288
14 CFR Ch. I (1–1–14 Edition)
§ 23.1095
(b)
Turbine engines. (1) Each turbine
engine and its air inlet system must
operate throughout the flight power
range of the engine (including idling),
without the accumulation of ice on en-
gine or inlet system components that
would adversely affect engine oper-
ation or cause a serious loss of power
or thrust—
(i) Under the icing conditions speci-
fied in appendix C of part 25 of this
chapter; and
(ii) In snow, both falling and blowing,
within the limitations established for
the airplane for such operation.
(2) Each turbine engine must idle for
30 minutes on the ground, with the air
bleed available for engine icing protec-
tion at its critical condition, without
adverse effect, in an atmosphere that is
at a temperature between 15
°
and 30
°
F
(between ¥9
°
and ¥1
°
C) and has a liq-
uid water content not less than 0.3
grams per cubic meter in the form of
drops having a mean effective diameter
not less than 20 microns, followed by
momentary operation at takeoff power
or thrust. During the 30 minutes of idle
operation, the engine may be run up
periodically to a moderate power or
thrust setting in a manner acceptable
to the Administrator.
(c)
Reciprocating engines with Super-
chargers. For airplanes with recipro-
cating engines having superchargers to
pressurize the air before it enters the
fuel metering device, the heat rise in
the air caused by that supercharging at
any altitude may be utilized in deter-
mining compliance with paragraph (a)
of this section if the heat rise utilized
is that which will be available, auto-
matically, for the applicable altitudes
and operating condition because of su-
percharging.
[Amdt. 23-7, 34 FR 13095, Aug. 13, 1969, as
amended by Amdt. 23–15, 39 FR 35460, Oct. 1,
1974; Amdt. 23–17, 41 FR 55465, Dec. 20, 1976;
Amdt. 23–18, 42 FR 15041, Mar. 17, 1977; Amdt.
23–29, 49 FR 6847, Feb. 23, 1984; Amdt. 23–43, 58
FR 18973, Apr. 9, 1993; Amdt. 23–51, 61 FR 5137,
Feb. 9, 1996]
§ 23.1095
Carburetor deicing fluid flow
rate.
(a) If a carburetor deicing fluid sys-
tem is used, it must be able to simulta-
neously supply each engine with a rate
of fluid flow, expressed in pounds per
hour, of not less than 2.5 times the
square root of the maximum contin-
uous power of the engine.
(b) The fluid must be introduced into
the air induction system—
(1) Close to, and upstream of, the car-
buretor; and
(2) So that it is equally distributed
over the entire cross section of the in-
duction system air passages.
§ 23.1097
Carburetor deicing fluid sys-
tem capacity.
(a) The capacity of each carburetor
deicing fluid system—
(1) May not be less than the greater
of—
(i) That required to provide fluid at
the rate specified in § 23.1095 for a time
equal to three percent of the maximum
endurance of the airplane; or
(ii) 20 minutes at that flow rate; and
(2) Need not exceed that required for
two hours of operation.
(b) If the available preheat exceeds 50
°
F. but is less than 100
°
F., the capacity
of the system may be decreased in pro-
portion to the heat rise available in ex-
cess of 50
°
F.
§ 23.1099
Carburetor deicing fluid sys-
tem detail design.
Each carburetor deicing fluid system
must meet the applicable requirements
for the design of a fuel system, except
as specified in §§ 23.1095 and 23.1097.
§ 23.1101
Induction air preheater de-
sign.
Each exhaust-heated, induction air
preheater must be designed and con-
structed to—
(a) Ensure ventilation of the pre-
heater when the induction air pre-
heater is not being used during engine
operation;
(b) Allow inspection of the exhaust
manifold parts that it surrounds; and
(c) Allow inspection of critical parts
of the preheater itself.
[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–43, 58 FR 18974, Apr. 9,
1993]
§ 23.1103
Induction system ducts.
(a) Each induction system duct must
have a drain to prevent the accumula-
tion of fuel or moisture in the normal
ground and flight attitudes. No drain
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