Code of Federal Regulations - Title 14

282

14 CFR Ch. I (1–1–14 Edition)

§ 23.1011

(b) Fuel jettisoning must be dem-

onstrated at maximum weight with
flaps and landing gear up and in—

(1) A power-off glide at 1.4

;

(2) A climb, at the speed at which the

one-engine-inoperative enroute climb
data have been established in accord-
ance with § 23.69(b), with the critical
engine inoperative and the remaining
engines at maximum continuous
power; and

(3) Level flight at 1.4

, if the re-

sults of the tests in the conditions
specified in paragraphs (b)(1) and (2) of
this section show that this condition
could be critical.

in paragraph (b) of this section, it must
be shown that—

(1) The fuel jettisoning system and

its operation are free from fire hazard;

(2) The fuel discharges clear of any

part of the airplane;

(3) Fuel or fumes do not enter any

parts of the airplane; and

(4) The jettisoning operation does not

adversely affect the controllability of
the airplane.

(d) For reciprocating engine powered

airplanes, the jettisoning system must
be designed so that it is not possible to
jettison the fuel in the tanks used for
takeoff and landing below the level al-
lowing 45 minutes flight at 75 percent
maximum continuous power. However,
if there is an auxiliary control inde-
pendent of the main jettisoning con-
trol, the system may be designed to
jettison all the fuel.

(e) For turbine engine powered air-

planes, the jettisoning system must be
designed so that it is not possible to
jettison fuel in the tanks used for take-
off and landing below the level allow-
ing climb from sea level to 10,000 feet
and thereafter allowing 45 minutes
cruise at a speed for maximum range.

(f) The fuel jettisoning valve must be

designed to allow flight crewmembers
to close the valve during any part of
the jettisoning operation.

(g) Unless it is shown that using any

means (including flaps, slots, and slats)
for changing the airflow across or
around the wings does not adversely af-
fect fuel jettisoning, there must be a
placard, adjacent to the jettisoning
control, to warn flight crewmembers
against jettisoning fuel while the

means that change the airflow are
being used.

(h) The fuel jettisoning system must

be designed so that any reasonably
probable single malfunction in the sys-
tem will not result in a hazardous con-
dition due to unsymmetrical jetti-
soning of, or inability to jettison, fuel.

[Amdt. 23–7, 34 FR 13094, Aug. 13, 1969, as
amended by Amdt. 23–43, 58 FR 18973, Apr. 9,
1993; Amdt. 23–51, 61 FR 5137, Feb. 9, 1996]

YSTEM

§ 23.1011

General.

(a) For oil systems and components

that have been approved under the en-
gine airworthiness requirements and
where those requirements are equal to
or more severe than the corresponding
requirements of subpart E of this part,
that approval need not be duplicated.
Where the requirements of subpart E of
this part are more severe, substan-
tiation must be shown to the require-
ments of subpart E of this part.

(b) Each engine must have an inde-

pendent oil system that can supply it
with an appropriate quantity of oil at a
temperature not above that safe for
continuous operation.

not be less than the product of the en-
durance of the airplane under critical
operating conditions and the maximum
oil consumption of the engine under
the same conditions, plus a suitable
margin to ensure adequate circulation
and cooling.

(d) For an oil system without an oil

transfer system, only the usable oil
tank capacity may be considered. The
amount of oil in the engine oil lines,
the oil radiator, and the feathering re-
serve, may not be considered.

(e) If an oil transfer system is used,

and the transfer pump can pump some
of the oil in the transfer lines into the
main engine oil tanks, the amount of
oil in these lines that can be pumped
by the transfer pump may be included
in the oil capacity.

[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–43, 58 FR 18973, Apr. 9,
1993]

§ 23.1013

Oil tanks.

(a)

Installation. Each oil tank must be

installed to—

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