STANDARDS: AIRCRAFT ENGINES - U.S. Government … · VerDate 1299 01:29 Feb 03, ... SOURCE: Docket...

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Federal Aviation Administration, DOT Pt. 33

(c) The applicant must submit to the FAAa program to show how changes to the In-structions for Continued Airworthiness madeby the applicant or by the manufacturers ofballoon parts will be distributed.

A31.2 FORMAT

(a) The Instructions for Continued Air-worthiness must be in the form of a manualor manuals as appropriate for the quantityof data to be provided.

(b) The format of the manual or manualsmust provide for a practical arrangement.

A31.3 CONTENT

The contents of the manual or manualsmust be prepared in the English language.The Instructions for Continued Airworthi-ness must contain the following information:

(a) Introduction information that includesan explanation of the balloon’s features anddata to the extent necessary for mainte-nance or preventive maintenance.

(b) A description of the balloon and its sys-tems and installations.

(c) Basic control and operation informa-tion for the balloon and its components andsystems.

(d) Servicing information that covers de-tails regarding servicing of balloon compo-nents, including burner nozzles, fuel tanks,and valves during operations.

(e) Maintenance information for each partof the balloon and its envelope, controls, rig-ging, basket structure, fuel systems, instru-ments, and heater assembly that providesthe recommended periods at which theyshould be cleaned, adjusted, tested, and lu-bricated, the applicable wear tolerances, andthe degree of work recommended at these pe-riods. However, the applicant may refer toan accessory, instrument, or equipmentmanufacturer as the source of this informa-tion if the applicant shows that the item hasan exceptionally high degree of complexityrequiring specialized maintenance tech-niques, test equipment, or expertise. The rec-ommended overhaul periods and necessarycross references to the Airworthiness Limi-tations section of the manual must also beincluded. In addition, the applicant must in-clude an inspection program that includesthe frequency and extent of the inspectionsnecessary to provide for the continued air-worthiness of the balloon.

(f) Troubleshooting information describingprobable malfunctions, how to recognizethose malfunctions, and the remedial actionfor those malfunctions.

(g) Details of what, and how, to inspectafter a hard landing.

(h) Instructions for storage preparation in-cluding any storage limits.

(i) Instructions for repair on the balloonenvelope and its basket or trapeze.

A31.4 AIRWORTHINESS LIMITATIONS SECTION

The Instructions for Continued Airworthi-ness must contain a section titled Airworthi-ness Limitations that is segregated andclearly distinguishable from the rest of thedocument. This section must set forth eachmandatory replacement time, structural in-spection interval, and related structural in-spection procedure, including envelope struc-tural integrity, required for type certifi-cation. If the Instructions for Continued Air-worthiness consist of multiple documents,the section required by this paragraph mustbe included in the principal manual. Thissection must contain a legible statement ina prominent location that reads: ‘‘The Air-worthiness Limitations section is FAA ap-proved and specifies maintenance requiredunder §§ 43.16 and 91.403 of the Federal Avia-tion Regulations.’’

[Amdt. 31–4, 45 FR 60180, Sept. 11, 1980, asamended by Amdt. 31–5, 54 FR 34330, Aug. 18,1989]

PART 33—AIRWORTHINESSSTANDARDS: AIRCRAFT ENGINES

Subpart A—General

Sec.33.1 Applicability.33.3 General.33.4 Instructions for Continued Airworthi-

ness.33.5 Instruction manual for installing and

operating the engine.33.7 Engine ratings and operating limita-

tions.33.8 Selection of engine power and thrust

ratings.

Subpart B—Design and Construction;General

33.11 Applicability.33.13 [Reserved]33.14 Start-stop cyclic stress (low-cycle fa-

tigue).33.15 Materials.33.17 Fire prevention.33.19 Durability.33.21 Engine cooling.33.23 Engine mounting attachments and

structure.33.25 Accessory attachments.33.27 Turbine, compressor, fan, and turbo-

supercharger rotors.33.28 Electrical and electronic engine con-

trol systems.33.29 Instrument connection.

Subpart C—Design and Construction;Reciprocating Aircraft Engines

33.31 Applicability.

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14 CFR Ch. I (1–1–99 Edition) § 33.1

33.33 Vibration.33.35 Fuel and induction system.33.37 Ignition system.33.39 Lubrication system.

Subpart D—Block Tests; ReciprocatingAircraft Engines

33.41 Applicability.33.42 General.33.43 Vibration test.33.45 Calibration tests.33.47 Detonation test.33.49 Endurance test.33.51 Operation test.33.53 Engine component tests.33.55 Teardown inspection.33.57 General conduct of block tests.

Subpart E—Design and Construction;Turbine Aircraft Engines

33.61 Applicability.33.62 Stress analysis.33.63 Vibration.33.65 Surge and stall characteristics.33.66 Bleed air system.33.67 Fuel system.33.68 Induction system icing.33.69 Ignitions system.33.71 Lubrication system.33.72 Hydraulic actuating systems.33.73 Power or thrust response.33.74 Continued rotation.33.75 Safety analysis.33.77 Foreign object ingestion.33.78 Rain and hail ingestion.33.79 Fuel burning thrust augmentor.

Subpart F—Block Tests; Turbine AircraftEngines

33.81 Applicability.33.82 General.33.83 Vibration test.33.85 Calibration tests.33.87 Endurance test.33.88 Engine overtemperature test.33.89 Operation test.33.90 Initial maintenance inspection.33.91 Engine component tests.33.92 Rotor locking tests.33.93 Teardown inspection.33.94 Blade containment and rotor unbal-

ance tests.33.95 Engine-propeller systems tests.33.96 Engine tests in auxiliary power unit

(APU) mode.33.97 Thrust reversers.33.99 General conduct of block tests.

APPENDIX A TO PART 33—INSTRUCTIONS FORCONTINUED AIRWORTHINESS

APPENDIX B TO PART 33—CERTIFICATIONSTANDARD ATMOSPHERIC CONCENTRATIONSOF RAIN AND HAIL

AUTHORITY: 49 U.S.C. 106(g), 40113, 44701–44702, 44704.

SOURCE: Docket No. 3025, 29 FR 7453, June10, 1964, unless otherwise noted.

NOTE: For miscellaneous amendments tocross references in this Part 33, see Amdt. 33–2, 31 FR 9211, July 6, 1966.

Subpart A—General

§ 33.1 Applicability.

(a) This part prescribes airworthinessstandards for the issue of type certifi-cates and changes to those certificates,for aircraft engines.

(b) Each person who applies underpart 21 for such a certificate or changemust show compliance with the appli-cable requirements of this part and theapplicable requirements of part 34 ofthis chapter.

[Amdt. 33–7, 41 FR 55474, Dec. 20, 1976, asamended by Amdt. 33–14, 55 FR 32861, Aug. 10,1990]

§ 33.3 General.

Each applicant must show that theaircraft engine concerned meets theapplicable requirements of this part.

§ 33.4 Instructions for Continued Air-worthiness.

The applicant must prepare Instruc-tions for Continued Airworthiness inaccordance with appendix A to thispart that are acceptable to the Admin-istrator. The instructions may be in-complete at type certification if a pro-gram exists to ensure their completionprior to delivery of the first aircraftwith the engine installed, or uponissuance of a standard certificate ofairworthiness for the aircraft with theengine installed, whichever occurslater.

[Amdt. 33–9, 45 FR 60181, Sept. 11, 1980]

§ 33.5 Instruction manual for installingand operating the engine.

Each applicant must prepare andmake available to the Administratorprior to the issuance of the type cer-tificate, and to the owner at the timeof delivery of the engine, approved in-structions for installing and operatingthe engine. The instructions must in-clude at least the following:


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Federal Aviation Administration, DOT § 33.7

(a) Installation instructions. (1) The lo-cation of engine mounting attach-ments, the method of attaching the en-gine to the aircraft, and the maximumallowable load for the mounting at-tachments and related structure.

(2) The location and description ofengine connections to be attached toaccessories, pipes, wires, cables, ducts,and cowling.

(3) An outline drawing of the engineincluding overall dimensions.

(b) Operation instructions. (1) The op-erating limitations established by theAdministrator.

(2) The power or thrust ratings andprocedures for correcting for nonstand-ard atmosphere.

(3) The recommended procedures,under normal and extreme ambientconditions for—

(i) Starting;(ii) Operating on the ground; and(iii) Operating during flight.

[Amdt. 33–6, 39 FR 35463, Oct. 1, 1974, asamended by Amdt. 33–9, 45 FR 60181, Sept. 11,1980]

§ 33.7 Engine ratings and operatinglimitations.

(a) Engine ratings and operating lim-itations are established by the Admin-istrator and included in the engine cer-tificate data sheet specified in § 21.41 ofthis chapter, including ratings and lim-itations based on the operating condi-tions and information specified in thissection, as applicable, and any otherinformation found necessary for safeoperation of the engine.

(b) For reciprocating engines, ratingsand operating limitations are estab-lished relating to the following:

(1) Horsepower or torque, r.p.m.,manifold pressure, and time at criticalpressure altitude and sea level pressurealtitude for—

(i) Rated maximum continuous power(relating to unsupercharged operationor to operation in each superchargermode as applicable); and

(ii) Rated takeoff power (relating tounsupercharged operation or to oper-ation in each supercharger mode as ap-plicable).

(2) Fuel grade or specification.(3) Oil grade or specification.(4) Temperature of the—(i) Cylinder;

(ii) Oil at the oil inlet; and(iii) Turbosupercharger turbine wheel

inlet gas.(5) Pressure of—(i) Fuel at the fuel inlet; and(ii) Oil at the main oil gallery.(6) Accessory drive torque and over-

hang moment.(7) Component life.(8) Turbosupercharger turbine wheel

r.p.m.(c) For turbine engines, ratings and

operating limitations are establishedrelating to the following:

(1) Horsepower, torque, or thrust,r.p.m., gas temperature, and time for—

(i) Rated maximum continuous poweror thrust (augmented);

(ii) Rated maximum continuouspower or thrust (unaugmented);

(iii) Rated takeoff power or thrust(augmented);

(iv) Rated takeoff power or thrust(unaugmented);

(v) Rated 30-minute OEI power;(vi) Rated 21⁄2-minute OEI power;(vii) Rated continuous OEI power;

and(viii) Rated 2-minute OEI Power;(ix) Rated 30-second OEI power; and(x) Auxiliary power unit (APU) mode

of operation.(2) Fuel designation or specification.(3) Oil grade or specification.(4) Hydraulic fluid specification.(5) Temperature of—(i) Oil at a location specified by the

applicant;(ii) Induction air at the inlet face of

a supersonic engine, including steadystate operation and transient over-temperature and time allowed;

(iii) Hydraulic fluid of a supersonicengine;

(iv) Fuel at a location specified bythe applicant; and

(v) External surfaces of the engine, ifspecified by the applicant.

(6) Pressure of—(i) Fuel at the fuel inlet;(ii) Oil at a location specified by the

applicant;(iii) Induction air at the inlet face of

a supersonic engine, including steadystate operation and transient over-pressure and time allowed; and

(iv) Hydraulic fluid.(7) Accessory drive torque and over-

hang moment.


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14 CFR Ch. I (1–1–99 Edition) § 33.8

(8) Component life.(9) Fuel filtration.(10) Oil filtration.(11) Bleed air.(12) The number of start-stop stress

cycles approved for each rotor disc andspacer.

(13) Inlet air distortion at the engineinlet.

(14) Transient rotor shaft overspeedr.p.m., and number of overspeed occur-rences.

(15) Transient gas overtemperature,and number of overtemperature occur-rences.

(16) For engines to be used in super-sonic aircraft, engine rotorwindmilling rotational r.p.m.

[Amdt. 33–6, 39 FR 35463, Oct. 1, 1974, asamended by Amdt. 33–10, 49 FR 6850, Feb. 23,1984; Amdt. 33–11, 51 FR 10346, Mar. 25, 1986;Amdt. 33–12, 53 FR 34220, Sept. 2, 1988; Amdt.33–18, 61 FR 31328, June 19, 1996]

§ 33.8 Selection of engine power andthrust ratings.

(a) Requested engine power andthrust ratings must be selected by theapplicant.

(b) Each selected rating must be forthe lowest power or thrust that all en-gines of the same type may be expectedto produce under the conditions used todetermine that rating.

[Amdt. 33–3, 32 FR 3736, Mar. 4, 1967]

Subpart B—Design andConstruction; General

§ 33.11 Applicability.This subpart prescribes the general

design and construction requirementsfor reciprocating and turbine aircraftengines.

§ 33.13 [Reserved]

§ 33.14 Start-stop cyclic stress (low-cycle fatigue).

By a procedure approved by the FAA,operating limitations must be estab-lished which specify the maximum al-lowable number of start-stop stress cy-cles for each rotor structural part(such as discs, spacers, hubs, and shaftsof the compressors and turbines), thefailure of which could produce a hazardto the aircraft. A start-stop stresscycle consists of a flight cycle profile

or an equivalent representation of en-gine usage. It includes starting the en-gine, accelerating to maximum ratedpower or thrust, decelerating, and stop-ping. For each cycle, the rotor struc-tural parts must reach stabilized tem-perature during engine operation at amaximum rate power or thrust andafter engine shutdown, unless it isshown that the parts undergo the samestress range without temperature sta-bilization.

[Amdt. 33–10, 49 FR 6850, Feb. 23, 1984]

§ 33.15 Materials.The suitability and durability of ma-

terials used in the engine must—(a) Be established on the basis of ex-

perience or tests; and(b) Conform to approved specifica-

tions (such as industry or militaryspecifications) that ensure their havingthe strength and other properties as-sumed in the design data.Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49U.S.C. 1655(c))

[Amdt. 33–8, 42 FR 15047, Mar. 17, 1977, asamended by Amdt. 33–10, 49 FR 6850, Feb. 23,1984]

§ 33.17 Fire prevention.(a) The design and construction of

the engine and the materials used mustminimize the probability of the occur-rence and spread of fire. In addition,the design and construction of turbineengines must minimize the probabilityof the occurrence of an internal firethat could result in structural failure,overheating, or other hazardous condi-tions.

(b) Except as provided in paragraphs(c), (d), and (e) of this section, each ex-ternal line, fitting, and other compo-nent, which contains or conveys flam-mable fluid must be fire resistant.Components must be shielded or lo-cated to safeguard against the ignitionof leaking flammable fluid.

(c) Flammable fluid tanks and sup-ports which are part of and attached tothe engine must be fireproof or be en-closed by a fireproof shield unless dam-age by fire to any non-fireproof partwill not cause leakage or spillage offlammable fluid. For a reciprocatingengine having an integral oil sump ofless than 25-quart capacity, the oil


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sump need not be fireproof nor be en-closed by fireproof shield.

(d) For turbine engines type certifi-cated for use in supersonic aircraft,each external component which con-veys or contains flammable fluid mustbe fireproof.

(e) Unwanted accumulation of flam-mable fluid and vapor must be pre-vented by draining and venting.Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49U.S.C. 1655(c))

[Amdt. 33–6, 39 FR 35464, Oct. 1, 1974, asamended by Amdt. 33–8, 42 FR 15047, Mar. 17,1977; Amdt. 33–10, 49 FR 6850, Feb. 23, 1984]

§ 33.19 Durability.(a) Engine design and construction

must minimize the development of anunsafe condition of the engine betweenoverhaul periods. The design of thecompressor and turbine rotor casesmust provide for the containment ofdamage from rotor blade failure. En-ergy levels and trajectories of frag-ments resulting from rotor blade fail-ure that lie outside the compressor andturbine rotor cases must be defined.

(b) Each component of the propellerblade pitch control system which is apart of the engine type design mustmeet the requirements of § 35.42 of thischapter.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–9, 45 FR 60181, Sept. 11,1980; Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.21 Engine cooling.Engine design and construction must

provide the necessary cooling underconditions in which the airplane is ex-pected to operate.

§ 33.23 Engine mounting attachmentsand structure.

(a) The maximum allowable limitand ultimate loads for engine mount-ing attachments and related enginestructure must be specified.

(b) The engine mounting attach-ments and related engine structuremust be able to withstand—

(1) The specified limit loads withoutpermanent deformation; and

(2) The specified ultimate loads with-out failure, but may exhibit permanentdeformation.

[Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.25 Accessory attachments.The engine must operate properly

with the accessory drive and mountingattachments loaded. Each engine ac-cessory drive and mounting attach-ment must include provisions for seal-ing to prevent contamination of, or un-acceptable leakage from, the engine in-terior. A drive and mounting attach-ment requiring lubrication for externaldrive splines, or coupling by engine oil,must include provisions for sealing toprevent unacceptable loss of oil and toprevent contamination from sourcesoutside the chamber enclosing thedrive connection. The design of the en-gine must allow for the examination,adjustment, or removal of each acces-sory required for engine operation.

[Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.27 Turbine, compressor, fan, andturbosupercharger rotors.

(a) Turbine, compressor, fan, and tur-bosupercharger rotors must have suffi-cient strength to withstand the testconditions specified in paragraph (c) ofthis section.

(b) The design and functioning of en-gine control devices, systems, and in-struments must give reasonable assur-ance that those engine operating limi-tations that affect turbine, compressor,fan, and turbosupercharger rotor struc-tural integrity will not be exceeded inservice.

(c) The most critically stressed rotorcomponent (except blades) of each tur-bine, compressor, and fan, including in-tegral drum rotors and centrifugalcompressors in an engine or turbo-supercharger, as determined by analy-sis or other acceptable means, must betested for a period of 5 minutes—

(1) At its maximum operating tem-perature, except as provided in para-graph (c)(2)(iv) of this section; and

(2) At the highest speed of the follow-ing, as applicable:

(i) 120 percent of its maximum per-missible r.p.m. if tested on a rig andequipped with blades or blade weights.

(ii) 115 percent of its maximum per-missible r.p.m. if tested on an engine.

(iii) 115 percent of its maximum per-missible r.p.m. if tested on turbo-supercharger driven by a hot gas sup-ply from a special burner rig.


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14 CFR Ch. I (1–1–99 Edition) § 33.28

(iv) 120 percent of the r.p.m. atwhich, while cold spinning, it is subjectto operating stresses that are equiva-lent to those induced at the maximumoperating temperature and maximumpermissible r.p.m.

(v) 105 percent of the highest speedthat would result from failure of themost critical component or system in arepresentative installation of the en-gine.

(vi) The highest speed that would re-sult from the failure of any componentor system in a representative installa-tion of the engine, in combination withany failure of a component or systemthat would not normally be detectedduring a routine preflight check or dur-ing normal flight operation.Following the test, each rotor must bewithin approved dimensional limits foran overspeed condition and may not becracked.

[Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.28 Electrical and electronic enginecontrol systems.

Each control system which relies onelectrical and electronic means for nor-mal operation must:

(a) Have the control system descrip-tion, the percent of available power ortrust controlled in both normal oper-ation and failure conditions, and therange of control of other controlledfunctions, specified in the instructionmanual required by § 33.5 for the en-gine;

(b) Be designed and constructed sothat any failure of aircraft-suppliedpower or data will not result in an un-acceptable change in power or thrust,or prevent continued safe operation ofthe engine;

(c) Be designed and constructed sothat no single failure or malfunction,or probable combination of failures ofelectrical or electronic components ofthe control system, results in an un-safe condition;

(d) Have environmental limits, in-cluding transients caused by lightningstrikes, specified in the instructionmanual; and

(e) Have all associated software de-signed and implemented to prevent er-rors that would result in an unaccept-able loss of power or thrust, or otherunsafe condition, and have the method

used to design and implement the soft-ware approved by the Administrator.

[Doc. No. 24466, 58 FR 29095, May 18, 1993]

§ 33.29 Instrument connection.

(a) Unless it is constructed to pre-vent its connection to an incorrect in-strument, each connection provided forpowerplant instruments required byaircraft airworthiness regulations ornecessary to insure operation of the en-gine in compliance with any enginelimitation must be marked to identifyit with its corresponding instrument.

(b) A connection must be provided oneach turbojet engine for an indicatorsystem to indicate rotor system unbal-ance.

(c) Each rotorcraft turbine enginehaving a 30-second OEI rating and a 2-minute OEI rating must have a provi-sion for a means to:

(1) Alert the pilot when the engine isat the 30-second OEI and the 2-minuteOEI power levels, when the event be-gins, and when the time interval ex-pires;

(2) Determine, in a positive manner,that the engine has been operated ateach rating; and

(3) Automatically record each usageand duration of power at each rating.

[Amdt. 33–5, 39 FR 1831, Jan. 15, 1974, asamended by Amdt. 33–6, 39 FR 35465, Oct. 1,1974; Amdt. 33–18, 61 FR 31328, June 19, 1996]

Subpart C—Design and Construc-tion; Reciprocating AircraftEngines

§ 33.31 Applicability.

This subpart prescribes additional de-sign and construction requirements forreciprocating aircraft engines.

§ 33.33 Vibration.

The engine must be designed and con-structed to function throughout itsnormal operating range of crankshaftrotational speeds and engine powerswithout inducing excessive stress inany of the engine parts because of vi-bration and without imparting exces-sive vibration forces to the aircraftstructure.


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§ 33.35 Fuel and induction system.(a) The fuel system of the engine

must be designed and constructed tosupply an appropriate mixture of fuelto the cylinders throughout the com-plete operating range of the engineunder all flight and atmospheric condi-tions.

(b) The intake passages of the enginethrough which air or fuel in combina-tion with air passes for combustionpurposes must be designed and con-structed to minimize the danger of iceaccretion in those passages. The enginemust be designed and constructed topermit the use of a means for ice pre-vention.

(c) The type and degree of fuel filter-ing necessary for protection of the en-gine fuel system against foreign par-ticles in the fuel must be specified. Theapplicant must show that foreign par-ticles passing through the prescribedfiltering means will not critically im-pair engine fuel system functioning.

(d) Each passage in the induction sys-tem that conducts a mixture of fueland air must be self-draining, to pre-vent a liquid lock in the cylinders, inall attitudes that the applicant estab-lishes as those the engine can havewhen the aircraft in which it is in-stalled is in the static ground attitude.

(e) If provided as part of the engine,the applicant must show for each fluidinjection (other than fuel) system andits controls that the flow of the in-jected fluid is adequately controlled.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–10, 49 FR 6851, Feb. 23,1984]

§ 33.37 Ignition system.Each spark ignition engine must

have a dual ignition system with atleast two spark plugs for each cylinderand two separate electric circuits withseparate sources of electrical energy,or have an ignition system of equiva-lent in-flight reliability.

§ 33.39 Lubrication system.(a) The lubrication system of the en-

gine must be designed and constructedso that it will function properly in allflight attitudes and atmospheric condi-tions in which the airplane is expectedto operate. In wet sump engines, this

requirement must be met when onlyone-half of the maximum lubricantsupply is in the engine.

(b) The lubrication system of the en-gine must be designed and constructedto allow installing a means of coolingthe lubricant.

(c) The crankcase must be vented tothe atmosphere to preclude leakage ofoil from excessive pressure in thecrankcase.

Subpart D—Block Tests;Reciprocating Aircraft Engines

§ 33.41 Applicability.This subpart prescribes the block

tests and inspections for reciprocatingaircraft engines.

§ 33.42 General.Before each endurance test required

by this subpart, the adjustment settingand functioning characteristic of eachcomponent having an adjustment set-ting and a functioning characteristicthat can be established independent ofinstallation on the engine must be es-tablished and recorded.

[Amdt. 33–6, 39 FR 35465, Oct. 1, 1974]

§ 33.43 Vibration test.(a) Each engine must undergo a vi-

bration survey to establish the tor-sional and bending vibration character-istics of the crankshaft and the propel-ler shaft or other output shaft, over therange of crankshaft speed and enginepower, under steady state and tran-sient conditions, from idling speed toeither 110 percent of the desired maxi-mum continuous speed rating or 103percent of the maximum desired take-off speed rating, whichever is higher.The survey must be conducted using,for airplane engines, the same configu-ration of the propeller type which isused for the endurance test, and using,for other engines, the same configura-tion of the loading device type which isused for the endurance test.

(b) The torsional and bending vibra-tion stresses of the crankshaft and thepropeller shaft or other output shaftmay not exceed the endurance limitstress of the material from which theshaft is made. If the maximum stressin the shaft cannot be shown to be


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14 CFR Ch. I (1–1–99 Edition) § 33.45

below the endurance limit by measure-ment, the vibration frequency and am-plitude must be measured. The peakamplitude must be shown to produce astress below the endurance limit; ifnot, the engine must be run at the con-dition producing the peak amplitudeuntil, for steel shafts, 10 million stressreversals have been sustained withoutfatigue failure and, for other shafts,until it is shown that fatigue will notoccur within the endurance limit stressof the material.

(c) Each accessory drive and mount-ing attachment must be loaded, withthe loads imposed by each accessoryused only for an aircraft service beingthe limit load specified by the appli-cant for the drive or attachment point.

(d) The vibration survey described inparagraph (a) of this section must berepeated with that cylinder not firingwhich has the most adverse vibrationeffect, in order to establish the condi-tions under which the engine can be op-erated safely in that abnormal state.However, for this vibration survey, theengine speed range need only extendfrom idle to the maximum desiredtakeoff speed, and compliance withparagraph (b) of this section need notbe shown.

[Amdt. 33–6, 39 FR 35465, Oct. 1, 1974, asamended by Amdt. 33–10, 49 FR 6851, Feb. 23,1984]

§ 33.45 Calibration tests.(a) Each engine must be subjected to

the calibration tests necessary to es-tablish its power characteristics andthe conditions for the endurance testspecified in § 33.49. The results of thepower characteristics calibration testsform the basis for establishing thecharacteristics of the engine over itsentire operating range of crankshaftrotational speeds, manifold pressures,fuel/air mixture settings, and altitudes.Power ratings are based upon standardatmospheric conditions with only thoseaccessories installed which are essen-tial for engine functioning.

(b) A power check at sea level condi-tions must be accomplished on the en-durance test engine after the endur-ance test. Any change in power charac-teristics which occurs during the en-durance test must be determined.Measurements taken during the final

portion of the endurance test may beused in showing compliance with therequirements of this paragraph.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35465, Oct. 1,1974]

§ 33.47 Detonation test.

Each engine must be tested to estab-lish that the engine can function with-out detonation throughout its range ofintended conditions of operation.

§ 33.49 Endurance test.

(a) General. Each engine must be sub-jected to an endurance test that in-cludes a total of 150 hours of operation(except as provided in paragraph(e)(1)(iii) of this section) and, depend-ing upon the type and contemplateduse of the engine, consists of one of theseries of runs specified in paragraphs(b) through (e) of this section, as appli-cable. The runs must be made in theorder found appropriate by the Admin-istrator for the particular engine beingtested. During the endurance test theengine power and the crankshaft rota-tional speed must be kept within ±3percent of the rated values. During theruns at rated takeoff power and for atleast 35 hours at rated maximum con-tinuous power, one cylinder must beoperated at not less than the limitingtemperature, the other cylinders mustbe operated at a temperature not lowerthan 50 degrees F. below the limitingtemperature, and the oil inlet tempera-ture must be maintained within ±10 de-grees F. of the limiting temperature.An engine that is equipped with a pro-peller shaft must be fitted for the en-durance test with a propeller thatthrust-loads the engine to the maxi-mum thrust which the engine is de-signed to resist at each applicable op-erating condition specified in this sec-tion. Each accessory drive and mount-ing attachment must be loaded. Duringoperation at rated takeoff power andrated maximum continuous power, theload imposed by each accessory usedonly for an aircraft service must be thelimit load specified by the applicantfor the engine drive or attachmentpoint.

(b) Unsupercharged engines and en-gines incorporating a gear-driven single-


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speed supercharger. For engines not in-corporating a supercharger and for en-gines incorporating a gear-driven sin-gle-speed supercharger the applicantmust conduct the following runs:

(1) A 30-hour run consisting of alter-nate periods of 5 minutes at ratedtakeoff power with takeoff speed, and 5minutes at maximum best economycruising power or maximum rec-ommended cruising power.

(2) A 20-hour run consisting of alter-nate periods of 11⁄2 hours at rated maxi-mum continuous power with maximumcontinuous speed, and 1⁄2 hour at 75 per-cent rated maximum continuous powerand 91 percent maximum continuousspeed.



(5) A 20-hour run consisting of alter-nate periods of 11⁄2 hours at rated maxi-mum continuous power with maximumcontinuous speed, and 1⁄2 hour at 60 per-cent rated maximum continuous powerand 84.5 percent maximum continuousspeed.

(6) A 20-hour run consisting of alter-nate periods of 11⁄2 hours at rated maxi-mum continuous power with maximumcontinuous speed, and 1⁄2 hour at 50 per-cent rated maximum continuous powerand 79.5 percent maximum continuousspeed.

(7) A 20-hour run consisting of alter-nate periods of 21⁄2 hours at rated maxi-mum continuous power with maximumcontinuous speed, and 21⁄2 hours atmaximum best economy cruising poweror at maximum recommended cruisingpower.

(c) Engines incorporating a gear-driventwo-speed supercharger. For engines in-corporating a gear-driven two-speed su-percharger the applicant must conductthe following runs:

(1) A 30-hour run consisting of alter-nate periods in the lower gear ratio of5 minutes at rated takeoff power withtakeoff speed, and 5 minutes at maxi-mum best economy cruising power orat maximum recommended cruisingpower. If a takeoff power rating is de-sired in the higher gear ratio, 15 hoursof the 30-hour run must be made in thehigher gear ratio in alternate periodsof 5 minutes at the observed horse-power obtainable with the takeoff crit-ical altitude manifold pressure andtakeoff speed, and 5 minutes at 70 per-cent high ratio rated maximum contin-uous power and 89 percent high ratiomaximum continuous speed.

(2) A 15-hour run consisting of alter-nate periods in the lower gear ratio of1 hour at rated maximum continuouspower with maximum continuousspeed, and 1⁄2 hour at 75 percent ratedmaximum continuous power and 91 per-cent maximum continuous speed.

(3) A 15-hour run consisting of alter-nate periods in the lower gear ratio of1 hour at rated maximum continuouspower with maximum continuousspeed, and 1⁄2 hour at 70 percent ratedmaximum continuous power and 89 per-cent maximum continuous speed.

(4) A 30-hour run in the higher gearratio at rated maximum continuouspower with maximum continuousspeed.

(5) A 5-hour run consisting of alter-nate periods of 5 minutes in each of thesupercharger gear ratios. The first 5minutes of the test must be made atmaximum continuous speed in thehigher gear ratio and the observedhorsepower obtainable with 90 percentof maximum continuous manifold pres-sure in the higher gear ratio under sealevel conditions. The condition for op-eration for the alternate 5 minutes inthe lower gear ratio must be that ob-tained by shifting to the lower gearratio at constant speed.

(6) A 10-hour run consisting of alter-nate periods in the lower gear ratio of1 hour at rated maximum continuouspower with maximum continuousspeed, and 1 hour at 65 percent ratedmaximum continuous power and 87 per-cent maximum continuous speed.

(7) A 10-hour run consisting of alter-nate periods in the lower gear ratio of1 hour at rated maximum continuous


728

14 CFR Ch. I (1–1–99 Edition) § 33.49

power with maximum continuousspeed, and 1 hour at 60 percent ratedmaximum continuous power and 84.5percent maximum continuous speed.

(8) A 10-hour run consisting of alter-nate periods in the lower gear ratio of1 hour at rated maximum continuouspower with maximum continuousspeed, and 1 hour at 50 percent ratedmaximum continuous power and 79.5percent maximum continuous speed.

(9) A 20-hour run consisting of alter-nate periods in the lower gear ratio of2 hours at rated maximum continuouspower with maximum continuousspeed, and 2 hours at maximum besteconomy cruising power and speed orat maximum recommended cruisingpower.

(10) A 5-hour run in the lower gearratio at maximum best economy cruis-ing power and speed or at maximumrecommended cruising power andspeed.

Where simulated altitude test equip-ment is not available when operatingin the higher gear ratio, the runs maybe made at the observed horsepower ob-tained with the critical altitude mani-fold pressure or specified percentagesthereof, and the fuel-air mixtures maybe adjusted to be rich enough to sup-press detonation.

(d) Helicopter engines. To be eligiblefor use on a helicopter each enginemust either comply with paragraphs(a) through (j) of § 29.923 of this chap-ter, or must undergo the following se-ries of runs:

(1) A 35-hour run consisting of alter-nate periods of 30 minutes each atrated takeoff power with takeoff speed,and at rated maximum continuouspower with maximum continuousspeed.

(2) A 25-hour run consisting of alter-nate periods of 21⁄2 hours each at ratedmaximum continuous power with max-imum continuous speed, and at 70 per-cent rated maximum continuous powerwith maximum continuous speed.

(3) A 25-hour run consisting of alter-nate periods of 21⁄2 hours each at ratedmaximum continuous power with max-imum continuous speed, and at 70 per-cent rated maximum continuous powerwith 80 to 90 percent maximum contin-uous speed.

(4) A 25-hour run consisting of alter-nate periods of 21⁄2 hours each at 30 per-cent rated maximum continuous powerwith takeoff speed, and at 30 percentrated maximum continuous power with80 to 90 percent maximum continuousspeed.

(5) A 25-hour run consisting of alter-nate periods of 21⁄2 hours each at 80 per-cent rated maximum continuous powerwith takeoff speed, and at either ratedmaximum continuous power with 110percent maximum continuous speed orat rated takeoff power with 103 percenttakeoff speed, whichever results in thegreater speed.

(6) A 15-hour run at 105 percent ratedmaximum continuous power with 105percent maximum continuous speed orat full throttle and correspondingspeed at standard sea level carburetorentrance pressure, if 105 percent of therated maximum continuous power isnot exceeded.

(e) Turbosupercharged engines. For en-gines incorporating a turbo-supercharger the following apply ex-cept that altitude testing may be simu-lated provided the applicant shows thatthe engine and supercharger are beingsubjected to mechanical loads and op-erating temperatures no less severethan if run at actual altitude condi-tions:

(1) For engines used in airplanes theapplicant must conduct the runs speci-fied in paragraph (b) of this section, ex-cept—

(i) The entire run specified in para-graph (b)(1) of this section must bemade at sea level altitude pressure;

(ii) The portions of the runs specifiedin paragraphs (b)(2) through (7) of thissection at rated maximum continuouspower must be made at critical alti-tude pressure, and the portions of theruns at other power must be made at8,000 feet altitude pressure; and

(iii) The turbosupercharger used dur-ing the 150-hour endurance test mustbe run on the bench for an additional 50hours at the limiting turbine wheelinlet gas temperature and rotationalspeed for rated maximum continuouspower operation unless the limitingtemperature and speed are maintainedduring 50 hours of the rated maximumcontinuous power operation.


729


(2) For engines used in helicoptersthe applicant must conduct the runsspecified in paragraph (d) of this sec-tion, except—

(i) The entire run specified in para-graph (d)(1) of this section must bemade at critical altitude pressure;

(ii) The portions of the runs specifiedin paragraphs (d)(2) and (3) of this sec-tion at rated maximum continuouspower must be made at critical alti-tude pressure and the portions of theruns at other power must be made at8,000 feet altitude pressure;

(iii) The entire run specified in para-graph (d)(4) of this section must bemade at 8,000 feet altitude pressure;

(iv) The portion of the runs specifiedin paragraph (d)(5) of this section at 80percent of rated maximum continuouspower must be made at 8,000 feet alti-tude pressure and the portions of theruns at other power must be made atcritical altitude pressure;

(v) The entire run specified in para-graph (d)(6) of this section must bemade at critical altitude pressure; and

(vi) The turbosupercharger used dur-ing the endurance test must be run onthe bench for 50 hours at the limitingturbine wheel inlet gas temperatureand rotational speed for rated maxi-mum continuous power operation un-less the limiting temperature andspeed are maintained during 50 hours ofthe rated maximum continuous poweroperation.

[Amdt. 33–3, 32 FR 3736, Mar. 4, 1967, asamended by Amdt. 33–6, 39 FR 35465, Oct. 1,1974; Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.51 Operation test.

The operation test must include thetesting found necessary by the Admin-istrator to demonstrate backfire char-acteristics, starting, idling, accelera-tion, overspeeding, functioning of pro-peller and ignition, and any other oper-ational characteristic of the engine. Ifthe engine incorporates a multispeedsupercharger drive, the design and con-struction must allow the superchargerto be shifted from operation at thelower speed ratio to the higher and thepower appropriate to the manifoldpressure and speed settings for ratedmaximum continuous power at the

higher supercharger speed ratio mustbe obtainable within five seconds.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–3, 32 FR 3737, Mar. 4,1967]

§ 33.53 Engine component tests.(a) For each engine that cannot be

adequately substantiated by endurancetesting in accordance with § 33.49, theapplicant must conduct additionaltests to establish that components areable to function reliably in all nor-mally anticipated flight and atmos-pheric conditions.

(b) Temperature limits must be es-tablished for each component that re-quires temperature controlling provi-sions in the aircraft installation to as-sure satisfactory functioning, reliabil-ity, and durability.

§ 33.55 Teardown inspection.After completing the endurance

test—(a) Each engine must be completely

disassembled;(b) Each component having an ad-

justment setting and a functioningcharacteristic that can be establishedindependent of installation on the en-gine must retain each setting and func-tioning characteristic within the limitsthat were established and recorded atthe beginning of the test; and

(c) Each engine component must con-form to the type design and be eligiblefor incorporation into an engine forcontinued operation, in accordancewith information submitted in compli-ance with § 33.4.

[Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, asamended by Amdt. 33–9, 45 FR 60181, Sept. 11,1980]

§ 33.57 General conduct of block tests.(a) The applicant may, in conducting

the block tests, use separate engines ofidentical design and construction inthe vibration, calibration, detonation,endurance, and operation tests, exceptthat, if a separate engine is used forthe endurance test it must be subjectedto a calibration check before startingthe endurance test.

(b) The applicant may service andmake minor repairs to the engine dur-ing the block tests in accordance with


730

14 CFR Ch. I (1–1–99 Edition) § 33.61

the service and maintenance instruc-tions submitted in compliance with§ 33.4. If the frequency of the service isexcessive, or the number of stops dueto engine malfunction is excessive, or amajor repair, or replacement of a partis found necessary during the blocktests or as the result of findings fromthe teardown inspection, the engine orits parts may be subjected to any addi-tional test the Administrator findsnecessary.

(c) Each applicant must furnish alltesting facilities, including equipmentand competent personnel, to conductthe block tests.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35466, Oct. 1,1974; Amdt. 33–9, 45 FR 60181, Sept. 11, 1980]

Subpart E—Design and Construc-tion; Turbine Aircraft Engines

§ 33.61 Applicability.This subpart prescribes additional de-

sign and construction requirements forturbine aircraft engines.

§ 33.62 Stress analysis.A stress analysis must be performed

on each turbine engine showing the de-sign safety margin of each turbine en-gine rotor, spacer, and rotor shaft.

[Amdt. 33–6, 39 FR 35466, Oct. 1, 1974]

§ 33.63 Vibration.Each engine must be designed and

constructed to function throughout itsdeclared flight envelope and operatingrange of rotational speeds and power/thrust, without inducing excessivestress in any engine part because of vi-bration and without imparting exces-sive vibration forces to the aircraftstructure.

[Doc. No. 28107, 61 FR 28433, June 4, 1996]

§ 33.65 Surge and stall characteristics.When the engine is operated in ac-

cordance with operating instructionsrequired by § 33.5(b), starting, a changeof power or thrust, power or thrustaugmentation, limiting inlet air dis-tortion, or inlet air temperature maynot cause surge or stall to the extentthat flameout, structural failure, over-temperature, or failure of the engine to

recover power or thrust will occur atany point in the operating envelope.

[Amdt. 33–6, 39 FR 35466, Oct. 1, 1974]

§ 33.66 Bleed air system.The engine must supply bleed air

without adverse effect on the engine,excluding reduced thrust or power out-put, at all conditions up to the dis-charge flow conditions established as alimitation under § 33.7(c)(11). If bleedair used for engine anti-icing can becontrolled, provision must be made fora means to indicate the functioning ofthe engine ice protection system.

[Amdt. 33–10, 49 FR 6851, Feb. 23, 1984]

§ 33.67 Fuel system.(a) With fuel supplied to the engine

at the flow and pressure specified bythe applicant, the engine must func-tion properly under each operatingcondition required by this part. Eachfuel control adjusting means that maynot be manipulated while the fuel con-trol device is mounted on the enginemust be secured by a locking deviceand sealed, or otherwise be inacces-sible. All other fuel control adjustingmeans must be accessible and markedto indicate the function of the adjust-ment unless the function is obvious.

(b) There must be a fuel strainer orfilter between the engine fuel inletopening and the inlet of either the fuelmetering device or the engine-drivenpositive displacement pump whicheveris nearer the engine fuel inlet. In addi-tion, the following provisions apply toeach strainer or filter required by thisparagraph (b):

(1) It must be accessible for drainingand cleaning and must incorporate ascreen or element that is easily remov-able.

(2) It must have a sediment trap anddrain except that it need not have adrain if the strainer or filter is easilyremovable for drain purposes.

(3) It must be mounted so that itsweight is not supported by the connect-ing lines or by the inlet or outlet con-nections of the strainer or filter, unlessadequate strength margins under allloading conditions are provided in thelines and connections.

(4) It must have the type and degreeof fuel filtering specified as necessary


731


for protection of the engine fuel systemagainst foreign particles in the fuel.The applicant must show:

(i) That foreign particles passingthrough the specified filtering meansdo not impair the engine fuel systemfunctioning; and

(ii) That the fuel system is capable ofsustained operation throughout itsflow and pressure range with the fuelinitially saturated with water at 80° F(27° C) and having 0.025 fluid ounces pergallon (0.20 milliliters per liter) of freewater added and cooled to the mostcritical condition for icing likely to beencountered in operation. However,this requirement may be met by dem-onstrating the effectiveness of speci-fied approved fuel anti-icing additives,or that the fuel system incorporates afuel heater which maintains the fueltemperature at the fuel strainer or fuelinlet above 32° F (0° C) under the mostcritical conditions.

(5) The applicant must demonstratethat the filtering means has the capac-ity (with respect to engine operatinglimitations) to ensure that the enginewill continue to operate within ap-proved limits, with fuel contaminatedto the maximum degree of particle sizeand density likely to be encountered inservice. Operation under these condi-tions must be demonstrated for a pe-riod acceptable to the Administrator,beginning when indication of impend-ing filter blockage is first given by ei-ther:

(i) Existing engine instrumentation;or

(ii) Additional means incorporatedinto the engine fuel system.

(6) Any strainer or filter bypass mustbe designed and constructed so that therelease of collected contaminants isminimized by appropriate location ofthe bypass to ensure that collectedcontaminants are not in the bypassflow path.

(c) If provided as part of the engine,the applicant must show for each fluidinjection (other than fuel) system andits controls that the flow of the in-jected fluid is adequately controlled.

(d) Engines having a 30-second OEIrating must incorporate means for

automatic availability and automaticcontrol of a 30-second OEI power.

[Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, asamended by Amdt. 33–10, 49 FR 6851, Feb. 23,1984; Amdt. 33–18, 61 FR 31328, June 19, 1996]

§ 33.68 Induction system icing.Each engine, with all icing protec-

tion systems operating, must—(a) Operate throughout its flight

power range (including idling) withoutthe accumulation of ice on the enginecomponents that adversely affects en-gine operation or that causes a seriousloss of power or thrust in continuousmaximum and intermittent maximumicing conditions as defined in appendixC of Part 25 of this chapter; and

(b) Idle for 30 minutes on the ground,with the available air bleed for icingprotection at its critical condition,without adverse effect, in an atmos-phere that is at a temperature between15° and 30° F (between ¥9° and ¥1° C)and has a liquid water content not lessthan 0.3 grams per cubic meter in theform of drops having a mean effectivediameter not less than 20 microns, fol-lowed by a momentary operation attakeoff power or thrust. During the 30minutes of idle operation the enginemay be run up periodically to a mod-erate power or thrust setting in a man-ner acceptable to the Administrator.


§ 33.69 Ignitions system.Each engine must be equipped with

an ignition system for starting the en-gine on the ground and in flight. Anelectric ignition system must have atleast two igniters and two separate sec-ondary electric circuits, except thatonly one igniter is required for fuelburning augmentation systems.

[Amdt. 33–6, 39 FR 35466, Oct. 1, 1974]

§ 33.71 Lubrication system.(a) General. Each lubrication system

must function properly in the flight at-titudes and atmospheric conditions inwhich an aircraft is expected to oper-ate.

(b) Oil strainer or filter. There must bean oil strainer or filter through whichall of the engine oil flows. In addition:


732

14 CFR Ch. I (1–1–99 Edition) § 33.71

(1) Each strainer or filter required bythis paragraph that has a bypass mustbe constructed and installed so that oilwill flow at the normal rate throughthe rest of the system with the straineror filter element completely blocked.

(2) The type and degree of filteringnecessary for protection of the engineoil system against foreign particles inthe oil must be specified. The applicantmust demonstrate that foreign par-ticles passing through the specified fil-tering means do not impair engine oilsystem functioning.

(3) Each strainer or filter required bythis paragraph must have the capacity(with respect to operating limitationsestablished for the engine) to ensurethat engine oil system functioning isnot impaired with the oil contaminatedto a degree (with respect to particlesize and density) that is greater thanthat established for the engine in para-graph (b)(2) of this section.

(4) For each strainer or filter re-quired by this paragraph, except thestrainer or filter at the oil tank outlet,there must be means to indicate con-tamination before it reaches the capac-ity established in accordance withparagraph (b)(3) of this section.

(5) Any filter bypass must be de-signed and constructed so that the re-lease of collected contaminants isminimized by appropriate location ofthe bypass to ensure that the collectedcontaminants are not in the bypassflow path.

(6) Each strainer or filter required bythis paragraph that has no bypass, ex-cept the strainer or filter at an oiltank outlet or for a scavenge pump,must have provisions for connectionwith a warning means to warn the pilotof the occurence of contamination ofthe screen before it reaches the capac-ity established in accordance withparagraph (b)(3) of this section.

(7) Each strainer or filter required bythis paragraph must be accessible fordraining and cleaning.

(c) Oil tanks. (1) Each oil tank musthave an expansion space of not lessthan 10 percent of the tank capacity.

(2) It must be impossible to inadvert-ently fill the oil tank expansion space.

(3) Each recessed oil tank filler con-nection that can retain any appreciable

quantity of oil must have provision forfitting a drain.

(4) Each oil tank cap must provide anoil-tight seal.

(5) Each oil tank filler must bemarked with the word ‘‘oil.’’

(6) Each oil tank must be ventedfrom the top part of the expansionspace, with the vent so arranged thatcondensed water vapor that mightfreeze and obstruct the line cannot ac-cumulate at any point.

(7) There must be means to prevententrance into the oil tank or into anyoil tank outlet, of any object thatmight obstruct the flow of oil throughthe system.

(8) There must be a shutoff valve atthe outlet of each oil tank, unless theexternal portion of the oil system (in-cluding oil tank supports) is fireproof.

(9) Each unpressurized oil tank maynot leak when subjected to a maximumoperating temperature and an internalpressure of 5 p.s.i., and each pressurizedoil tank may not leak when subjectedto maximum operating temperatureand an internal pressure that is notless than 5 p.s.i. plus the maximum op-erating pressure of the tank.

(10) Leaked or spilled oil may not ac-cumulate between the tank and the re-mainder of the engine.

(11) Each oil tank must have an oilquantity indicator or provisions forone.

(12) If the propeller feathering systemdepends on engine oil—

(i) There must be means to trap anamount of oil in the tank if the supplybecomes depleted due to failure of anypart of the lubricating system otherthan the tank itself;

(ii) The amount of trapped oil mustbe enough to accomplish the featheringopeation and must be available only tothe feathering pump; and

(iii) Provision must be made to pre-vent sludge or other foreign matterfrom affecting the safe operation of thepropeller feathering system.

(d) Oil drains. A drain (or drains)must be provided to allow safe drainageof the oil system. Each drain must—

(1) Be accessible; and(2) Have manual or automatic means

for positive locking in the closed posi-tion.


733


(e) Oil radiators. Each oil radiatormust withstand, without failure, anyvibration, inertia, and oil pressure loadto which it is subjected during theblock tests.


§ 33.72 Hydraulic actuating systems.Each hydraulic actuating system

must function properly under all condi-tions in which the engine is expected tooperate. Each filter or screen must beaccessible for servicing and each tankmust meet the design criteria of § 33.71.

[Amdt. 33–6, 39 FR 35467, Oct. 1, 1974]

§ 33.73 Power or thrust response.The design and construction of the

engine must enable an increase—(a) From minimum to rated takeoff

power or thrust with the maximumbleed air and power extraction to bepermitted in an aircraft, without over-temperature, surge, stall, or other det-rimental factors occurring to the en-gine whenever the power control leveris moved from the minimum to themaximum position in not more than 1second, except that the Administratormay allow additional time incrementsfor different regimes of control oper-ation requiring control scheduling; and

(b) From the fixed minimum flightidle power lever position when pro-vided, or if not provided, from not morethan 15 percent of the rated takeoffpower or thrust available to 95 percentrated takeoff power or thrust in notover 5 seconds. The 5-second power orthrust response must occur from a sta-bilized static condition using only thebleed air and accessories loads nec-essary to run the engine. This takeoffrating is specified by the applicant andneed not include thrust augmentation.

[Amdt. 33–1, 36 FR 5493, Mar. 24, 1971]

§ 33.74 Continued rotation.If any of the engine main rotating

systems will continue to rotate afterthe engine is shutdown for any reasonwhile in flight, and where means toprevent that continued rotation arenot provided; then any continued rota-tion during the maximum period offlight, and in the flight conditions ex-

pected to occur with that engine inop-erative, must not result in any condi-tion described in § 33.75 (a) through (c).

[Doc. No. 28107, 61 FR 28433, June 4, 1996]

§ 33.75 Safety analysis.

It must be shown by analysis thatany probable malfunction or any prob-able single or multiple failure, or anyprobable improper operation of the en-gine will not cause the engine to—

(a) Catch fire;(b) Burst (release hazardous frag-

ments through the engine case);(c) Generate loads greater than those

ultimate loads specified in § 33.23(a); or(d) Lose the capability of being shut

down.


§ 33.77 Foreign object ingestion.

(a) Ingestion of a 4-pound bird, underthe conditions prescribed in paragraph(e) of this section, may not cause theengine to—

(1) Catch fire;(2) Burst (release hazardous frag-

ments through the engine case);(3) Generate loads greater than those

ultimate loads specified in § 33.23(a); or(4) Lose the capability of being shut

down.(b) Ingestion of 3-ounce birds or 11⁄2-

pound birds, under the conditions pre-scribed in paragraph (e) of this section,may not—

(1) Cause more than a sustained 25percent power or thrust loss;

(2) Require the engine to be shutdown within 5 minutes from the timeof ingestion; or

(3) Result in a potentially hazardouscondition.

(c) Ingestion of ice under the condi-tions prescribed in paragraph (e) of thissection, may not cause a sustainedpower or thrust loss or require the en-gine to be shut down.

(d) For an engine that incorporates aprotection device, compliance with thissection need not be demonstrated withrespect to foreign objects to be in-gested under the conditions prescribedin paragraph (e) of this section if it isshown that—


734

14 CFR Ch. I (1–1–99 Edition) § 33.77

(1) Such foreign objects are of a sizethat will not pass through the protec-tive device;

(2) The protective device will with-stand the impact of the foreign objects;and

(3) The foreign object, or objects,stopped by the protective device willnot obstruct the flow of induction air

into the engine with a resultant sus-tained reduction in power or thrustgreater than those values required byparagraphs (b) and (c) of this section.

(e) Compliance with paragraphs (a),(b), and (c) of this section must beshown by engine test under the follow-ing ingestion conditions:


735


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736

14 CFR Ch. I (1–1–99 Edition) § 33.78

[Doc. No. 16919, 49 FR 6852, Feb. 23, 1984, asamended by Amdt. 33–19, 63 FR 14798, Mar. 26,1998; 63 FR 53278, Oct. 5, 1998]

§ 33.78 Rain and hail ingestion.

(a) All engines. (1) The ingestion oflarge hailstones (0.8 to 0.9 specific grav-ity) at the maximum true air speed, upto 15,000 feet (4,500 meters), associatedwith a representative aircraft operat-ing in rough air, with the engine atmaximum continuous power, may notcause unacceptable mechanical damageor unacceptable power or thrust lossafter the ingestion, or require the en-gine to be shut down. One-half thenumber of hailstones shall be aimedrandomly over the inlet face area andthe other half aimed at the criticalinlet face area. The hailstones shall beingested in a rapid sequence to simu-late a hailstone encounter and thenumber and size of the hailstones shallbe determined as follows:

(i) One 1-inch (25 millimeters) diame-ter hailstone for engines with inletareas of not more than 100 squareinches (0.0645 square meters).

(ii) One 1-inch (25 millimeters) diam-eter and one 2-inch (50 millimeters) di-ameter hailstone for each 150 squareinches (0.0968 square meters) of inletarea, or fraction thereof, for engineswith inlet areas of more than 100square inches (0.0645 square meters).

(2) In addition to complying withparagraph (a)(1) of this section and ex-cept as provided in paragraph (b) ofthis section, it must be shown thateach engine is capable of acceptable op-eration throughout its specified operat-ing envelope when subjected to suddenencounters with the certificationstandard concentrations of rain andhail, as defined in appendix B to thispart. Acceptable engine operation pre-cludes flameout, run down, continuedor non-recoverable surge or stall, orloss of acceleration and decelerationcapability, during any three minutecontinuous period in rain and duringany 30 second continuous period inhail. It must also be shown after theingestion that there is no unacceptablemechanical damage, unacceptablepower or thrust loss, or other adverseengine anomalies.

(b) Engines for rotorcraft. As an alter-native to the requirements specified in

paragraph (a)(2) of this section, forrotorcraft turbine engines only, itmust be shown that each engine is ca-pable of acceptable operation duringand after the ingestion of rain with anoverall ratio of water droplet flow toairflow, by weight, with a uniform dis-tribution at the inlet plane, of at leastfour percent. Acceptable engine oper-ation precludes flameout, run down,continued or non-recoverable surge orstall, or loss of acceleration and decel-eration capability. It must also beshown after the ingestion that there isno unacceptable mechanical damage,unacceptable power loss, or other ad-verse engine anomalies. The rain inges-tion must occur under the followingstatic ground level conditions:

(1) A normal stabilization period attake-off power without rain ingestion,followed immediately by the suddenlycommencing ingestion of rain for threeminutes at takeoff power, then

(2) Continuation of the rain ingestionduring subsequent rapid decelerationto minimum idle, then

(3) Continuation of the rain ingestionduring three minutes at minimum idlepower to be certified for flight oper-ation, then

(4) Continuation of the rain ingestionduring subsequent rapid accelerationto takeoff power.

(c) Engines for supersonic airplanes. Inaddition to complying with paragraphs(a)(1) and (a)(2) of this section, a sepa-rate test for supersonic airplane en-gines only, shall be conducted withthree hailstones ingested at supersoniccruise velocity. These hailstones shallbe aimed at the engine’s critical facearea, and their ingestion must notcause unacceptable mechanical damageor unacceptable power or thrust lossafter the ingestion or require the en-gine to be shut down. The size of thesehailstones shall be determined fromthe linear variation in diameter from 1-inch (25 millimeters) at 35,000 feet(10,500 meters) to 1⁄4-inch (6 millime-ters) at 60,000 feet (18,000 meters) usingthe diameter corresponding to the low-est expected supersonic cruise altitude.Alternatively, three larger hailstonesmay be ingested at subsonic velocitiessuch that the kinetic energy of theselarger hailstones is equivalent to the


737


applicable supersonic ingestion condi-tions.

(d) For an engine that incorporatesor requires the use of a protection de-vice, demonstration of the rain andhail ingestion capabilities of the en-gine, as required in paragraphs (a), (b),and (c) of this section, may be waivedwholly or in part by the Administratorif the applicant shows that:

(1) The subject rain and hail con-stituents are of a size that will notpass through the protection device;

(2) The protection device will with-stand the impact of the subject rainand hail constituents; and

(3) The subject of rain and hail con-stituents, stopped by the protection de-vice, will not obstruct the flow of in-duction air into the engine, resultingin damage, power or thrust loss, orother adverse engine anomalies in ex-cess of what would be accepted in para-graphs (a), (b), and (c) of this section.

[Doc. No. 28652, 63 FR 14799, Mar. 26, 1998]

§ 33.79 Fuel burning thrust augmentor.Each fuel burning thrust augmentor,

including the nozzle, must—(a) Provide cutoff of the fuel burning

thrust augmentor;(b) Permit on-off cycling;(c) Be controllable within the in-

tended range of operation;(d) Upon a failure or malfunction of

augmentor combustion, not cause theengine to lose thrust other than thatprovided by the augmentor; and

(e) Have controls that function com-patibly with the other engine controlsand automatically shut off augmentorfuel flow if the engine rotor speed dropsbelow the minimum rotational speed atwhich the augmentor is intended tofunction.

[Amdt. 33–6, 39 FR 35468, Oct. 1, 1974]

Subpart F—Block Tests; TurbineAircraft Engines

§ 33.81 Applicability.This subpart prescribes the block

tests and inspections for turbine en-gines.

[Doc. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35468, Oct. 1,1974]

§ 33.82 General.Before each endurance test required

by this subpart, the adjustment settingand functioning characteristic of eachcomponent having an adjustment set-ting and a functioning characteristicthat can be established independent ofinstallation on the engine must be es-tablished and recorded.

[Amdt. 36–6, 39 FR 35468, Oct. 1, 1974]

§ 33.83 Vibration test.(a) Each engine must undergo vibra-

tion surveys to establish that the vi-bration characteristics of those compo-nents that may be subject to mechani-cally or aerodynamically induced vi-bratory excitations are acceptablethroughout the declared flight enve-lope. The engine surveys shall be basedupon an appropriate combination of ex-perience, analysis, and component testand shall address, as a minimum,blades, vanes, rotor discs, spacers, androtor shafts.

(b) The surveys shall cover theranges of power or thrust, and both thephysical and corrected rotationalspeeds for each rotor system, cor-responding to operations throughoutthe range of ambient conditions in thedeclared flight envelope, from the min-imum rotational speed up to 103 per-cent of the maximum physical and cor-rected rotational speed permitted forrating periods of two minutes orlonger, and up to 100 percent of allother permitted physical and correctedrotational speeds, including those thatare overspeeds. If there is any indica-tion of a stress peak arising at thehighest of those required physical orcorrected rotational speeds, the sur-veys shall be extended sufficiently toreveal the maximum stress valuespresent, except that the extension neednot cover more than a further 2 per-centage points increase beyond thosespeeds.

(c) Evaluations shall be made of thefollowing:

(1) The effects on vibration charac-teristics of operating with scheduledchanges (including tolerances) to vari-able vane angles, compressor bleeds,accessory loading, the most adverseinlet air flow distortion pattern de-clared by the manufacturer, and the


738

14 CFR Ch. I (1–1–99 Edition) § 33.85

most adverse conditions in the exhaustduct(s); and

(2) The aerodynamic andaeromechanical factors which mightinduce or influence flutter in those sys-tems susceptible to that form of vibra-tion.

(d) Except as provided by paragraph(e) of this section, the vibrationstresses associated with the vibrationcharacteristics determined under thissection, when combined with the ap-propriate steady stresses, must be lessthan the endurance limits of the mate-rials concerned, after making due al-lowances for operating conditions forthe permitted variations in propertiesof the materials. The suitability ofthese stress margins must be justifiedfor each part evaluated. If it is deter-mined that certain operating condi-tions, or ranges, need to be limited, op-erating and installation limitationsshall be established.

(e) The effects on vibration charac-teristics of excitation forces caused byfault conditions (such as, but not lim-ited to, out-of balance, local blockageor enlargement of stator vane passages,fuel nozzle blockage, incorrectly sched-ule compressor variables, etc.) shall beevaluated by test or analysis, or by ref-erence to previous experience and shallbe shown not to create a hazardouscondition.

(f) Compliance with this section shallbe substantiated for each specific in-stallation configuration that can affectthe vibration characteristics of the en-gine. If these vibration effects cannotbe fully investigated during engine cer-tification, the methods by which theycan be evaluated and methods by whichcompliance can be shown shall be sub-stantiated and defined in the installa-tion instructions required by § 33.5.

[Doc. No. 28107, 61 FR 28433, June 4, 1996]

§ 33.85 Calibration tests.(a) Each engine must be subjected to

those calibration tests necessary to es-tablish its power characteristics andthe conditions for the endurance testspecified § 33.87. The results of thepower characteristics calibration testsform the basis for establishing thecharacteristics of the engine over itsentire operating range of speeds, pres-sures, temperatures, and altitudes.

Power ratings are based upon standardatmospheric conditions with no air-bleed for aircraft services and withonly those accessories installed whichare essential for engine functioning.

(b) A power check at sea level condi-tions must be accomplished on the en-durance test engine after the endur-ance test and any change in powercharacteristics which occurs during theendurance test must be determined.Measurements taken during the finalportion of the endurance test may beused in showing compliance with therequirements of this paragraph.

(c) In showing compliance with thissection, each condition must stabilizebefore measurements are taken, exceptas permitted by paragraph (d) of thissection.

(d) In the case of engines having 30-second OEI, and 2-minute OEI ratings,measurements taken during the appli-cable endurance test prescribed in§ 33.87(f) (1) through (8) may be used inshowing compliance with the require-ments of this section for these OEI rat-ings.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35468, Oct. 1,1974; Amdt. 33–18, 61 FR 31328, June 19, 1996]

§ 33.87 Endurance test.(a) General. Each engine must be sub-

jected to an endurance test that in-cludes a total of at least 150 hours ofoperation and, depending upon the typeand contemplated use of the engine,consists of one of the series of runsspecified in paragraphs (b) through (g)of this section, as applicable. For en-gines tested under paragraphs (b), (c),(d), (e) or (g) of this section, the pre-scribed 6-hour test sequence must beconducted 25 times to complete the re-quired 150 hours of operation. Enginesfor which the 30-second OEI and 2-minute OEI ratings are desired must befurther tested under paragraph (f) ofthis section. The following test re-quirements apply:

(1) The runs must be made in theorder found appropriate by the Admin-istrator for the particular engine beingtested.

(2) Any automatic engine controlthat is part of the engine must controlthe engine during the endurance testexcept for operations where automatic


739


control is normally overridden by man-ual control or where manual control isotherwise specified for a particular testrun.

(3) Except as provided in paragraph(a)(5) of this section, power or thrust,gas temperature, rotor shaft rotationalspeed, and, if limited, temperature ofexternal surfaces of the engine must beat least 100 percent of the value associ-ated with the particular engine oper-ation being tested. More than one testmay be run if all parameters cannot beheld at the 100 percent level simulta-neously.

(4) The runs must be made using fuel,lubricants and hydraulic fluid whichconform to the specifications specifiedin complying with § 33.7(c).

(5) Maximum air bleed for engine andaircraft services must be used duringat least one-fifth of the runs. However,for these runs, the power or thrust orthe rotor shaft rotational speed may beless than 100 percent of the value asso-ciated with the particular operationbeing tested if the Administrator findsthat the validity of the endurance testis not compromised.

(6) Each accessory drive and mount-ing attachment must be loaded. Theload imposed by each accessory usedonly for aircraft service must be thelimit load specified by the applicantfor the engine drive and attachmentpoint during rated maximum continu-ous power or thrust and higher output.The endurance test of any accessorydrive and mounting attachment underload may be accomplished on a sepa-rate rig if the validity of the test isconfirmed by an approved analysis.

(7) During the runs at any ratedpower or thrust the gas temperatureand the oil inlet temperature must bemaintained at the limiting tempera-ture except where the test periods arenot longer than 5 minutes and do notallow stabilization. At least one runmust be made with fuel, oil, and hy-draulic fluid at the minimum pressurelimit and at least one run must bemade with fuel, oil, and hydraulic fluidat the maximum pressure limit withfluid temperature reduced as necessaryto allow maximum pressure to be at-tained.

(8) If the number of occurrences of ei-ther transient rotor shaft overspeed or

transient gas overtemperature is lim-ited, that number of the accelerationsrequired by paragraphs (b) through (g)of this section must be made at thelimiting overspeed or overtemperature.If the number of occurrences is notlimited, half the required accelerationsmust be made at the limiting over-speed or overtemperature.

(9) For each engine type certificatedfor use on supersonic aircraft the fol-lowing additional test requirementsapply:

(i) To change the thrust setting, thepower control lever must be movedfrom the initial position to the finalposition in not more than one secondexcept for movements into the fuelburning thrust augmentor augmenta-tion position if additional time to con-firm ignition is necessary.

(ii) During the runs at any rated aug-mented thrust the hydraulic fluid tem-perature must be maintained at thelimiting temperature except where thetest periods are not long enough toallow stabilization.

(iii) During the simulated supersonicruns the fuel temperature and induc-tion air temperature may not be lessthan the limiting temperature.

(iv) The endurance test must be con-ducted with the fuel burning thrustaugmentor installed, with the primaryand secondary exhaust nozzles in-stalled, and with the variable area ex-haust nozzles operated during each runaccording to the methods specified incomplying with § 33.5(b).

(v) During the runs at thrust settingsfor maximum continuous thrust andpercentages thereof, the engine mustbe operated with the inlet air distor-tion at the limit for those thrust set-tings.

(b) Engines other than certain rotor-craft engines. For each engine except arotorcraft engine for which a rating isdesired under paragraph (c), (d), or (e)of this section, the applicant must con-duct the following runs:

(1) Takeoff and idling. One hour of al-ternate five-minute periods at ratedtakeoff power and thrust and at idlingpower and thrust. The developed pow-ers and thrusts at takeoff and idlingconditions and their correspondingrotor speed and gas temperature condi-tions must be as established by the


740

14 CFR Ch. I (1–1–99 Edition) § 33.87

power control in accordance with theschedule established by the manufac-turer. The applicant may, during anyone period, manually control the rotorspeed, power, and thrust while takingdata to check performance. For engineswith augmented takeoff power ratingsthat involve increases in turbine inlettemperature, rotor speed, or shaftpower, this period of running at takeoffmust be at the augmented rating. Forengines with augmented takeoff powerratings that do not materially increaseoperating severity, the amount of run-ning conducted at the augmented rat-ing is determined by the Adminis-trator. In changing the power settingafter each period, the power-controllever must be moved in the mannerprescribed in paragraph (b)(5) of thissection.

(2) Rated maximum continuous andtakeoff power and thrust. Thirty min-utes at—

(i) Rated maximum continuous powerand thrust during fifteen of the twen-ty-five 6-hour endurance test cycles;and

(ii) Rated takeoff power and thrustduring ten of the twenty-five 6-hour en-durance test cycles.

(3) Rated maximum continuous powerand thrust. One hour and 30 minutes atrated maximum continuous power andthrust.

(4) Incremental cruise power and thrust.Two hours and 30 minutes at the suc-cessive power lever positions cor-responding to at least 15 approximatelyequal speed and time increments be-tween maximum continuous engine ro-tational speed and ground or minimumidle rotational speed. For engines oper-ating at constant speed, the thrust andpower may be varied in place of speed.If there is significant peak vibrationanywhere between ground idle andmaximum continuous conditions, thenumber of increments chosen may bechanged to increase the amount of run-ning made while subject to the peak vi-brations up to not more than 50 percentof the total time spent in incrementalrunning.

(5) Acceleration and deceleration runs.30 minutes of accelerations and decel-erations, consisting of six cycles fromidling power and thrust to rated take-off power and thrust and maintained at

the takeoff power lever position for 30seconds and at the idling power leverposition for approximately four andone-half minutes. In complying withthis paragraph, the power-control levermust be moved from one extremepoition to the other in not more thanone second, except that, if different re-gimes of control operations are incor-porated necessitating scheduling of thepower-control lever motion in goingfrom one extreme position to the other,a longer period of time is acceptable,but not more than two seconds.

(6) Starts. One hundred starts must bemade, of which 25 starts must be pre-ceded by at least a two-hour engineshutdown. There must be at least 10false engine starts, pausing for the ap-plicant’s specified minimum fuel drain-age time, before attempting a normalstart. There must be at least 10 normalrestarts with not longer than 15 min-utes since engine shutdown. The re-maining starts may be made after com-pleting the 150 hours of endurance test-ing.

(c) Rotorcraft engines for which a 30-minute OEI power rating is desired. Foreach rotorcraft engine for which a 30-minute OEI power rating is desired, theapplicant must conduct the followingseries of tests:

(1) Takeoff and idling. One hour of al-ternate 5-minute periods at rated take-off power and at idling power. The de-veloped powers at takeoff and idlingconditions and their correspondingrotor speed and gas temperature condi-tions must be as established by thepower control in accordance with theschedule established by the manufac-turer. During any one period, the rotorspeed and power may be controlledmanually while taking data to checkperformance. For engines with aug-mented takeoff power ratings that in-volve increases in turbine inlet tem-perature, rotor speed, or shaft power,this period of running at rated takeoffpower must be at the augmented powerrating. In changing the power settingafter each period, the power controllever must be moved in the mannerprescribed in paragraph (c)(5) of thissection.

(2) Rated 30-minute OEI power. Thirtyminutes at rated 30-minute OEI power.


741


(3) Rated maximum continuous power.Two hours at rated maximum continu-ous power.

(4) Incremental cruise power. Twohours at the successive power lever po-sitions corresponding with not lessthan 12 approximately equal speed andtime increments between maximumcontinuous engine rotational speed andground or minimum idle rotationalspeed. For engines operating at con-stant speed, power may be varied inplace of speed. If there are significantpeak vibrations anywhere betweenground idle and maximum continuousconditions, the number of incrementschosen must be changed to increase theamount of running conducted whilebeing subjected to the peak vibrationsup to not more than 50 percent of thetotal time spent in incremental run-ning.

(5) Acceleration and deceleration runs.Thirty minutes of accelerations and de-celerations, consisting of six cyclesfrom idling power to rated takeoffpower and maintained at the takeoffpower lever position for 30 seconds andat the idling power lever position forapproximately 41⁄2 minutes. In comply-ing with this paragraph, the power con-trol lever must be moved from one ex-treme position to the other in not morethan 1 second, except that if differentregimes of control operations are in-corporated necessitating scheduling ofthe power control lever motion ingoing from one extreme position to theother, a longer period of time is accept-able, but not more than 2 seconds.

(6) Starts. One hundred starts, ofwhich 25 starts must be preceded by atleast a two-hour engine shutdown.There must be at least 10 false enginestarts, pausing for the applicant’s spec-ified minimum fuel drainage time, be-fore attempting a normal start. Theremust be at least 10 normal restartswith not longer than 15 minutes sinceengine shutdown. The remaining startsmay be made after completing the 150hours of endurance testing.

(d) Rotorcraft engines for which a con-tinuous OEI rating is desired. For eachrotorcraft engine for which a continu-ous OEI power rating is desired, the ap-plicant must conduct the following se-ries of tests:

(1) Takeoff and idling. One hour of al-ternate 5-minute periods at rated take-off power and at idling power. The de-veloped powers at takeoff and idlingconditions and their correspondingrotor speed and gas temperature condi-tions must be as established by thepower control in accordance with theschedule established by the manufac-turer. During any one period the rotorspeed and power may be controlledmanually while taking data to checkperformance. For engines with aug-mented takeoff power ratings that in-volve increases in turbine inlet tem-perature, rotor speed, or shaft power,this period of running at rated takeoffpower must be at the augmented powerrating. In changing the power settingafter each period, the power controllever must be moved in the mannerprescribed in paragraph (c)(5) of thissection.

(2) Rated maximum continuous andtakeoff power. Thirty minutes at—

(i) Rated maximum continuous powerduring fifteen of the twenty-five 6-hourendurance test cycles; and

(ii) Rated takeoff power during ten ofthe twenty-five 6-hour endurance testcycles.

(3) Rated continuous OEI power. Onehour at rated continuous OEI power.

(4) Rated maximum continuous power.One hour at rated maximum continu-ous power.

(5) Incremental cruise power. Twohours at the successive power lever po-sitions corresponding with not lessthan 12 approximately equal speed andtime increments between maximumcontinuous engine rotational speed andground or minimum idle rotationalspeed. For engines operating at con-stant speed, power may be varied inplace of speed. If there are significantpeak vibrations anywhere betweenground idle and maximum continuousconditions, the number of incrementschosen must be changed to increase theamount of running conducted whilebeing subjected to the peak vibrationsup to not more than 50 percent of thetotal time spent in incremental run-ning.

(6) Acceleration and deceleration runs.Thirty minutes of accelerations and de-celerations, consisting of six cyclesfrom idling power to rated takeoff


742

14 CFR Ch. I (1–1–99 Edition) § 33.87

power and maintained at the takeoffpower lever position for 30 seconds andat the idling power lever position forapproximately 41⁄2 minutes. In comply-ing with this paragraph, the power con-trol lever must be moved from one ex-treme position to the other in not morethan 1 second, except that if differentregimes of control operations are in-corporated necessitating scheduling ofthe power control lever motion ingoing from one extreme position to theother, a longer period of time is accept-able, but not more than 2 seconds.

(7) Starts. One hundred starts, ofwhich 25 starts must be preceded by atleast a 2-hour engine shutdown. Theremust be at least 10 false engine starts,pausing for the applicant’s specifiedminimum fuel drainage time, before at-tempting a normal start. There mustbe at least 10 normal restarts with notlonger than 15 minutes since engineshutdown. The remaining starts maybe made after completing the 150 hoursof endurance testing.

(e) Rotorcraft engines for which a 21⁄2-minute OEI power rating is desired. Foreach rotorcraft engine for which a 21⁄2-minute OEI power rating is desired, theapplicant must conduct the followingseries of tests:

(1) Takeoff, 21⁄2-minute OEI, and idling.One hour of alternate 5-minute periodsat rated takeoff power and at idlingpower except that, during the third andsixth takeoff power periods, only 21⁄2minutes need be conducted at ratedtakeoff power, and the remaining 21⁄2minutes must be conducted at rated21⁄2-minute OEI power. The developedpowers at takeoff, 21⁄2-minute OEI, andidling conditions and their correspond-ing rotor speed and gas temperatureconditions must be as established bythe power control in accordance withthe schedule established by the manu-facturer. The applicant may, duringany one period, control manually therotor speed and power while takingdata to check performance. For engineswith augmented takeoff power ratingsthat involve increases in turbine inlettemperature, rotor speed, or shaftpower, this period of running at ratedtakeoff power must be at the aug-mented rating. In changing the powersetting after or during each period, thepower control lever must be moved in

the manner prescribed in paragraph(d)(6) of this section.

(2) The tests required in paragraphs(b)(2) through (b)(6), or (c)(2) through(c)(6), or (d)(2) through (d)(7) of thissection, as applicable, except that inone of the 6-hour test sequences, thelast 5 minutes of the 30 minutes attakeoff power test period of paragraph(b)(2) of this section, or of the 30 min-utes at 30-minute OEI power test pe-riod of paragraph (c)(2) of this section,or of the l hour at continuous OEIpower test period of paragraph (d)(3) ofthis section, must be run at 21⁄2-minuteOEI power.

(f) Rotorcraft engines for which 30-sec-ond OEI and 2-minute OEI ratings are de-sired. For each rotorcraft engine forwhich 30-second OEI and 2-minute OEIpower ratings are desired, and follow-ing completion of the tests under para-graphs (b), (c), (d), or (e) of this section,the applicant may disassemble thetested engine to the extent necessaryto show compliance with the require-ments of § 33.93(a). The tested enginemust then be reassembled using thesame parts used during the test runs ofparagraphs (b), (c), (d), or (e) of thissection, except those parts described asconsumables in the Instructions forContinued Airworthiness. The appli-cant must then conduct the followingtest sequence four times, for a totaltime of not less than 120 minutes:

(1) Takeoff power. Three minutes atrated takeoff power.

(2)30-second OEI power. Thirty sec-onds at rated 30-second OEI power.

(3) 2-minute OEI power. Two minutesat rated 2-minute OEI power.

(4) 30-minute OEI power, continuousOEI power, or maximum continuouspower. Five minutes at rated 30-minuteOEI power, rated continuous OEIpower, or rated maximum continuouspower, whichever is greatest, exceptthat, during the first test sequence,this period shall be 65 minutes.

(5) 50 percent takeoff power. Oneminute at 50 percent takeoff power.

(6) 30-second OEI power. Thirty sec-onds at rated 30-second OEI power.

(7) 2-minute OEI power. Two minutesat rated 2-minute OEI power.

(8) Idle. One minute at idle.(g) Supersonic aircraft engines. For

each engine type certificated for use on


743


supersonic aircraft the applicant mustconduct the following:

(1) Subsonic test under sea level ambientatmospheric conditions. Thirty runs ofone hour each must be made, consist-ing of—

(i) Two periods of 5 minutes at ratedtakeoff augmented thrust each fol-lowed by 5 minutes at idle thrust;

(ii) One period of 5 minutes at ratedtakeoff thrust followed by 5 minutes atnot more than 15 percent of rated take-off thrust;

(iii) One period of 10 minutes at ratedtakeoff augmented thrust followed by 2minutes at idle thrust, except that ifrated maximum continuous augmentedthrust is lower than rated takeoff aug-mented thrust, 5 of the 10-minute peri-ods must be at rated maximum contin-uous augmented thrust; and

(iv) Six periods of 1 minute at ratedtakeoff augmented thrust each fol-lowed by 2 minutes, including accelera-tion and deceleration time, at idlethrust.

(2) Simulated supersonic test. Each runof the simulated supersonic test mustbe preceded by changing the inlet airtemperature and pressure from that at-tained at subsonic condition to thetemperature and pressure attained atsupersonic velocity, and must be fol-lowed by a return to the temperatureattained at subsonic condition. Thirtyruns of 4 hours each must be made,consisting of—

(i) One period of 30 minutes at thethrust obtained with the power controllever set at the position for rated maxi-mum continuous augmented thrust fol-lowed by 10 minutes at the thrust ob-tained with the power control lever setat the position for 90 percent of ratedmaximum continuous augmentedthrust. The end of this period in thefirst five runs must be made with theinduction air temperature at the limit-ing condition of transient overtempera-ture, but need not be repeated duringthe periods specified in paragraphs(g)(2)(ii) through (iv) of this section;

(ii) One period repeating the runspecified in paragraph (g)(2)(i) of thissection, except that it must be followedby 10 minutes at the thrust obtainedwith the power control lever set at theposition for 80 percent of rated maxi-mum continuous augmented thrust;

(iii) One period repeating the runspecified in paragraph (g)(2)(i) of thissection, except that it must be followedby 10 minutes at the thrust obtainedwith the power control lever set at theposition for 60 percent of rated maxi-mum continuous augmented thrust andthen 10 minutes at not more than 15percent of rated takeoff thrust;

(iv) One period repeating the runsspecified in paragraphs (g)(2)(i) and (ii)of this section; and

(v) One period of 30 minutes with 25of the runs made at the thrust obtainedwith the power control lever set at theposition for rated maximum continu-ous augmented thrust, each followedby idle thrust and with the remaining5 runs at the thrust obtained with thepower control lever set at the positionfor rated maximum continuous aug-mented thrust for 25 minutes each, fol-lowed by subsonic operation at notmore than 15 percent or rated takeoffthrust and accelerated to rated takeoffthrust for 5 minutes using hot fuel.

(3) Starts. One hundred starts must bemade, of which 25 starts must be pre-ceded by an engine shutdown of atleast 2 hours. There must be at least 10false engine starts, pausing for the ap-plicant’s specified minimum fuel drain-age time before attempting a normalstart. At least 10 starts must be normalrestarts, each made no later than 15minutes after engine shutdown. Thestarts may be made at any time, in-cluding the period of endurance test-ing.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–3, 32 FR 3737, Mar. 4,1967; Amdt. 33–6, 39 FR 35468, Oct. 1, 1974;Amdt. 33–10, 49 FR 6853, Feb. 23, 1984; Amdt.33–12, 53 FR 34220, Sept. 2, 1988; Amdt. 33–18,61 FR 31328, June 19, 1996]

§ 33.88 Engine overtemperature test.

(a) Each engine must run for 5 min-utes at maximum permissible rpm withthe gas temperature at least 75 °F (42°C) higher than the maximum rating’ssteady-state operating limit, excludingmaximum values of rpm and gas tem-perature associated with the 30-secondOEI and 2-minute OEI ratings. Follow-ing this run, the turbine assemblymust be within serviceable limits.


744

14 CFR Ch. I (1–1–99 Edition) § 33.89

(b) Each engine for which 30-secondOEI and 2-minute OEI ratings are de-sired, that does not incorporate ameans to limit temperature, must berun for a period of 5 minutes at themaximum power-on rpm with the gastemperature at least 75 °F (42 °C) high-er than the 30-second OEI rating oper-ating limit. Following this run, theturbine assembly may exhibit distressbeyond the limits for an overtempera-ture condition provided the engine isshown by analysis or test, as found nec-essary by the Administrator, to main-tain the integrity of the turbine assem-bly.

(c) Each engine for which 30-secondOEI and 2-minute OEI ratings are de-sired, that incorporates a means tolimit temperature, must be run for aperiod of 4 minutes at the maximumpower-on rpm with the gas tempera-ture at least 35 °F (20 °C) higher thanthe maximum operating limit. Follow-ing this run, the turbine assembly mayexhibit distress beyond the limits foran overtemperature condition providedthe engine is shown by analysis or test,as found necessary by the Adminis-trator, to maintain the integrity of theturbine assembly.

(d) A separate test vehicle may beused for each test condition.

[Doc. No. 26019, 61 FR 31329, June 19, 1996]

§ 33.89 Operation test.(a) The operation test must include

testing found necessary by the Admin-istrator to demonstrate—

(1) Starting, idling, acceleration,overspeeding, ignition, functioning ofthe propeller (if the engine is des-ignated to operate with a propeller);

(2) Compliance with the engine re-sponse requirements of § 33.73; and

(3) The minimum power or thrust re-sponse time to 95 percent rated takeoffpower or thrust, from power lever posi-tions representative of minimum idleand of minimum flight idle, startingfrom stabilized idle operation, underthe following engine load conditions:

(i) No bleed air and power extractionfor aircraft use.

(ii) Maximum allowable bleed air andpower extraction for aircraft use.

(iii) An intermediate value for bleedair and power extraction representa-tive of that which might be used as a

maximum for aircraft during approachto a landing.

(4) If testing facilities are not avail-able, the determination of power ex-traction required in paragraph (a)(3)(ii)and (iii) of this section may be accom-plished through appropriate analyticalmeans.

(b) The operation test must includeall testing found necessary by the Ad-ministrator to demonstrate that theengine has safe operating characteris-tics throughout its specified operatingenvelope.

[Amdt. 33–4, 36 FR 5493, Mar. 24, 1971, asamended by Amdt. 33–6, 39 FR 35469, Oct. 1,1974; Amdt. 33–10, 49 FR 6853, Feb. 23, 1984]

§ 33.90 Initial maintenance inspection.Each engine, except engines being

type certificated through amendmentof an existing type certificate orthrough supplemental type certifi-cation procedures, must undergo an ap-proved test run that simulates the con-ditions in which the engine is expectedto operate in service, including typicalstart-stop cycles, to establish when theinitial maintenance inspection is re-quired. The test run must be accom-plished on an engine which substan-tially conforms to the final type de-sign.

[Amdt. 33–10, 49 FR 6854, Feb. 23, 1984]

§ 33.91 Engine component tests.(a) For those systems that cannot be

adequately substantiated by endurancetesting in accordance with the provi-sions of § 33.87, additional tests must bemade to establish that components areable to function reliably in all nor-mally anticipated flight and atmos-pheric conditions.

(b) Temperature limits must be es-tablished for those components that re-quire temperature controlling provi-sions in the aircraft installation to as-sure satisfactory functioning, reliabil-ity, and durability.

(c) Each unpressurized hydraulicfluid tank may not fail or leak whensubjected to maximum operating tem-perature and an internal pressure of 5p.s.i., and each pressurized hydraulicfluid tank may not fail or leak whensubjected to maximum operating tem-perature and an internal pressure not


745


less than 5 p.s.i. plus the maximum op-erating pressure of the tank.

(d) For an engine type certificatedfor use in supersonic aircraft, the sys-tems, safety devices, and external com-ponents that may fail because of oper-ation at maximum and minimum oper-ating temperatures must be identifiedand tested at maximum and minimumoperating temperatures and while tem-perature and other operating condi-tions are cycled between maximum andminimum operating values.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35469, Oct. 1,1974]

§ 33.92 Rotor locking tests.If continued rotation is prevented by

a means to lock the rotor(s), the enginemust be subjected to a test that in-cludes 25 operations of this meansunder the following conditions:

(a) The engine must be shut downfrom rated maximum continuousthrust or power; and

(b) The means for stopping and lock-ing the rotor(s) must be operated asspecified in the engine operating in-structions while being subjected to themaximum torque that could resultfrom continued flight in this condition;and

(c) Following rotor locking, therotor(s) must be held stationary underthese conditions for five minutes foreach of the 25 operations.

[Doc. No. 28107, 61 FR 28433, June 4, 1996]

§ 33.93 Teardown inspection.(a) After completing the endurance

testing of § 33.87 (b), (c), (d), (e), or (g)of this part, each engine must be com-pletely disassembled, and

(1) Each component having an adjust-ment setting and a functioning char-acteristic that can be established inde-pendent of installation on the enginemust retain each setting and function-ing characteristic within the limitsthat were established and recorded atthe beginning of the test; and

(2) Each engine part must conform tothe type design and be eligible for in-corporation into an engine for contin-ued operation, in accordance with in-formation submitted in compliancewith § 33.4.

(b) After completing the endurancetesting of § 33.87(f), each engine must becompletely disassembled, and

(1) Each component having an adjust-ment setting and a functioning char-acteristic that can be established inde-pendent of installation on the enginemust retain each setting and function-ing characteristic within the limitsthat were established and recorded atthe beginning of the test; and

(2) Each engine may exhibit deterio-ration in excess of that permitted inparagraph (a)(2) of this section includ-ing some engine parts or componentsthat may be unsuitable for further use.The applicant must show by analysisand/or test, as found necessary by theAdministrator, that structural integ-rity of the engine including mounts,cases, bearing supports, shafts, and ro-tors, is maintained; or

(c) In lieu of compliance with para-graph (b) of this section, each enginefor which the 30-second OEI and 2-minute OEI ratings are desired, may besubjected to the endurance testing of§§ 33.87 (b), (c), (d), or (e) of this part,and followed by the testing of § 33.87(f)without intervening disassembly andinspection. However, the engine mustcomply with paragraph (a) of this sec-tion after completing the endurancetesting of § 33.87(f).

[Doc. No. 26019, 61 FR 31329, June 19, 1996]

§ 33.94 Blade containment and rotorunbalance tests.

(a) Except as provided in paragraph(b) of this section, it must be dem-onstrated by engine tests that the en-gine is capable of containing damagewithout catching fire and without fail-ure of its mounting attachments whenoperated for at least 15 seconds, unlessthe resulting engine damage induces aself shutdown, after each of the follow-ing events:

(1) Failure of the most critical com-pressor or fan blade while operating atmaximum permissible r.p.m. The bladefailure must occur at the outermost re-tention groove or, for integrally-bladedrotor discs, at least 80 percent of theblade must fail.


746

14 CFR Ch. I (1–1–99 Edition) § 33.95

(2) Failure of the most critical tur-bine blade while operating at maxi-mum permissible r.p.m. The blade fail-ure must occur at the outermost reten-tion groove or, for integrally-bladedrotor discs, at least 80 percent of theblade must fail. The most critical tur-bine blade must be determined by con-sidering turbine blade weight and thestrength of the adjacent turbine caseat case temperatures and pressures as-sociated with operation at maximumpermissible r.p.m.

(b) Analysis based on rig testing,component testing, or service experi-ence may be substitute for one of theengine tests prescribed in paragraphs(a)(1) and (a)(2) of this section if—

(1) That test, of the two prescribed,produces the least rotor unbalance; and

(2) The analysis is shown to be equiv-alent to the test.Secs. 313(a), 601, and 603, Federal AviationAct of 1958 (49 U.S.C. 1354(a), 1421, and 1423);and 49 U.S.C. 106(g) Revised, Pub. L. 97–449,Jan. 12, 1983)

[Amdt. 33–10, 49 FR 6854, Feb. 23, 1984]

§ 33.95 Engine-propeller systems tests.

If the engine is designed to operatewith a propeller, the following testsmust be made with a representativepropeller installed by either includingthe tests in the endurance run or oth-erwise performing them in a manneracceptable to the Administrator:

(a) Feathering operation: 25 cycles.(b) Negative torque and thrust sys-

tem operation: 25 cycles from ratedmaximum continuous power.

(c) Automatic decoupler operation: 25cycles from rated maximum continu-ous power (if repeated decoupling andrecoupling in service is the intendedfunction of the device).

(d) Reverse thrust operation: 175 cy-cles from the flight-idle position to fullreverse and 25 cycles at rated maxi-mum continuous power from full for-ward to full reverse thrust. At the endof each cycle the propeller must be op-erated in reverse pitch for a period of30 seconds at the maximum rotationalspeed and power specified by the appli-cant for reverse pitch operation.


§ 33.96 Engine tests in auxiliary powerunit (APU) mode.

If the engine is designed with a pro-peller brake which will allow the pro-peller to be brought to a stop while thegas generator portion of the engine re-mains in operation, and remain stoppedduring operation of the engine as anauxiliary power unit (‘‘APU mode’’), inaddition to the requirements of § 33.87,the applicant must conduct the follow-ing tests:

(a) Ground locking: A total of 45hours with the propeller brake engagedin a manner which clearly dem-onstrates its ability to function with-out adverse effects on the complete en-gine while the engine is operating inthe APU mode under the maximumconditions of engine speed, torque,temperature, air bleed, and power ex-traction as specified by the applicant.

(b) Dynamic braking: A total of 400application-release cycles of brake en-gagements must be made in a mannerwhich clearly demonstrates its abilityto function without adverse effects onthe complete engine under the maxi-mum conditions of engine acceleration/deceleration rate, speed, torque, andtemperature as specified by the appli-cant. The propeller must be stoppedprior to brake release.

(c) One hundred engine starts andstops with the propeller brake engaged.

(d) The tests required by paragraphs(a), (b), and (c) of this section must beperformed on the same engine, but thisengine need not be the same engineused for the tests required by § 33.87.

(e) The tests required by paragraphs(a), (b), and (c) of this section must befollowed by engine disassembly to theextent necessary to show compliancewith the requirements of § 33.93(a) and§ 33.93(b).

[Amdt. 33–11, 51 FR 10346, Mar. 25, 1986]

§ 33.97 Thrust reversers.(a) If the engine incorporates a re-

verser, the endurance calibration, oper-ation, and vibration tests prescribed inthis subpart must be run with the re-verser installed. In complying with thissection, the power control lever mustbe moved from one extreme position tothe other in not more than one secondexcept, if regimes of control operations


747

Federal Aviation Administration, DOT Pt. 33, App. A

are incorporated necessitating schedul-ing of the power-control lever motionin going from one extreme position tothe other, a longer period of time is ac-ceptable but not more than three sec-onds. In addition, the test prescribed inparagraph (b) of this section must bemade. This test may be scheduled aspart of the endurance run.

(b) 175 reversals must be made fromflight-idle forward thrust to maximumreverse thrust and 25 reversals must bemade from rated takeoff thrust to max-imum reverse thrust. After each rever-sal the reverser must be operated atfull reverse thrust for a period of oneminute, except that, in the case of a re-verser intended for use only as a brak-ing means on the ground, the reverserneed only be operated at full reversethrust for 30 seconds.


§ 33.99 General conduct of block tests.

(a) Each applicant may, in making ablock test, use separate engines ofidentical design and construction inthe vibration, calibration, endurance,and operation tests, except that, if aseparate engine is used for the endur-ance test it must be subjected to a cali-bration check before starting the en-durance test.

(b) Each applicant may service andmake minor repairs to the engine dur-ing the block tests in accordance withthe service and maintenance instruc-tions submitted in compliance with§ 33.4. If the frequency of the service isexcessive, or the number of stops dueto engine malfunction is excessive, or amajor repair, or replacement of a partis found necessary during the blocktests or as the result of findings fromthe teardown inspection, the engine orits parts must be subjected to any addi-tional tests the Administrator findsnecessary.

(c) Each applicant must furnish alltesting facilities, including equipmentand competent personnel, to conductthe block tests.

[Doc. No. 3025, 29 FR 7453, June 10, 1964, asamended by Amdt. 33–6, 39 FR 35470, Oct. 1,1974; Amdt. 33–9, 45 FR 60181, Sept. 11, 1980]

APPENDIX A TO PART 33—INSTRUCTIONSFOR CONTINUED AIRWORTHINESS

A33.1 GENERAL

(a) This appendix specifies requirementsfor the preparation of Instructions for Con-tinued Airworthiness as required by § 33.4.

(b) The Instructions for Continued Air-worthiness for each engine must include theInstructions for Continued Airworthiness forall engine parts. If Instructions for Contin-ued Airworthiness are not supplied by theengine part manufacturer for an engine part,the Instructions for Continued Airworthinessfor the engine must include the informationessential to the continued airworthiness ofthe engine.

(c) The applicant must submit to the FAAa program to show how changes to the In-structions for Continued Airworthiness madeby the applicant or by the manufacturers ofengine parts will be distributed.

A33.2 FORMAT

(a) The Instructions for Continued Air-worthiness must be in the form of a manualor manuals as appropriate for the quantityof data to be provided.

(b) The format of the manual or manualsmust provide for a practical arrangement.

A33.3 CONTENT

The contents of the manual or manualsmust be prepared in the English language.The Instructions for Continued Airworthi-ness must contain the following manuals orsections, as appropriate, and information:

(a) Engine Maintenance Manual or Section.(1) Introduction information that includes anexplanation of the engine’s features and datato the extent necessary for maintenance orpreventive maintenance.

(2) A detailed description of the engine andits components, systems, and installations.

(3) Installation instructions, includingproper procedures for uncrating,deinhibiting, acceptance checking, lifting,and attaching accessories, with any nec-essary checks.

(4) Basic control and operating informationdescribing how the engine components, sys-tems, and installations operate, and informa-tion describing the methods of starting, run-ning, testing, and stopping the engine and itsparts including any special procedures andlimitations that apply.

(5) Servicing information that covers de-tails regarding servicing points, capacities oftanks, reservoirs, types of fluids to be used,pressures applicable to the various systems,locations of lubrication points, lubricants tobe used, and equipment required for servic-ing.

(6) Scheduling information for each part ofthe engine that provides the recommended


748

14 CFR Ch. I (1–1–99 Edition) Pt. 33, App. B

periods at which it should be cleaned, in-spected, adjusted, tested, and lubricated, andthe degree of inspection the applicable weartolerances, and work recommended at theseperiods. However, the applicant may refer toan accessory, instrument, or equipmentmanufacturer as the source of this informa-tion if the applicant shows that the item hasan exceptionally high degree of complexityrequiring specialized maintenance tech-niques, test equipment, or expertise. The rec-ommended overhaul periods and necessarycross references to the Airworthiness Limi-tations section of the manual must also beincluded. In addition, the applicant must in-clude an inspection program that includesthe frequency and extent of the inspectionsnecessary to provide for the continued air-worthiness of the engine.

(7) Troubleshooting information describingprobable malfunctions, how to recognizethose malfunctions, and the remedial actionfor those malfunctions.

(8) Information describing the order andmethod of removing the engine and its partsand replacing parts, with any necessary pre-cautions to be taken. Instructions for properground handling, crating, and shipping mustalso be included.

(9) A list of the tools and equipment nec-essary for maintenance and directions as totheir method of use.

(b) Engine Overhaul Manual or Section. (1)Disassembly information including the orderand method of disassembly for overhaul.

(2) Cleaning and inspection instructionsthat cover the materials and apparatus to beused and methods and precautions to betaken during overhaul. Methods of overhaulinspection must also be included.

(3) Details of all fits and clearances rel-evant to overhaul.

(4) Details of repair methods for worn orotherwise substandard parts and componentsalong with the information necessary to de-termine when replacement is necessary.

(5) The order and method of assembly atoverhaul.

(6) Instructions for testing after overhaul.

(7) Instructions for storage preparation, in-cluding any storage limits.

(8) A list of tools needed for overhaul.

A33.4 AIRWORTHINESS LIMITATIONS SECTION

The Instructions for Continued Airworthi-ness must contain a section titled Airworthi-ness Limitations that is segregated andclearly distinguishable from the rest of thedocument. This section must set forth eachmandatory replacement time, inspection in-terval, and related procedure required fortype certification. If the Instructions forContinued Airworthiness consist of multipledocuments, the section required by thisparagraph must be included in the principalmanual. This section must contain a legiblestatement in a prominent location thatreads: ‘‘The Airworthiness Limitations sec-tion is FAA approved and specifies mainte-nance required under §§ 43.16 and 91.403 of theFederal Aviation Regulations unless an al-ternative program has been FAA approved.’’

[Amdt. 33–9, 45 FR 60181, Sept. 11, 1980, asamended by Amdt. 33–13, 54 FR 34330, Aug. 18,1989]

APPENDIX B TO PART 33—CERTIFICATIONSTANDARD ATMOSPHERIC CON-CENTRATIONS OF RAIN AND HAIL

Figure B1, Table B1, Table B2, Table B3,and Table B4 specify the atmospheric con-centrations and size distributions of rain andhail for establishing certification, in accord-ance with the requirements of § 33.78(a)(2). Inconducting tests, normally by spraying liq-uid water to simulate rain conditions and bydelivering hail fabricated from ice to simu-late hail conditions, the use of water drop-lets and hail having shapes, sizes and dis-tributions of sizes other than those definedin this appendix B, or the use of a single sizeor shape for each water droplet or hail, canbe accepted, provided that applicant showsthat the substitution does not reduce the se-verity of the test.


749

Federal Aviation Administration, DOT Pt. 33, App. B

TABLE B1.—CERTIFICATION STANDARDATMOSPHERIC RAIN CONCENTRATIONS

Altitude (feet)

Rainwater

content(RWC)(gramswater/meter 3

air)

0 ............................................................................. 20.020,000 .................................................................... 20.026,300 .................................................................... 15.232,700 .................................................................... 10.839,300 .................................................................... 7.746,000 .................................................................... 5.2

RWC values at other altitudes may be determined by linearinterpolation.

NOTE: Source of data—Results of the Aerospace IndustriesAssociation (AIA) Propulsion Committee Study, Project PC338–1, June 1990.

TABLE B2.—CERTIFICATION STANDARDATMOSPHERIC HAIL CONCENTRATIONS

Altitude (feet)

Hailwater

content(HWC)(gramswater/meter 3

air)

0 ............................................................................. 6.07,300 ...................................................................... 8.98,500 ...................................................................... 9.410,000 .................................................................... 9.912,000 .................................................................... 10.015,000 .................................................................... 10.016,000 .................................................................... 8.917,700 .................................................................... 7.819,300 .................................................................... 6.6

TABLE B2.—CERTIFICATION STANDARD ATMOS-PHERIC HAIL CONCENTRATIONS—Continued

Altitude (feet)

Hailwater

content(HWC)(gramswater/meter 3

air)

21,500 .................................................................... 5.624,300 .................................................................... 4.429,000 .................................................................... 3.346,000 .................................................................... 0.2

HWC values at other altitudes may be determined by linearinterpolation. The hail threat below 7,300 feet and above29,000 feet is based on linearly extrapolated data.

Note: Source of data—Results of the Aerospace IndustriesAssociation (AIA Propulsion Committee (PC) Study, ProjectPC 338–1, June 1990.

TABLE B3.—CERTIFICATION STANDARD ATMOS-PHERIC RAIN DROPLET SIZE DISTRIBUTION

Rain droplet diameter (mm)Contribu-tion totalRWC (%)

0–0.49 .................................................................... 00.50–0.99 ............................................................... 2.251.00–1.49 ............................................................... 8.751.50–1.99 ............................................................... 16.252.00–2.49 ............................................................... 19.002.50–2.99 ............................................................... 17.753.00–3.49 ............................................................... 13.503.50–3.99 ............................................................... 9.504.00–4.49 ............................................................... 6.004.50–4.99 ............................................................... 3.005.00–5.49 ............................................................... 2.005.50–5.99 ............................................................... 1.256.00–6.49 ............................................................... 0.506.50–7.00 ............................................................... 0.25


750

14 CFR Ch. I (1–1–99 Edition) Pt. 34

TABLE B3.—CERTIFICATION STANDARD ATMOS-PHERIC RAIN DROPLET SIZE DISTRIBUTION—Continued

Rain droplet diameter (mm)Contribu-tion totalRWC (%)

Total ................................................................ 100.00

Median diameter of rain droplets in 2.66 mmNote: Source of data—Results of the Aerospace Industries

Association (AIA Propulsion Committee (PC) Study, ProjectPC 338–1, June 1990.

TABLE B4.—CERTIFICATION STANDARDATMOSPHERIC HAIL SIZE DISTRIBUTION

Hail diameter (mm)Contribu-tion totalHWC (%)

0–4.9 ...................................................................... 05.0–9.9 ................................................................... 17.0010.0–14.9 ............................................................... 25.0015.0–19.9 ............................................................... 22.5020.0–24.9 ............................................................... 16.0025.0–29.9 ............................................................... 9.7530.0–34.9 ............................................................... 4.7535.0–39.9 ............................................................... 2.5040.0–44.9 ............................................................... 1.5045.0–49.9 ............................................................... 0.7550.0–55.0 ............................................................... 0.25

Total ................................................................ 100.00

Median diameter of hail is 16 mmNote: Source of data—Results of the Aerospace Industries

Association (AIA Propulsion Committee (PC) Study, ProjectPC 338–1, June 1990.

[Doc. No. 28652, 63 FR 14799, Mar. 26, 1998]

PART 34—FUEL VENTING AND EX-HAUST EMISSION REQUIREMENTSFOR TURBINE ENGINE POWEREDAIRPLANES

Subpart A—General Provisions

Sec.34.1 Definitions.34.2 Abbreviations.34.3 General requirements.34.4 [Reserved]34.5 Special test procedures.34.6 Aircraft safety.34.7 Exemptions.

Subpart B—Engine Fuel Venting Emissions(New and In-Use Aircraft Gas TurbineEngines)

34.10 Applicability.34.11 Standard for fuel venting emissions.

Subpart C—Exhaust Emissions (NewAircraft Gas Turbine Engines)

34.20 Applicability.34.21 Standards for exhaust emissions.

Subpart D—Exhaust Emissions (In-UseAircraft Gas Turbine Engines)

34.30 Applicability.34.31 Standards for exhaust emissions.

Subparts E—F [Reserved]

Subpart G—Test Procedures for Engine Ex-haust Gaseous Emissions (Aircraft andAircraft Gas Turbine Engines)

34.60 Introduction.34.61 Turbine fuel specifications.34.62 Test procedure (propulsion engines).34.63 [Reserved]34.64 Sampling and analytical procedures

for measuring gaseous exhaust emis-sions.

34.65—34.70 [Reserved]34.71 Compliance with gaseous emission

standards.

Subpart H—Test Procedures for EngineSmoke Emissions (Aircraft Gas TurbineEngines)

34.80 Introduction.34.81 Fuel specifications.34.82 Sampling and analytical procedures

for measuring smoke exhaust emissions.34.83—34.88 [Reserved]34.89 Compliance with smoke emission

standards.

AUTHORITY: 42 U.S.C. 4321 et seq., 7572; 49U.S.C. 106(g), 40113, 44701–44702, 44704, 44714.

SOURCE: Docket No. 25613, 55 FR 32861, Aug.10, 1990, unless otherwise noted.

Subpart A—General Provisions

§ 34.1 Definitions.As used in this part, all terms not de-

fined herein shall have the meaninggiven them in the Clean Air Act, asamended (42 U.S.C. 7401 et. seq.):

Act means the Clean Air Act, asamended (42 U.S.C. 7401 et. seq.).

Administrator means the Adminis-trator of the Federal Aviation Admin-istration or any person to whom he hasdelegated his authority in the matterconcerned.

Administrator of the EPA means theAdministrator of the EnvironmentalProtection Agency and any other offi-cer or employee of the EnvironmentalProtection Agency to whom the au-thority involved may be delegated.

Aircraft as used in this part meansany airplane as defined in 14 CFR part


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