Voglio sapere a riguardo di…

lotter on DSK11XQN23PROD with RULES3

Federal Register / Vol. 86, No. 184 / Monday, September 27, 2021 / Rules and Regulations Comment Summary: Textron recommended that the FAA add rated takeoff power to the required engine ratings and operating limits in Special Condition no. 2.
FAA Response: The FAA agrees and has added rated takeoff power to the engine ratings and operating limits in final Special Condition no. 2.
Comment Summary: TCCA suggested that the engine ratings and operating limits not be limited to those proposed in Special Condition no. 2a. TCCA
recommended adding a statement that requires magniX to include any other ratings or limitations that are necessary for the safe operation of the engine.
FAA Response: The engine ratings and operating limits that Special Condition no. 2 requires are based on existing aircraft engine technologies.
However, electric engine technology is new to aviation. The FAA has modified Special Condition no. 2 to require additional ratings if they are determined to be necessary for the safe operation of the engine.
Comment Summary: TCCA asked why the FAA did not mandate that the applicant comply with 14 CFR 33.7d within Special Condition no. 2.
Similarly, AIAB commented that Special Condition no. 2 should mandate compliance with 14 CFR 33.7d, since the electric motor can be affected by the accuracy of the engine control system and instrumentation.
FAA Response: The FAA does not agree with the comment. Special Condition no. 1 requires that the proposed design complies with 33.7a, 33.7d, as those requirements are not expressly and explicitly applicable only to reciprocating and turbine engines. The FAA did not change Special Condition no. 2 as a result of these comments.
Comment Summary: TCCA stated that Special Condition no. 2, as proposed, provided requirements in addition to 33.7a, and then proceeds to replace all of the 33.7 details with Special Condition no. 2 requirements. TCCA
stated the replacement of 33.7 with Special Condition no. 2, as proposed, removes the determination by the FAA, as well as the concept of any other information found necessary for the safe operation of the engine. TCCA
indicated that 33.7, combined with 33.8, should be referenced in the special condition to provide the essential cornerstone for establishing aircraft performance based on installed rated power.
FAA Response: The FAA does not agree with the comment. Special Condition no. 1 requires that the proposed design complies with
VerDate Sep<11>2014

19:16 Sep 24, 2021

Jkt 253001

33.7a, 33.7d, and 33.8. Special Condition no. 2 provides requirements in addition to those in 33.7a. The concern stated by TCCA is remedied by the inclusion of 33.7a, 33.7d, and 33.8 within Special Condition no. 1. No change was made to this special condition as a result of the comment.
Comment Summary: Regarding the reference to duty cycle in proposed Special Condition no. 2b, and the rating singular at that duty cycle, TCCA recommended that the FAA
clarify whether the duty cycle corresponds to a flight cycle, a series of flights, or an engine test cycle.
FAA Response: The term duty cycle in Special Condition no. 2 is an engine rating that declares a performance capability for the loads that will be imposed on the magniX engines. These capabilities are determined by tests that may include starting, no-load and rest, de-energized periods and their durations or cycles, and sequence. The FAA made no changes to the special condition as a result of the comment.
Comment Summary: TCCA
commented that proposed Special Condition no. 2 omitted consideration of electric engines capability to regenerate electrical power. TCCA
recommended that the special conditions provide design, construction, and testing that demonstrate this new capability, while acknowledging that this issue is partially addressed by Special Condition no. 31 Operation with a variable pitch propeller.
FAA Response: Although electric engines are capable of regenerating electrical power, these special conditions apply only to the magniX
engine designs, which are not intended to provide electrical power to an aircraft. Therefore the FAA did not change these special conditions as a result of this comment.
Comment Summary: TCCA suggested that the Special Condition no. 10 should be modified to include the following: If any electrical power is supplied from the aircraft to the engine control system for powering on and operating the engine, the need for and the characteristics of this electrical power, including transient and steady-state voltage limits, must be identified and declared in the engine installation manual.
FAA Response: The FAA modified Special Condition no. 2 as a result of Wisks comment and TCCAs comment for Special Condition no. 10. The change requires the applicant to establish ratings and operating limits for power-supply requirements, which include voltage and current, to be
PO 00000

Frm 00005

Fmt 4701

Sfmt 4700

53511

included in the type certificate data sheet.
Comment Summary: TCCA stated that Special Condition nos. 2a1 and 2a2 address power and time limits and asked if the limits are based on an expected power supply and whether the power supply will be part of the baseline configuration. TCCA
recommended including another special condition explaining how the powersupply characteristics will be addressed in the declaration of power ratings and operational limits.
FAA Response: The term power, as used in Special Condition nos. 2a1
and 2a2, refers to engine shaft horsepower. Special Condition no. 2 has been modified to include the terms shaft power and rated takeoff power.
Comment Summary: TCCA suggested that the FAA modify Special Condition no. 2 to require the propeller overspeed limit to be defined in the engine installation manual for situations involving propeller control malfunctions. TCCA recommended that the FAA add a special condition that requires a get-home capability.
FAA Response: The FAA does not agree with the comment. The propeller has its own type certificate, documented ratings, and operating limits, including an overspeed limit. These engines will also have their own ratings and operating limits, including an overspeed limit. Propeller overspeed protection will be managed using the engine and propeller installation manuals declared ratings and operating limits. The FAA
made no changes to the special condition as a result of the comment.
Comment Summary: TCCA
recommended incorporating the following text to the special conditions:
Each selected rating must be for the lowest power that all engines of the same type may produce under the conditions used to determine that rating at all times between overhaul periods or other maintenance.
FAA Response: Special Condition no.
1 includes a requirement for magniX to comply with 14 CFR 33.8, so the existing requirement in part 33 is applicable to these engines. Special Condition no. 29 Teardown inspection requires the engine to be within service limits and eligible for continued operation in accordance with the information submitted for showing compliance with 33.4, Instructions for Continued Airworthiness. Therefore, these special conditions address the recommendation by TCCA. The FAA
made no changes to the special condition as a result of the comment.

E:FRFM27SER3.SGM

27SER3