of this section. longer than 15 minutes since engine (2) Rated maximum continuous and shutdown. The remaining starts may takeoff power. Thirty minutes at— be made after completing the 150 hours (i) Rated maximum continuous power of endurance testing. during fifteen of the twenty-five 6-hour 1 endurance test cycles; and (e) Rotorcraft engines for which a 2 ⁄2- (ii) Rated takeoff power during ten of minute OEI power rating is desired. For 1 the twenty-five 6-hour endurance test each rotorcraft engine for which a 2 ⁄2- cycles. minute OEI power rating is desired, the (3) Rated continuous OEI power. One applicant must conduct the following hour at rated continuous OEI power. series of tests: (4) Rated maximum continuous power. (1) Takeoff, 21⁄2-minute OEI, and idling. One hour at rated maximum contin- One hour of alternate 5-minute periods uous power. at rated takeoff power and at idling (5) Incremental cruise power. Two power except that, during the third and hours at the successive power lever po- sixth takeoff power periods, only 21⁄2 sitions corresponding with not less minutes need be conducted at rated than 12 approximately equal speed and takeoff power, and the remaining 21⁄2 time increments between maximum minutes must be conducted at rated continuous engine rotational speed and 21⁄2-minute OEI power. The developed ground or minimum idle rotational powers at takeoff, 21⁄2-minute OEI, and speed. For engines operating at con- idling conditions and their cor- stant speed, power may be varied in responding rotor speed and gas tem- place of speed. If there are significant perature conditions must be as estab- peak vibrations anywhere between lished by the power control in accord- ground idle and maximum continuous ance with the schedule established by conditions, the number of increments the applicant. The applicant may, dur- chosen must be changed to increase the ing any one period, control manually amount of running conducted while the rotor speed and power while taking being subjected to the peak vibrations data to check performance. For engines up to not more than 50 percent of the with augmented takeoff power ratings total time spent in incremental run- that involve increases in turbine inlet ning. temperature, rotor speed, or shaft (6) Acceleration and deceleration runs. Thirty minutes of accelerations and de- power, this period of running at rated celerations, consisting of six cycles takeoff power must be at the aug- from idling power to rated takeoff mented rating. In changing the power power and maintained at the takeoff setting after or during each period, the power lever position for 30 seconds and power control lever must be moved in at the idling power lever position for the manner prescribed in paragraph approximately 41⁄2 minutes. In com- (b)(5), (c)(6), or (d)(6) of this section, as plying with this paragraph, the power applicable. control lever must be moved from one (2) The tests required in paragraphs extreme position to the other in not (b)(2) through (b)(6), or (c)(2) through more than 1 second, except that if dif- (c)(7), or (d)(2) through (d)(7) of this ferent regimes of control operations section, as applicable, except that in are incorporated necessitating sched- one of the 6-hour test sequences, the uling of the power control lever motion last 5 minutes of the 30 minutes at in going from one extreme position to takeoff power test period of paragraph

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(b)(2) of this section, or of the 30 min- (6) 30-second OEI power. Thirty sec- utes at 30-minute OEI power test pe- onds at rated 30-second OEI power. riod of paragraph (c)(4) of this section, (7) 2-minute OEI power. Two minutes or of the l hour at continuous OEI at rated 2-minute OEI power. power test period of paragraph (d)(3) of (8) Idle. One minute at flight idle. this section, must be run at 21⁄2-minute (g) Supersonic aircraft engines. For OEI power. each engine type certificated for use on (f) Rotorcraft Engines for which 30-sec- supersonic aircraft the applicant must ond OEI and 2-minute OEI ratings are de- conduct the following: sired. For each rotorcraft engine for (1) Subsonic test under sea level ambient which 30-second OEI and 2-minute OEI atmospheric conditions. Thirty runs of power ratings are desired, and fol- one hour each must be made, con- lowing completion of the tests under sisting of— paragraphs (b), (c), (d), or (e) of this (i) Two periods of 5 minutes at rated section, the applicant may disassemble takeoff augmented thrust each fol- the tested engine to the extent nec- lowed by 5 minutes at idle thrust; essary to show compliance with the requirements of § 33.93(a). The tested en- (ii) One period of 5 minutes at rated gine must then be reassembled using takeoff thrust followed by 5 minutes at the same parts used during the test not more than 15 percent of rated take- runs of paragraphs (b), (c), (d), or (e) of off thrust; this section, except those parts de- (iii) One period of 10 minutes at rated scribed as consumables in the Instruc- takeoff augmented thrust followed by 2 tions for Continued Airworthiness. Ad- minutes at idle thrust, except that if ditionally, the tests required in para- rated maximum continuous augmented graphs (f)(1) through (f)(8) of this sec- thrust is lower than rated takeoff aug- tion must be run continuously. If a mented thrust, 5 of the 10-minute peri- stop occurs during these tests, the in- ods must be at rated maximum contin- terrupted sequence must be repeated uous augmented thrust; and unless the applicant shows that the se- (iv) Six periods of 1 minute at rated verity of the test would not be reduced takeoff augmented thrust each fol- if it were continued. The applicant lowed by 2 minutes, including accelera- must conduct the following test se- tion and deceleration time, at idle quence four times, for a total time of thrust. not less than 120 minutes: (2) Simulated supersonic test. Each run (1) Takeoff power. Three minutes at of the simulated supersonic test must rated takeoff power. be preceded by changing the inlet air (2) 30-second OEI power. Thirty sec- temperature and pressure from that at- onds at rated 30-second OEI power. tained at subsonic condition to the (3) 2-minute OEI power. Two minutes temperature and pressure attained at at rated 2-minute OEI power. supersonic velocity, and must be fol- (4) 30-minute OEI power, continuous lowed by a return to the temperature OEI power, or maximum continuous attained at subsonic condition. Thirty power. Five minutes at whichever is runs of 4 hours each must be made, the greatest of rated 30-minute OEI consisting of— power, rated continuous OEI power, or (i) One period of 30 minutes at the rated maximum continuous power, ex- thrust obtained with the power control cept that, during the first test se- lever set at the position for rated max- quence, this period shall be 65 minutes. imum continuous augmented thrust However, where the greatest rated followed by 10 minutes at the thrust power is 30-minute OEI power, that obtained with the power control lever sixty-five minute period shall consist set at the position for 90 percent of of 30 minutes at 30-minute OEI power rated maximum continuous augmented followed by 35 minutes at whichever is thrust. The end of this period in the the greater of continuous OEI power or first five runs must be made with the maximum continuous power. induction air temperature at the lim- (5) 50 percent takeoff power. One iting condition of transient over- minute at 50 percent takeoff power. temperature, but need not be repeated

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during the periods specified in para- § 33.88 Engine overtemperature test. graphs (g)(2)(ii) through (iv) of this sec- (a) Each engine must run for 5 min- tion; utes at maximum permissible rpm with (ii) One period repeating the run the gas temperature at least 75 °F (42 specified in paragraph (g)(2)(i) of this °C) higher than the maximum rating’s section, except that it must be followed steady-state operating limit, excluding by 10 minutes at the thrust obtained maximum values of rpm and gas tem- with the power control lever set at the perature associated with the 30-second position for 80 percent of rated max- OEI and 2-minute OEI ratings. Fol- imum continuous augmented thrust; lowing this run, the turbine assembly (iii) One period repeating the run must be within serviceable limits. specified in paragraph (g)(2)(i) of this (b) In addition to the test require- section, except that it must be followed ments in paragraph (a) of this section, by 10 minutes at the thrust obtained each engine for which 30-second OEI with the power control lever set at the and 2-minute OEI ratings are desired, position for 60 percent of rated max- that incorporates a means for auto- imum continuous augmented thrust matic temperature control within its and then 10 minutes at not more than operating limitations in accordance 15 percent of rated takeoff thrust; with § 33.28(k), must run for a period of (iv) One period repeating the runs 4 minutes at the maximum power-on specified in paragraphs (g)(2)(i) and (ii) rpm with the gas temperature at least of this section; and 35 °F (19 °C) higher than the maximum (v) One period of 30 minutes with 25 operating limit at 30-second OEI rat- of the runs made at the thrust obtained ing. Following this run, the turbine as- with the power control lever set at the sembly may exhibit distress beyond the position for rated maximum contin- limits for an overtemperature condi- uous augmented thrust, each followed tion provided the engine is shown by by idle thrust and with the remaining analysis or test, as found necessary by 5 runs at the thrust obtained with the the FAA, to maintain the integrity of power control lever set at the position the turbine assembly. for rated maximum continuous aug- (c) A separate test vehicle may be mented thrust for 25 minutes each, fol- used for each test condition. lowed by subsonic operation at not [Doc. No. 26019, 61 FR 31329, June 19, 1996, as more than 15 percent or rated takeoff amended by Amdt. 33–25, 73 FR 48124, Aug. 18, thrust and accelerated to rated takeoff 2008; Amdt. 33–26, 73 FR 48285, Aug. 19, 2008] thrust for 5 minutes using hot fuel. (3) Starts. One hundred starts must be § 33.89 Operation test. made, of which 25 starts must be pre- (a) The operation test must include ceded by an engine shutdown of at testing found necessary by the Admin- least 2 hours. There must be at least 10 istrator to demonstrate— false engine starts, pausing for the ap- (1) Starting, idling, acceleration, plicant’s specified minimum fuel drain- overspeeding, ignition, functioning of age time before attempting a normal the propeller (if the engine is des- start. At least 10 starts must be normal ignated to operate with a propeller); restarts, each made no later than 15 (2) Compliance with the engine re- minutes after engine shutdown. The sponse requirements of § 33.73; and starts may be made at any time, including the period of endurance test- (3) The minimum power or thrust re- ing. sponse time to 95 percent rated takeoff power or thrust, from power lever posi- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as tions representative of minimum idle amended by Amdt. 33–3, 32 FR 3737, Mar. 4, and of minimum flight idle, starting 1967; Amdt. 33–6, 39 FR 35468, Oct. 1, 1974; from stabilized idle operation, under Amdt. 33–10, 49 FR 6853, Feb. 23, 1984; Amdt. the following engine load conditions: 33–12, 53 FR 34220, Sept. 2, 1988; Amdt. 33–18, 61 FR 31328, June 19, 1996; Amdt. 33–25, 73 FR (i) No bleed air and power extraction 48123, Aug. 18, 2008; Amdt. 33–30, 74 FR 45311, for aircraft use. Sept. 2, 2009; Amdt. 33–32, 77 FR 22187, Apr. (ii) Maximum allowable bleed air and 13, 2012] power extraction for aircraft use.

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(iii) An intermediate value for bleed sure satisfactory functioning, reli- air and power extraction representa- ability, and durability. tive of that which might be used as a (c) Each unpressurized hydraulic maximum for aircraft during approach fluid tank may not fail or leak when to a landing. subjected to a maximum operating (4) If testing facilities are not avail- temperature and an internal pressure able, the determination of power ex- of 5 p.s.i., and each pressurized hydrau- traction required in paragraph (a)(3)(ii) lic fluid tank must meet the require- and (iii) of this section may be accom- ments of § 33.64. plished through appropriate analytical (d) For an engine type certificated means. for use in supersonic aircraft, the sys- (b) The operation test must include tems, safety devices, and external com- all testing found necessary by the Ad- ponents that may fail because of oper- ministrator to demonstrate that the ation at maximum and minimum oper- engine has safe operating characteris- ating temperatures must be identified tics throughout its specified operating and tested at maximum and minimum envelope. operating temperatures and while temperature and other operating condi- [Amdt. 33–4, 36 FR 5493, Mar. 24, 1971, as tions are cycled between maximum and amended by Amdt. 33–6, 39 FR 35469, Oct. 1, minimum operating values. 1974; Amdt. 33–10, 49 FR 6853, Feb. 23, 1984] [Doc. No. 3025, 29 FR 7453, June 10, 1964, as § 33.90 Initial maintenance inspection amended by Amdt. 33–6, 39 FR 35469, Oct. 1, test. 1974; Amdt. 33–26, 73 FR 48285, Aug. 19, 2008; Amdt. 33–27, 73 FR 55437, Sept. 25, 2008; Amdt. Each applicant, except an applicant 33–27, 73 FR 57235, Oct. 2, 2008] for an engine being type certificated through amendment of an existing type § 33.92 Rotor locking tests. certificate or through supplemental If continued rotation is prevented by type certification procedures, must a means to lock the rotor(s), the engine complete one of the following tests on must be subjected to a test that in- an engine that substantially conforms cludes 25 operations of this means to the type design to establish when under the following conditions: the initial maintenance inspection is (a) The engine must be shut down required: from rated maximum continuous (a) An approved engine test that sim- thrust or power; and ulates the conditions in which the en- (b) The means for stopping and lock- gine is expected to operate in service, ing the rotor(s) must be operated as including typical start-stop cycles. specified in the engine operating in- (b) An approved engine test con- structions while being subjected to the ducted in accordance with § 33.201 (c) maximum torque that could result through (f). from continued flight in this condition; and [Doc. No. FAA–2002–6717, 72 FR 1877, Jan. 16, 2007] (c) Following rotor locking, the rotor(s) must be held stationary under § 33.91 Engine system and component these conditions for five minutes for tests. each of the 25 operations. (a) For those systems or components [Doc. No. 28107, 61 FR 28433, June 4, 1996] that cannot be adequately substantiated in accordance with endurance § 33.93 Teardown inspection. testing of § 33.87, the applicant must (a) After completing the endurance conduct additional tests to dem- testing of § 33.87 (b), (c), (d), (e), or (g) onstrate that the systems or compo- of this part, each engine must be com- nents are able to perform the intended pletely disassembled, and functions in all declared environmental (1) Each component having an adjust- and operating conditions. ment setting and a functioning char- (b) Temperature limits must be es- acteristic that can be established inde- tablished for those components that re- pendent of installation on the engine quire temperature controlling provi- must retain each setting and func- sions in the aircraft installation to as- tioning characteristic within the limits

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that were established and recorded at maximum permissible r.p.m. The blade the beginning of the test; and failure must occur at the outermost re- (2) Each engine part must conform to tention groove or, for integrally-bladed the type design and be eligible for in- rotor discs, at least 80 percent of the corporation into an engine for contin- blade must fail. ued operation, in accordance with in- (2) Failure of the most critical tur- formation submitted in compliance bine blade while operating at max- with § 33.4. imum permissible r.p.m. The blade fail- (b) After completing the endurance ure must occur at the outermost reten- testing of § 33.87(f), each engine must be tion groove or, for integrally-bladed completely disassembled, and rotor discs, at least 80 percent of the (1) Each component having an adjust- blade must fail. The most critical tur- ment setting and a functioning char- bine blade must be determined by con- acteristic that can be established inde- sidering turbine blade weight and the pendent of installation on the engine strength of the adjacent turbine case must retain each setting and func- at case temperatures and pressures as- tioning characteristic within the limits sociated with operation at maximum that were established and recorded at permissible r.p.m. the beginning of the test; and (b) Analysis based on rig testing, (2) Each engine may exhibit deterio- component testing, or service experi- ration in excess of that permitted in ence may be substitute for one of the paragraph (a)(2) of this section, includ- engine tests prescribed in paragraphs ing some engine parts or components (a)(1) and (a)(2) of this section if— that may be unsuitable for further use. (1) That test, of the two prescribed, The applicant must show by inspec- produces the least rotor unbalance; and tion, analysis, test, or by any combina- (2) The analysis is shown to be equiv- tion thereof as found necessary by the alent to the test. FAA, that structural integrity of the engine is maintained; or (Secs. 313(a), 601, and 603, Federal Aviation (c) In lieu of compliance with para- Act of 1958 (49 U.S.C. 1354(a), 1421, and 1423); graph (b) of this section, each engine and 49 U.S.C. 106(g) Revised, Pub. L. 97–449, Jan. 12, 1983) for which the 30-second OEI and 2- minute OEI ratings are desired, may be [Amdt. 33–10, 49 FR 6854, Feb. 23, 1984] subjected to the endurance testing of §§ 33.87 (b), (c), (d), or (e) of this part, § 33.95 Engine-propeller systems tests. and followed by the testing of § 33.87(f) If the engine is designed to operate without intervening disassembly and with a propeller, the following tests inspection. However, the engine must must be made with a representative comply with paragraph (a) of this sec- propeller installed by either including tion after completing the endurance the tests in the endurance run or oth- testing of § 33.87(f). erwise performing them in a manner acceptable to the Administrator: [Doc. No. 26019, 61 FR 31329, June 19, 1996, as amended by Amdt. 33–25, 73 FR 48124, Aug. 18, (a) Feathering operation: 25 cycles. 2008] (b) Negative torque and thrust system operation: 25 cycles from rated § 33.94 Blade containment and rotor maximum continuous power. unbalance tests. (c) Automatic decoupler operation: 25 (a) Except as provided in paragraph cycles from rated maximum contin- (b) of this section, it must be dem- uous power (if repeated decoupling and onstrated by engine tests that the en- recoupling in service is the intended gine is capable of containing damage function of the device). without catching fire and without fail- (d) Reverse thrust operation: 175 cy- ure of its mounting attachments when cles from the flight-idle position to full operated for at least 15 seconds, unless reverse and 25 cycles at rated max- the resulting engine damage induces a imum continuous power from full for- self shutdown, after each of the fol- ward to full reverse thrust. At the end lowing events: of each cycle the propeller must be op- (1) Failure of the most critical com- erated in reverse pitch for a period of pressor or fan blade while operating at 30 seconds at the maximum rotational

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speed and power specified by the appli- this subpart must be run with the re- cant for reverse pitch operation. verser installed. In complying with this section, the power control lever must [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–3, 32 FR 3737, Mar. 4, be moved from one extreme position to 1967] the other in not more than one second except, if regimes of control operations § 33.96 Engine tests in auxiliary power are incorporated necessitating sched- unit (APU) mode. uling of the power-control lever motion If the engine is designed with a pro- in going from one extreme position to peller brake which will allow the pro- the other, a longer period of time is ac- peller to be brought to a stop while the ceptable but not more than three sec- gas generator portion of the engine re- onds. In addition, the test prescribed in mains in operation, and remain stopped paragraph (b) of this section must be during operation of the engine as an made. This test may be scheduled as auxiliary power unit (‘‘APU mode’’), in part of the endurance run. addition to the requirements of § 33.87, (b) 175 reversals must be made from the applicant must conduct the fol- flight-idle forward thrust to maximum lowing tests: reverse thrust and 25 reversals must be (a) Ground locking: A total of 45 made from rated takeoff thrust to max- hours with the propeller brake engaged imum reverse thrust. After each rever- in a manner which clearly dem- sal the reverser must be operated at onstrates its ability to function with- full reverse thrust for a period of one out adverse effects on the complete en- minute, except that, in the case of a re- gine while the engine is operating in verser intended for use only as a brak- the APU mode under the maximum ing means on the ground, the reverser conditions of engine speed, torque, need only be operated at full reverse temperature, air bleed, and power ex- thrust for 30 seconds. traction as specified by the applicant. [Doc. No. 3025, 29 FR 7453, June 10, 1964, as (b) Dynamic braking: A total of 400 amended by Amdt. 33–3, 32 FR 3737, Mar. 4, application-release cycles of brake en- 1967] gagements must be made in a manner which clearly demonstrates its ability § 33.99 General conduct of block tests. to function without adverse effects on (a) Each applicant may, in making a the complete engine under the max- block test, use separate engines of imum conditions of engine accelera- identical design and construction in tion/deceleration rate, speed, torque, the vibration, calibration, endurance, and temperature as specified by the ap- and operation tests, except that, if a plicant. The propeller must be stopped separate engine is used for the endur- prior to brake release. ance test it must be subjected to a cali- (c) One hundred engine starts and bration check before starting the en- stops with the propeller brake engaged. durance test. (d) The tests required by paragraphs (b) Each applicant may service and (a), (b), and (c) of this section must be make minor repairs to the engine dur- performed on the same engine, but this ing the block tests in accordance with engine need not be the same engine the service and maintenance instruc- used for the tests required by § 33.87. tions submitted in compliance with (e) The tests required by paragraphs § 33.4. If the frequency of the service is (a), (b), and (c) of this section must be excessive, or the number of stops due followed by engine disassembly to the to engine malfunction is excessive, or a extent necessary to show compliance major repair, or replacement of a part with the requirements of § 33.93(a) and is found necessary during the block § 33.93(b). tests or as the result of findings from [Amdt. 33–11, 51 FR 10346, Mar. 25, 1986] the teardown inspection, the engine or its parts must be subjected to any addi- § 33.97 Thrust reversers. tional tests the Administrator finds (a) If the engine incorporates a re- necessary. verser, the endurance calibration, oper- (c) Each applicant must furnish all ation, and vibration tests prescribed in testing facilities, including equipment

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and competent personnel, to conduct thrust or power and the use of thrust the block tests. reverse (if applicable). The diversions must be evenly distributed over the du- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–6, 39 FR 35470, Oct. 1, ration of the test. The last diversion 1974; Amdt. 33–9, 45 FR 60181, Sept. 11, 1980] must be conducted within 100 cycles of the completion of the test. Subpart G—Special Requirements: (2) Be performed with the high speed Turbine Aircraft Engines and low speed main engine rotors independently unbalanced to obtain a minimum of 90 percent of the rec- SOURCE: Docket No. FAA–2002–6717, 72 FR ommended field service maintenance 1877, Jan. 16, 2007, unless otherwise noted. vibration levels. For engines with three § 33.201 Design and test requirements main engine rotors, the intermediate for Early ETOPS eligibility. speed rotor must be independently unbalanced to obtain a minimum of 90 An applicant seeking type design ap- percent of the recommended produc- proval for an engine to be installed on tion acceptance vibration level. The re- a two-engine airplane approved for quired peak vibration levels must be ETOPS without the service experience verified during a slow acceleration and specified in part 25, appendix K, K25.2.1 of this chapter, must comply with the deceleration run of the test engine cov- following: ering the main engine rotor operating (a) The engine must be designed speed ranges. using a design quality process accept- (3) Include a minimum of three mil- able to the FAA, that ensures the de- lion vibration cycles for each 60 rpm sign features of the engine minimize incremental step of the typical high- the occurrence of failures, malfunc- speed rotor start-stop mission cycle. tions, defects, and maintenance errors The test may be conducted using any that could result in an IFSD, loss of rotor speed step increment from 60 to thrust control, or other power loss. 200 rpm provided the test encompasses (b) The design features of the engine the typical service start-stop cycle must address problems shown to result speed range. For incremental steps in an IFSD, loss of thrust control, or greater than 60 rpm, the minimum other power loss in the applicant’s number of vibration cycles must be lin- other relevant type designs approved early increased up to ten million cycles within the past 10 years, to the extent for a 200 rpm incremental step. that adequate service data is available (4) Include a minimum of 300,000 vi- within that 10-year period. An appli- bration cycles for each 60 rpm incre- cant without adequate service data mental step of the high-speed rotor ap- must show experience with and knowl- proved operational speed range be- edge of problem mitigating design tween minimum flight idle and cruise practices equivalent to that gained power not covered by paragraph (c)(3) from actual service experience in a of this section. The test may be con- manner acceptable to the FAA. ducted using any rotor speed step in- (c) Except as specified in paragraph crement from 60 to 200 rpm provided (f) of this section, the applicant must the test encompasses the applicable conduct a simulated ETOPS mission speed range. For incremental steps cyclic endurance test in accordance greater than 60 rpm the minimum with an approved test plan on an en- number of vibration cycles must be lin- gine that substantially conforms to the early increased up to 1 million for a 200 type design. The test must: rpm incremental step. (1) Include a minimum of 3,000 rep- (5) Include vibration surveys at peri- resentative service start-stop mission odic intervals throughout the test. The cycles and three simulated diversion equivalent value of the peak vibration cycles at maximum continuous thrust level observed during the surveys must or power for the maximum diversion meet the minimum vibration require- time for which ETOPS eligibility is ment of § 33.201(c)(2). sought. Each start-stop mission cycle (d) Prior to the test required by para- must include the use of take-off, climb, graph (c) of this section, the engine cruise, descent, approach, and landing must be subjected to a calibration test

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to document power and thrust charac- (g) For an applicant using the simu- teristics. lated ETOPS mission cyclic endurance (e) At the conclusion of the testing test to comply with § 33.90, the test required by paragraph (c) of this sec- may be interrupted so that the engine tion, the engine must: may be inspected by an on-wing or (1) Be subjected to a calibration test other method, using criteria acceptable at sea-level conditions. Any change in to the FAA, after completion of the power or thrust characteristics must test cycles required to comply with be within approved limits. § 33.90(a). Following the inspection, the (2) Be visually inspected in accord- ETOPS test must be resumed to com- ance with the on-wing inspection rec- plete the requirements of this section. ommendations and limits contained in the Instructions for Continued Air- worthiness submitted in compliance with § 33.4. APPENDIX A TO PART 33—INSTRUCTIONS (3) Be completely disassembled and FOR CONTINUED AIRWORTHINESS inspected— A33.1 GENERAL (i) In accordance with the applicable (a) This appendix specifies requirements inspection recommendations and limits for the preparation of Instructions for Con- contained in the Instructions for Con- tinued Airworthiness as required by § 33.4. tinued Airworthiness submitted in (b) The Instructions for Continued Air- compliance with § 33.4; worthiness for each engine must include the (ii) With consideration of the causes Instructions for Continued Airworthiness for of IFSD, loss of thrust control, or other all engine parts. If Instructions for Contin- power loss identified by paragraph (b) ued Airworthiness are not supplied by the engine part manufacturer for an engine part, of this section; and the Instructions for Continued Airworthiness (iii) In a manner to identify wear or for the engine must include the information distress conditions that could result in essential to the continued airworthiness of an IFSD, loss of thrust control, or the engine. other power loss not specifically iden- (c) The applicant must submit to the FAA tified by paragraph (b) of this section a program to show how changes to the In- or addressed within the Instructions structions for Continued Airworthiness made for Continued Airworthiness. by the applicant or by the manufacturers of engine parts will be distributed. (4) Not show wear or distress to the extent that could result in an IFSD, A33.2 FORMAT loss of thrust control, or other power (a) The Instructions for Continued Air- loss within a period of operation before worthiness must be in the form of a manual the component, assembly, or system or manuals as appropriate for the quantity would likely have been inspected or of data to be provided. functionally tested for integrity while (b) The format of the manual or manuals in service. Such wear or distress must must provide for a practical arrangement. have corrective action implemented A33.3 CONTENT through a design change, a change to maintenance instructions, or oper- The contents of the manual or manuals ational procedures before ETOPS eligi- must be prepared in the English language. bility is granted. The type and fre- The Instructions for Continued Airworthi- ness must contain the following manuals or quency of wear and distress that occurs sections, as appropriate, and information: during the engine test must be con- (a) Engine Maintenance Manual or Section. sistent with the type and frequency of (1) Introduction information that includes an wear and distress that would be ex- explanation of the engine’s features and data pected to occur on ETOPS eligible en- to the extent necessary for maintenance or gines. preventive maintenance. (f) An alternative mission cycle en- (2) A detailed description of the engine and durance test that provides an equiva- its components, systems, and installations. (3) Installation instructions, including lent demonstration of the unbalance proper procedures for uncrating, and vibration specified in paragraph (c) deinhibiting, acceptance checking, lifting, of this section may be used when ap- and attaching accessories, with any nec- proved by the FAA. essary checks.

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(4) Basic control and operating information (8) A list of tools needed for overhaul. describing how the engine components, sys- (c) ETOPS Requirements. For an applicant tems, and installations operate, and informa- seeking eligibility for an engine to be in- tion describing the methods of starting, run- stalled on an airplane approved for ETOPS, ning, testing, and stopping the engine and its the Instructions for Continued Airworthiness parts including any special procedures and must include procedures for engine condition limitations that apply. monitoring. The engine condition moni- (5) Servicing information that covers de- toring procedures must be able to determine tails regarding servicing points, capacities of tanks, reservoirs, types of fluids to be used, prior to flight, whether an engine is capable pressures applicable to the various systems, of providing, within approved engine oper- locations of lubrication points, lubricants to ating limits, maximum continuous power or be used, and equipment required for serv- thrust, bleed air, and power extraction re- icing. quired for a relevant engine inoperative di- (6) Scheduling information for each part of version. For an engine to be installed on a the engine that provides the recommended two-engine airplane approved for ETOPS, the periods at which it should be cleaned, in- engine condition monitoring procedures spected, adjusted, tested, and lubricated, and must be validated before ETOPS eligibility the degree of inspection the applicable wear is granted. tolerances, and work recommended at these periods. However, the applicant may refer to A33.4 airworthiness limitations section an accessory, instrument, or equipment manufacturer as the source of this informa- The Instructions for Continued Airworthi- tion if the applicant shows that the item has ness must contain a section titled Airworthi- an exceptionally high degree of complexity ness Limitations that is segregated and requiring specialized maintenance tech- clearly distinguishable from the rest of the niques, test equipment, or expertise. The rec- manual. ommended overhaul periods and necessary (a) For all engines: cross references to the Airworthiness Limi- (1) The Airworthiness Limitations section tations section of the manual must also be must set forth each mandatory replacement included. In addition, the applicant must in- time, inspection interval, and related proce- clude an inspection program that includes dure required for type certification. If the In- the frequency and extent of the inspections structions for Continued Airworthiness con- necessary to provide for the continued air- sist of multiple documents, the section re- worthiness of the engine. quired under this paragraph must be in- (7) Troubleshooting information describing cluded in the principal manual. probable malfunctions, how to recognize those malfunctions, and the remedial action (2) This section must contain a legible for those malfunctions. statement in a prominent location that (8) Information describing the order and reads: ‘‘The Airworthiness Limitations sec- method of removing the engine and its parts tion is FAA approved and specifies mainte- and replacing parts, with any necessary pre- nance required under §§ 43.16 and 91.403 of cautions to be taken. Instructions for proper Title 14 of the Code of Federal Regulations ground handling, crating, and shipping must unless an alternative program has been FAA also be included. approved.’’ (9) A list of the tools and equipment nec- (b) For rotorcraft engines having 30-second essary for maintenance and directions as to OEI and 2-minute OEI ratings: their method of use. (1) The Airworthiness Limitations section (b) Engine Overhaul Manual or Section. (1) must also prescribe the mandatory post- Disassembly information including the order flight inspections and maintenance actions and method of disassembly for overhaul. associated with any use of either 30-second (2) Cleaning and inspection instructions OEI or 2-minute OEI ratings. that cover the materials and apparatus to be used and methods and precautions to be (2) The applicant must validate the ade- taken during overhaul. Methods of overhaul quacy of the inspections and maintenance inspection must also be included. actions required under paragraph (b)(1) of (3) Details of all fits and clearances rel- this section A33.4. evant to overhaul. (3) The applicant must establish an in-serv- (4) Details of repair methods for worn or ice engine evaluation program to ensure the otherwise substandard parts and components continued adequacy of the instructions for along with the information necessary to de- mandatory post-flight inspections and main- termine when replacement is necessary. tenance actions prescribed under paragraph (5) The order and method of assembly at (b)(1) of this section A33.4 and of the data for overhaul. § 33.5(b)(4) pertaining to power availability. (6) Instructions for testing after overhaul. The program must include service engine (7) Instructions for storage preparation, including any storage limits.

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tests or equivalent service engine test expe- centrations and size distributions of rain and rience on engines of similar design and eval- hail for establishing certification, in accord- uations of service usage of the 30-second OEI ance with the requirements of § 33.78(a)(2). In or 2-minute OEI ratings. conducting tests, normally by spraying liq- [Amdt. 33–9, 45 FR 60181, Sept. 11, 1980, as uid water to simulate rain conditions and by amended by Amdt. 33–13, 54 FR 34330, Aug. 18, delivering hail fabricated from ice to simu- 1989; Amdt. 33–21, 72 FR 1878, Jan. 16, 2007; late hail conditions, the use of water drop- Amdt. 33–25, 73 FR 48124, Aug. 18, 2008] lets and hail having shapes, sizes and distributions of sizes other than those defined APPENDIX B TO PART 33—CERTIFICATION in this appendix B, or the use of a single size STANDARD ATMOSPHERIC CON- or shape for each water droplet or hail, can CENTRATIONS OF RAIN AND HAIL be accepted, provided that applicant shows that the substitution does not reduce the se- Figure B1, Table B1, Table B2, Table B3, verity of the test. and Table B4 specify the atmospheric con-

TABLE B1—CERTIFICATION STANDARD TABLE B2—CERTIFICATION STANDARD ATMOSPHERIC RAIN CONCENTRATIONS ATMOSPHERIC HAIL CONCENTRATIONS

Altitude (feet) Rain water content (RWC) Altitude (feet) Hail water content (HWC) (grams water/meter 3 air) (grams water/meter 3 air)

0 ...... 20.0 0 ...... 6.0 20,000 ...... 20.0 7,300 ...... 8.9 26,300 ...... 15.2 8,500 ...... 9.4 32,700 ...... 10.8 10,000 ...... 9.9 39,300 ...... 7.7 12,000 ...... 10.0 46,000 ...... 5.2 15,000 ...... 10.0 16,000 ...... 8.9 RWC values at other altitudes may be determined by linear interpolation. 17,700 ...... 7.8 NOTE: Source of data—Results of the Aerospace Industries 19,300 ...... 6.6 Association (AIA) Propulsion Committee Study, Project PC 21,500 ...... 5.6 338–1, June 1990. 24,300 ...... 4.4 29,000 ...... 3.3 46,000 ...... 0.2 HWC values at other altitudes may be determined by linear interpolation. The hail threat below 7,300 feet and above 29,000 feet is based on linearly extrapolated data.

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NOTE: Source of data—Results of the Aerospace Industries TABLE B4—CERTIFICATION STANDARD Association (AIA Propulsion Committee (PC) Study, Project PC 338–1, June 1990. ATMOSPHERIC HAIL SIZE DISTRIBUTION

Hail diameter (mm) Contribution total HWC (%) TABLE B3—CERTIFICATION STANDARD ATMOS- PHERIC RAIN DROPLET SIZE DISTRIBUTION 0–4.9 ...... 0 5.0–9.9 ...... 17.00 Rain droplet diameter (mm) Contribution total RWC (%) 10.0–14.9 ...... 25.00 15.0–19.9 ...... 22.50 0–0.49 ...... 0 20.0–24.9 ...... 16.00 0.50–0.99 ...... 2.25 25.0–29.9 ...... 9.75 1.00–1.49 ...... 8.75 30.0–34.9 ...... 4.75 1.50–1.99 ...... 16.25 35.0–39.9 ...... 2.50 40.0–44.9 ...... 1.50 2.00–2.49 ...... 19.00 45.0–49.9 ...... 0.75 2.50–2.99 ...... 17.75 50.0–55.0 ...... 0.25 3.00–3.49 ...... 13.50 3.50–3.99 ...... 9.50 Total ...... 100.00 4.00–4.49 ...... 6.00 Median diameter of hail is 16 mm 4.50–4.99 ...... 3.00 NOTE: Source of data—Results of the Aerospace Industries 5.00–5.49 ...... 2.00 Association (AIA Propulsion Committee (PC) Study, Project 5.50–5.99 ...... 1.25 PC 338–1, June 1990. 6.00–6.49 ...... 0.50 6.50–7.00 ...... 0.25 [Doc. No. 28652, 63 FR 14799, Mar. 26, 1998]

Total ...... 100.00 APPENDIX C TO PART 33 [RESERVED] Median diameter of rain droplets in 2.66 mm NOTE: Source of data—Results of the Aerospace Industries APPENDIX D TO PART 33—MIXED PHASE Association (AIA Propulsion Committee (PC) Study, Project AND ICE CRYSTAL ICING ENVELOPE PC 338–1, June 1990. (DEEP CONVECTIVE CLOUDS) The ice crystal icing envelope is depicted in Figure D1 of this Appendix.

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Within the envelope, total water content of 17.4 nautical miles. Figure D2 of this Ap- (TWC) in g/m3 has been determined based pendix displays TWC for this distance over a upon the adiabatic lapse defined by the con- range of ambient temperature within the vective rise of 90% relative humidity air boundaries of the ice crystal envelope speci- from sea level to higher altitudes and scaled fied in Figure D1 of this Appendix. by a factor of 0.65 to a standard cloud length

Ice crystal size median mass dimension TABLE 1—SUPERCOOLED LIQUID PORTION OF (MMD) range is 50–200 microns (equivalent TWC—Continued spherical size) based upon measurements near convective storm cores. Temperature range— Horizontal cloud LWC— The TWC can be treated as completely gla- deg C length—nautical miles g/m3 ciated (ice crystal) except as noted in the ¥ ≤ Table 1 of this Appendix. 0 to 20 ...... Indefinite ...... 0.5 < ¥20 ...... 0 TABLE 1—SUPERCOOLED LIQUID PORTION OF TWC The TWC levels displayed in Figure D2 of this Appendix represent TWC values for a Temperature range— Horizontal cloud LWC— standard exposure distance (horizontal cloud deg C length—nautical miles g/m3 length) of 17.4 nautical miles that must be 0 to ¥20 ...... ≤50 ...... ≤1.0 adjusted with length of icing exposure.

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[Amdt. 33–34, 79 FR 65538, Nov. 4, 2014] 34.21 Standards for exhaust emissions. 34.23 Exhaust Emission Standards for En- PART 34—FUEL VENTING AND EX- gines Manufactured on and after July 18, HAUST EMISSION REQUIREMENTS 2012. FOR TURBINE ENGINE POWERED Subpart D—Exhaust Emissions (In-Use AIRPLANES Aircraft Gas Turbine Engines)

Subpart A—General Provisions 34.30 Applicability. 34.31 Standards for exhaust emissions. Sec. 34.1 Definitions. Subpart E—Certification Provisions 34.2 Abbreviations. 34.3 General requirements. 34.48 Derivative engines for emissions cer- 34.4 [Reserved] tification purposes. 34.5 Special test procedures. 34.6 Aircraft safety. Subpart F [Reserved] 34.7 Exemptions. 34.9 Exceptions. Subpart G—Test Procedures for Engine Ex- haust Gaseous Emissions (Aircraft and Subpart B—Engine Fuel Venting Emissions Aircraft Gas Turbine Engines) (New and In-Use Aircraft Gas Turbine Engines) 34.60 Introduction. 34.61–34.71 [Reserved] 34.10 Applicability. 34.11 Standard for fuel venting emissions. AUTHORITY: 42 U.S.C. 4321 et seq., 7572; 49 U.S.C. 106(g), 40113, 44701–44702, 44704, 44714. Subpart C—Exhaust Emissions (New Aircraft Gas Turbine Engines) SOURCE: Docket No. 25613, 55 FR 32861, Aug. 10, 1990, unless otherwise noted. 34.20 Applicability.

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