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propeller accounting

(b) For propellers incorporating a method to select blade pitch below the in-flight low-pitch position, provisions must be made to sense and indicate to the flightcrew that the propeller blades are below that position by an amount defined in the installation instructions. The method for sensing and indicating the propeller blade pitch position must be such that its failure does not affect the control of the propeller. (a) No single failure or malfunction in the propeller system will result in unintended travel of the propeller blades to a position below the in-flight low-pitch position. The extent of any intended travel below the in-flight low-pitch position must be documented by the applicant in the appropriate manuals.

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Although the FAA is aware of some research supporting the use of such devices, the FAA agrees the data is insufficient to mandate such a system at this time. The FAA encourages applicants such as Archer to consider voluntary implementation of these systems or similar bird deterrence mitigations, as good design practice. Multiple commenters requested clarity on where glide and autorotation performance are captured. The FAA added AM1.2120(e), which requires the applicant determine the performance for gliding or autorotation. The FAA announces the special class airworthiness criteria for the Archer Aviation, Inc. (Archer) Model M001 powered-lift.

propeller accounting

§ 23.2305 Landing Gear Systems

propeller accounting

AM1.2105(g) establishes safety objectives and the FAA’s acceptance of a specific means of compliance is beyond the scope of these airworthiness criteria. (e) The propeller control system must be designed and constructed so that the loss, interruption, or abnormal characteristic of aircraft-supplied electrical power does not result in hazardous propeller effects. The FAA received comments that questioned the inclusion of HIRF and lightning requirements for aircraft approved for Instrument Flight Rules (IFR) operations. The FAA found it prudent to specify basic design requirements for HIRF and lightning based on the expectation that future design modifications could include an IFR approval. However, additional design and installation requirements beyond those specified in these airworthiness criteria would be needed for the aircraft to be approved to operate under IFR.

propeller accounting

§ 23.1459 Flight Data Recorders

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  • The airworthiness criteria ensure design margins account for any relevant declared operating limits.
  • The FAA does not concur with the suggestion that propeller release and unbalance should be treated as catastrophic and not hazardous effects.
  • The declared engine operational characteristics must account for installation loads and effects.
  • (a) Any power or thrust control system or powerplant control system must be designed so no unsafe condition results during normal operation of the system.

The commenter suggested that proposed AM1.2733(e) contain similar language as that in the equivalent requirement for the propeller control system in AM1.2823(a)(2). AM1.2733(e) and AM1.2823(a)(2) are not equivalent requirements as stated by the commenter. Commenters requested the FAA clarify what is meant by the definition of a “life limited part” in proposed AM1.2713(a)(2), as it includes phrases that make it open-ended and indistinguishable from the definition of a critical part in proposed AM1.2713(a)(1). The FAA agrees regarding the need for clarification in the definition of life-limited parts.

The FAA modified AM1.2115, AM1.2120, AM1.2125, and AM1.2130 to use this new definition of critical loss of thrust. The FAA proposed applicable criteria by determining the appropriate airworthiness requirements that apply to the Model M001 powered-lift. These criteria are tailored to the powered-lift’s design, including its engines and propellers, as well as its construction, intended use, and suitability for compliance with operational requirements. (a) These airworthiness criteria prescribe airworthiness standards for the issuance of a type certificate, and changes to that type certificate, for the Archer Aviation, Inc. This aircraft must be certificated in accordance with either the “essential performance” or “increased performance” requirements of these airworthiness criteria. This aircraft may also be type certificated as both “essential performance” and “increased performance” with appropriate and different operating limitations for each approval.

AM1.2515 Electrical- and Electronic-System Lightning Protection

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The applicant must provide an Aircraft Flight Manual that must be delivered with each aircraft. (e) Powerplant components must comply with their component limitations and installation instructions or be shown not to create a hazard. (d) Hazardous accumulations of fluids, vapors, or gases must be isolated from the aircraft and personnel compartments and be safely contained or discharged. (2) The weight and distribution of occupants, payload, and energy-storage systems. (2) Provide sufficient margin for the establishment of practical operational limiting airspeeds.

  • The FAA does not currently require in-service monitoring for critical parts on other aircraft types, and the FAA does not plan to require any provisions for in-service monitoring of critical parts for powered-lift.
  • (a) Unless otherwise prescribed, the aircraft must meet the performance requirements of this subpart in still air and standard atmospheric conditions.
  • This concern is adequately addressed by proposed AM1.2335(b), which requires the appropriate protection against hazardous effects caused by accumulation of electrostatic charge.
  • Distributed propulsion with an integrated flight and propulsion control system adjusts the aircraft’s flight path using aerodynamic and/or propulsive forces.
  • Commenters also stated that specifying the power or thrust control system failure probability as extremely remote may be inconsistent with the extremely improbable requirement in AM1.2135.
  • These requirements include consideration for lightning common cause effects due to the potential for simultaneously affecting multiple systems.

However, the commenter highlighted that the second statement in § 33.17(a) specifically applies to internal fires in turbine engines and is not relevant to Archer engines. This modification makes a suggestion by another commenter to change the title of the airworthiness criteria to “High Voltage Arc Faults and Fire Protection” inapplicable. The FAA received comments asking that the terms “shutdown,” “start,” “restart,” and “idle” be defined for electric engines. The FAA intends that these terms have the same meaning as for existing engine technology, but recognizes that there may be some differences based on the specific design of the Model M001 and its engine operations. The FAA received a comment questioning the applicability of part 33 requirements that used the term “rotorcraft.” Upon further review, the FAA found similar issues with the references to “airplane” within part 33 and part 35. The FAA agrees with the concern and updated AM1.2000(c) to clarify that part 33 and part 35 requirements that use the terms “airplane” and “rotorcraft” mean “aircraft.” This also prompted the FAA to remove the inappropriate reference to typical airplane installations in § 35.37(c)(2).

  • The FAA does not concur with the request to make the quantitative prediction of a hazardous propeller effect less ambiguous due to inherent limitations on the availability of reliable data.
  • Compliance with this paragraph must be shown by test, validated analysis, or a combination of both.
  • Should Archer seek icing certification through an amendment to their type certificate after initial type certification, appropriate icing standards will be defined as part of that project.
  • Multiple commenters requested the FAA provide clarification in AM1.2200(b) with respect to appropriate design maneuvering load factors for powered-lift designs.

(a) The design of the case surrounding rotating components must provide for the containment of the rotating components in the event of failure, unless the applicant shows that the margin to rotor burst precludes the possibility of a rotor burst. (d) Ingestion sources propeller accounting described in paragraph (b) of this section that are not evaluated must be declared in the engine installation manual. (ii) Blockage of cooling systems that could cause the engine effects described in § 33.75(g)(2) and paragraph (d)(2)(i) of this section.

An engineering plan, manufacturing plan, and service management plan will be needed for critical parts and for life-limited parts as stated in AM1.2713(b). The FAA received two comments requesting clarification regarding whether proposed AM1.2729 (b) allows the applicant the option of not performing the teardown inspection. The FAA clarifies that the agency intends AM1.2729(b) to require a teardown inspection except for any engine parts or components that cannot be torn down. The FAA has changed proposed AM1.2729(b) to clarify that it only applies to engine components where a teardown cannot be performed in a non-destructive manner.