Code of Federal Regulations - Title 14

183

Federal Aviation Administration, DOT

Pt. 23, SFAR No. 23

each stage of flight being investigated unless
the entry condition is not one during which
component and engine fluid temperatures
would stabilize, in which case, operation
through the full entry condition must be
conducted before entry into the stage of
flight being investigated in order to allow
temperatures to reach their natural levels at
the time of entry. The takeoff cooling test
must be preceded by a period during which
the powerplant component and engine fluid
temperatures are stabilized with the engines
at ground idle.

must be continued until—

(1) The component and engine fluid tem-

peratures stabilize;

(2) The stage of flight is completed; or
(3) An operating limitation is reached.

NDUCTION

YSTEM

47.

Air induction. For turbopropeller pow-

ered airplanes—

(a) There must be means to prevent haz-

ardous quantities of fuel leakage or overflow
from drains, vents, or other components of
flammable fluid systems from entering the
engine intake system; and

(b) The air inlet ducts must be located or

protected so as to minimize the ingestion of
foreign matter during takeoff, landing, and
taxiing.

48.

Induction system icing protection. For

turbopropeller powered airplanes, each tur-
bine engine must be able to operate through-
out its flight power range without adverse
effect on engine operation or serious loss of
power or thrust, under the icing conditions
specified in appendix C of FAR 25. In addi-
tion, there must be means to indicate to ap-
propriate flight crewmembers the func-
tioning of the powerplant ice protection sys-
tem.

49.

Turbine engine bleed air systems. Turbine

engine bleed air systems of turbopropeller
powered airplanes must be investigated to
determine—

(a) That no hazard to the airplane will re-

sult if a duct rupture occurs. This condition
must consider that a failure of the duct can
occur anywhere between the engine port and
the airplane bleed service; and

(b) That if the bleed air system is used for

direct cabin pressurization, it is not possible
for hazardous contamination of the cabin air
system to occur in event of lubrication sys-
tem failure.

XHAUST

YSTEM

50.

Exhaust system drains. Turbopropeller

engine exhaust systems having low spots or
pockets must incorporate drains at such lo-
cations. These drains must discharge clear of
the airplane in normal and ground attitudes
to prevent the accumulation of fuel after the
failure of an attempted engine start.

OWERPLANT

ONTROLS AND

CCESSORIES

51.

Engine controls. If throttles or power le-

vers for turbopropeller powered airplanes are
such that any position of these controls will
reduce the fuel flow to the engine(s) below
that necessary for satisfactory and safe idle
operation of the engine while the airplane is
in flight, a means must be provided to pre-
vent inadvertent movement of the control
into this position. The means provided must
incorporate a positive lock or stop at this
idle position and must require a separate and
distinct operation by the crew to displace
the control from the normal engine oper-
ating range.

52.

Reverse thrust controls. For turbo-

propeller powered airplanes, the propeller re-
verse thrust controls must have a means to
prevent their inadvertent operation. The
means must have a positive lock or stop at
the idle position and must require a separate
and distinct operation by the crew to dis-
place the control from the flight regime.

53.

Engine ignition systems. Each turbo-

propeller airplane ignition system must be
considered an essential electrical load.

54.

Powerplant accessories. The powerplant

accessories must meet the requirements of
FAR 23.1163, and if the continued rotation of
any accessory remotely driven by the engine
is hazardous when malfunctioning occurs,
there must be means to prevent rotation
without interfering with the continued oper-
ation of the engine.

OWERPLANT

IRE

ROTECTION

55.

Fire detector system. For turbopropeller

powered airplanes, the following apply:

(a) There must be a means that ensures

prompt detection of fire in the engine com-
partment. An overtemperature switch in
each engine cooling air exit is an acceptable
method of meeting this requirement.

(b) Each fire detector must be constructed

and installed to withstand the vibration, in-
ertia, and other loads to which it may be
subjected in operation.

oil, water, other fluids, or fumes that might
be present.

(d) There must be means to allow the flight

crew to check, in flight, the functioning of
each fire detector electric circuit.

(e) Wiring and other components of each

fire detector system in a fire zone must be at
least fire resistant.

56.

Fire protection, cowling and nacelle skin.

For reciprocating engine powered airplanes,
the engine cowling must be designed and
constructed so that no fire originating in the
engine compartment can enter, either
through openings or by burn through, any
other region where it would create addi-
tional hazards.

57.

Flammable fluid fire protection. If flam-

mable fluids or vapors might be liberated by

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