cfr_sections
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| section_id ▼ | title_number | title_name | chapter | subchapter | part_number | part_name | subpart | subpart_name | section_number | section_heading | agency | authority | source_citation | amendment_citations | full_text |
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| 14:14:1.0.1.3.18.1.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.1 Applicability. | FAA | [Amdt. 33-7, 41 FR 55474, Dec. 20, 1976, as amended by Amdt. 33-14, 55 FR 32861, Aug. 10, 1990] | (a) This part prescribes airworthiness standards for the issue of type certificates and changes to those certificates, for aircraft engines. (b) Each person who applies under part 21 for such a certificate or change must show compliance with the applicable requirements of this part and the applicable requirements of part 34 of this chapter. | |||
| 14:14:1.0.1.3.18.1.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.3 General. | FAA | Each applicant must show that the aircraft engine concerned meets the applicable requirements of this part. | ||||
| 14:14:1.0.1.3.18.1.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.4 Instructions for Continued Airworthiness. | FAA | [Amdt. 33-9, 45 FR 60181, Sept. 11, 1980] | The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first aircraft with the engine installed, or upon issuance of a standard certificate of airworthiness for the aircraft with the engine installed, whichever occurs later. | |||
| 14:14:1.0.1.3.18.1.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.5 Instruction manual for installing and operating the engine. | FAA | [Amdt. 33-6, 39 FR 35463, Oct. 1, 1974, as amended by Amdt. 33-9, 45 FR 60181, Sept. 11, 1980; Amdt. 33-24, 47 FR 50867, Sept. 4, 2007; Amdt. 33-25, 73 FR 48123, Aug. 18, 2008; Amdt. 33-26, 73 FR 48284, Aug. 19, 2008] | Each applicant must prepare and make available to the Administrator prior to the issuance of the type certificate, and to the owner at the time of delivery of the engine, approved instructions for installing and operating the engine. The instructions must include at least the following: (a) Installation instructions. (1) The location of engine mounting attachments, the method of attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and related structure. (2) The location and description of engine connections to be attached to accessories, pipes, wires, cables, ducts, and cowling. (3) An outline drawing of the engine including overall dimensions. (4) A definition of the physical and functional interfaces with the aircraft and aircraft equipment, including the propeller when applicable. (5) Where an engine system relies on components that are not part of the engine type design, the interface conditions and reliability requirements for those components upon which engine type certification is based must be specified in the engine installation instructions directly or by reference to appropriate documentation. (6) A list of the instruments necessary for control of the engine, including the overall limits of accuracy and transient response required of such instruments for control of the operation of the engine, must also be stated so that the suitability of the instruments as installed may be assessed. (b) Operation instructions. (1) The operating limitations established by the Administrator. (2) The power or thrust ratings and procedures for correcting for nonstandard atmosphere. (3) The recommended procedures, under normal and extreme ambient conditions for— (i) Starting; (ii) Operating on the ground; and (iii) Operating during flight. (4) For rotorcraft engines having one or more OEI ratings, applicants must provide data on engine performance characteristics and variability to enable the aircraft manufacturer to establish aircraft power assurance procedure… | |||
| 14:14:1.0.1.3.18.1.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.7 Engine ratings and operating limitations. | FAA | [Amdt. 33-6, 39 FR 35463, Oct. 1, 1974, as amended 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; Amdt. 33-26, 73 FR 48284, Aug. 19, 2008; Amdt. 33-30, 74 FR 45310, Sept. 2, 2009] | (a) Engine ratings and operating limitations are established by the Administrator and included in the engine certificate data sheet specified in § 21.41 of this chapter, including ratings and limitations based on the operating conditions and information specified in this section, as applicable, and any other information found necessary for safe operation of the engine. (b) For reciprocating engines, ratings and operating limitations are established relating to the following: (1) Horsepower or torque, r.p.m., manifold pressure, and time at critical pressure altitude and sea level pressure altitude for— (i) Rated maximum continuous power (relating to unsupercharged operation or to operation in each supercharger mode as applicable); and (ii) Rated takeoff power (relating to unsupercharged operation or to operation in each supercharger mode as applicable). (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 overhang moment. (7) Component life. (8) Turbosupercharger turbine wheel r.p.m. (c) For turbine engines, ratings and operating limitations are established relating to the following: (1) Horsepower, torque, or thrust, r.p.m., gas temperature, and time for— (i) Rated maximum continuous power or thrust (augmented); (ii) Rated maximum continuous power 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 2 1/2 -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 specif… | |||
| 14:14:1.0.1.3.18.1.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | A | Subpart A—General | § 33.8 Selection of engine power and thrust ratings. | FAA | [Amdt. 33-3, 32 FR 3736, Mar. 4, 1967] | (a) Requested engine power and thrust ratings must be selected by the applicant. (b) Each selected rating must be for the lowest power or thrust that all engines of the same type may be expected to produce under the conditions used to determine that rating. | |||
| 14:14:1.0.1.3.18.2.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.11 Applicability. | FAA | This subpart prescribes the general design and construction requirements for reciprocating and turbine aircraft engines. | ||||
| 14:14:1.0.1.3.18.2.283.10 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.28 Engine control systems. | FAA | [Amdt. 33-26, 73 FR 48284, Aug. 19, 2008] | (a) Applicability. These requirements are applicable to any system or device that is part of engine type design, that controls, limits, or monitors engine operation, and is necessary for the continued airworthiness of the engine. (b) Validation —(1) Functional aspects. The applicant must substantiate by tests, analysis, or a combination thereof, that the engine control system performs the intended functions in a manner which: (i) Enables selected values of relevant control parameters to be maintained and the engine kept within the approved operating limits over changing atmospheric conditions in the declared flight envelope; (ii) Complies with the operability requirements of §§ 33.51, 33.65 and 33.73, as appropriate, under all likely system inputs and allowable engine power or thrust demands, unless it can be demonstrated that failure of the control function results in a non-dispatchable condition in the intended application; (iii) Allows modulation of engine power or thrust with adequate sensitivity over the declared range of engine operating conditions; and (iv) Does not create unacceptable power or thrust oscillations. (2) Environmental limits. The applicant must demonstrate, when complying with §§ 33.53 or 33.91, that the engine control system functionality will not be adversely affected by declared environmental conditions, including electromagnetic interference (EMI), High Intensity Radiated Fields (HIRF), and lightning. The limits to which the system has been qualified must be documented in the engine installation instructions. (c) Control transitions. (1) The applicant must demonstrate that, when fault or failure results in a change from one control mode to another, from one channel to another, or from the primary system to the back-up system, the change occurs so that: (i) The engine does not exceed any of its operating limitations; (ii) The engine does not surge, stall, or experience unacceptable thrust or power changes or oscillations or other unacceptable characteristics; and (iii) … | |||
| 14:14:1.0.1.3.18.2.283.11 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.29 Instrument connection. | FAA | [Amdt. 33-5, 39 FR 1831, Jan. 15, 1974, as amended by Amdt. 33-6, 39 FR 35465, Oct. 1, 1974; Amdt. 33-18, 61 FR 31328, June 19, 1996; Amdt. 33-25, 73 FR 48123, Aug. 18, 2008; Amdt. 33-26, 73 FR 48285, Aug. 19, 2008] | (a) Unless it is constructed to prevent its connection to an incorrect instrument, each connection provided for powerplant instruments required by aircraft airworthiness regulations or necessary to insure operation of the engine in compliance with any engine limitation must be marked to identify it with its corresponding instrument. (b) A connection must be provided on each turbojet engine for an indicator system to indicate rotor system unbalance. (c) Each rotorcraft turbine engine having a 30-second OEI rating and a 2-minute OEI rating must have a means or a provision for a means to: (1) Alert the pilot when the engine is at the 30-second OEI and the 2-minute OEI power levels, when the event begins, and when the time interval expires; (2) Automatically record each usage and duration of power at the 30-second OEI and 2-minute OEI levels; (3) Alert maintenance personnel in a positive manner that the engine has been operated at either or both of the 30-second and 2-minute OEI power levels, and permit retrieval of the recorded data; and (4) Enable routine verification of the proper operation of the above means. (d) The means, or the provision for a means, of paragraphs (c)(2) and (c)(3) of this section must not be capable of being reset in flight. (e) The applicant must make provision for the installation of instrumentation necessary to ensure operation in compliance with engine operating limitations. Where, in presenting the safety analysis, or complying with any other requirement, dependence is placed on instrumentation that is not otherwise mandatory in the assumed aircraft installation, then the applicant must specify this instrumentation in the engine installation instructions and declare it mandatory in the engine approval documentation. (f) As part of the System Safety Assessment of § 33.28(e), the applicant must assess the possibility and subsequent effect of incorrect fit of instruments, sensors, or connectors. Where necessary, the applicant must take design precautions to prevent incorrect config… | |||
| 14:14:1.0.1.3.18.2.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.13 [Reserved] | FAA | |||||
| 14:14:1.0.1.3.18.2.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.15 Materials. | FAA | [Amdt. 33-8, 42 FR 15047, Mar. 17, 1977, as amended by Amdt. 33-10, 49 FR 6850, Feb. 23, 1984] | The suitability and durability of materials used in the engine must— (a) Be established on the basis of experience or tests; and (b) Conform to approved specifications (such as industry or military specifications) that ensure their having the strength and other properties assumed in the design data. | |||
| 14:14:1.0.1.3.18.2.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.17 Fire protection. | FAA | [Doc. No. FAA-2007-28503, 74 FR 37930, July 30, 2009] | (a) The design and construction of the engine and the materials used must minimize the probability of the occurrence and spread of fire during normal operation and failure conditions, and must minimize the effect of such a fire. In addition, the design and construction of turbine engines must minimize the probability of the occurrence of an internal fire that could result in structural failure or other hazardous effects. (b) Except as provided in paragraph (c) of this section, each external line, fitting, and other component, which contains or conveys flammable fluid during normal engine operation, must be fire resistant or fireproof, as determined by the Administrator. Components must be shielded or located to safeguard against the ignition of leaking flammable fluid. (c) A tank, which contains flammable fluids and any associated shut-off means and supports, which are part of and attached to the engine, must be fireproof either by construction or by protection unless damage by fire will not cause leakage or spillage of a hazardous quantity of flammable fluid. For a reciprocating engine having an integral oil sump of less than 23.7 liters capacity, the oil sump need not be fireproof or enclosed by a fireproof shield. (d) An engine component designed, constructed, and installed to act as a firewall must be: (1) Fireproof; (2) Constructed so that no hazardous quantity of air, fluid or flame can pass around or through the firewall; and, (3) Protected against corrosion; (e) In addition to the requirements of paragraphs (a) and (b) of this section, engine control system components that are located in a designated fire zone must be fire resistant or fireproof, as determined by the Administrator. (f) Unintentional accumulation of hazardous quantities of flammable fluid within the engine must be prevented by draining and venting. (g) Any components, modules, or equipment, which are susceptible to or are potential sources of static discharges or electrical fault currents must be designed and constructed to be pro… | |||
| 14:14:1.0.1.3.18.2.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.19 Durability. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-9, 45 FR 60181, Sept. 11, 1980; Amdt. 33-10, 49 FR 6851, Feb. 23, 1984; Amdt. 33-28, 73 FR 63346, Oct. 24, 2008] | (a) Engine design and construction must minimize the development of an unsafe condition of the engine between overhaul periods. The design of the compressor and turbine rotor cases must provide for the containment of damage from rotor blade failure. Energy levels and trajectories of fragments resulting from rotor blade failure that lie outside the compressor and turbine rotor cases must be defined. (b) Each component of the propeller blade pitch control system which is a part of the engine type design must meet the requirements of §§ 35.21, 35.23, 35.42 and 35.43 of this chapter. | |||
| 14:14:1.0.1.3.18.2.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.21 Engine cooling. | FAA | Engine design and construction must provide the necessary cooling under conditions in which the airplane is expected to operate. | ||||
| 14:14:1.0.1.3.18.2.283.7 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.23 Engine mounting attachments and structure. | FAA | [Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | (a) The maximum allowable limit and ultimate loads for engine mounting attachments and related engine structure must be specified. (b) The engine mounting attachments and related engine structure must be able to withstand— (1) The specified limit loads without permanent deformation; and (2) The specified ultimate loads without failure, but may exhibit permanent deformation. | |||
| 14:14:1.0.1.3.18.2.283.8 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.25 Accessory attachments. | FAA | [Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | The engine must operate properly with the accessory drive and mounting attachments loaded. Each engine accessory drive and mounting attachment must include provisions for sealing to prevent contamination of, or unacceptable leakage from, the engine interior. A drive and mounting attachment requiring lubrication for external drive splines, or coupling by engine oil, must include provisions for sealing to prevent unacceptable loss of oil and to prevent contamination from sources outside the chamber enclosing the drive connection. The design of the engine must allow for the examination, adjustment, or removal of each accessory required for engine operation. | |||
| 14:14:1.0.1.3.18.2.283.9 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | B | Subpart B—Design and Construction; General | § 33.27 Turbine, compressor, fan, and turbosupercharger rotor overspeed. | FAA | [Doc. No. FAA-2010-0398, Amdt. 33-31, 76 FR 42023, July 18, 2011] | (a) For each fan, compressor, turbine, and turbosupercharger rotor, the applicant must establish by test, analysis, or a combination of both, that each rotor will not burst when operated in the engine for 5 minutes at whichever of the conditions defined in paragraph (b) of this section is the most critical with respect to the integrity of such a rotor. (1) Test rotors used to demonstrate compliance with this section that do not have the most adverse combination of material properties and dimensional tolerances must be tested at conditions which have been adjusted to ensure the minimum specification rotor possesses the required overspeed capability. This can be accomplished by increasing test speed, temperature, and/or loads. (2) When an engine test is being used to demonstrate compliance with the overspeed conditions listed in paragraph (b)(3) or (b)(4) of this section and the failure of a component or system is sudden and transient, it may not be possible to operate the engine for 5 minutes after the failure. Under these circumstances, the actual overspeed duration is acceptable if the required maximum overspeed is achieved. (b) When determining the maximum overspeed condition applicable to each rotor in order to comply with paragraphs (a) and (c) of this section, the applicant must evaluate the following rotor speeds taking into consideration the part's operating temperatures and temperature gradients throughout the engine's operating envelope: (1) 120 percent of the maximum permissible rotor speed associated with any of the engine ratings except one-engine-inoperative (OEI) ratings of less than 2 1/2 minutes. (2) 115 percent of the maximum permissible rotor speed associated with any OEI ratings of less than 2 1/2 minutes. (3) 105 percent of the highest rotor speed that would result from either: (i) The failure of the component or system which, in a representative installation of the engine, is the most critical with respect to overspeed when operating at any rating condition except OEI ratings of le… | |||
| 14:14:1.0.1.3.18.3.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.31 Applicability. | FAA | This subpart prescribes additional design and construction requirements for reciprocating aircraft engines. | ||||
| 14:14:1.0.1.3.18.3.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.33 Vibration. | FAA | The engine must be designed and constructed to function throughout its normal operating range of crankshaft rotational speeds and engine powers without inducing excessive stress in any of the engine parts because of vibration and without imparting excessive vibration forces to the aircraft structure. | ||||
| 14:14:1.0.1.3.18.3.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.34 Turbocharger rotors. | FAA | [Amdt. 33-22, 72 FR 50860, Sept. 4, 2007] | Each turbocharger case must be designed and constructed to be able to contain fragments of a compressor or turbine that fails at the highest speed that is obtainable with normal speed control devices inoperative. | |||
| 14:14:1.0.1.3.18.3.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.35 Fuel and induction system. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | (a) The fuel system of the engine must be designed and constructed to supply an appropriate mixture of fuel to the cylinders throughout the complete operating range of the engine under all flight and atmospheric conditions. (b) The intake passages of the engine through which air or fuel in combination with air passes for combustion purposes must be designed and constructed to minimize the danger of ice accretion in those passages. The engine must be designed and constructed to permit the use of a means for ice prevention. (c) The type and degree of fuel filtering necessary for protection of the engine fuel system against foreign particles in the fuel must be specified. The applicant must show that foreign particles passing through the prescribed filtering means will not critically impair engine fuel system functioning. (d) Each passage in the induction system that conducts a mixture of fuel and air must be self-draining, to prevent a liquid lock in the cylinders, in all attitudes that the applicant establishes as those the engine can have when the aircraft in which it is installed is in the static ground attitude. (e) If provided as part of the engine, the applicant must show for each fluid injection (other than fuel) system and its controls that the flow of the injected fluid is adequately controlled. | |||
| 14:14:1.0.1.3.18.3.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.37 Ignition system. | FAA | Each spark ignition engine must have a dual ignition system with at least two spark plugs for each cylinder and two separate electric circuits with separate sources of electrical energy, or have an ignition system of equivalent in-flight reliability. | ||||
| 14:14:1.0.1.3.18.3.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | C | Subpart C—Design and Construction; Reciprocating Aircraft Engines | § 33.39 Lubrication system. | FAA | (a) The lubrication system of the engine must be designed and constructed so that it will function properly in all flight attitudes and atmospheric conditions in which the airplane is expected to operate. In wet sump engines, this requirement must be met when only one-half of the maximum lubricant supply is in the engine. (b) The lubrication system of the engine must be designed and constructed to allow installing a means of cooling the lubricant. (c) The crankcase must be vented to the atmosphere to preclude leakage of oil from excessive pressure in the crankcase. | ||||
| 14:14:1.0.1.3.18.4.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.41 Applicability. | FAA | This subpart prescribes the block tests and inspections for reciprocating aircraft engines. | ||||
| 14:14:1.0.1.3.18.4.283.10 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.57 General conduct of block tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35466, Oct. 1, 1974; Amdt. 33-9, 45 FR 60181, Sept. 11, 1980] | (a) The applicant may, in conducting the block tests, use separate engines of identical design and construction in the vibration, calibration, detonation, endurance, and operation tests, except that, if a separate engine is used for the endurance test it must be subjected to a calibration check before starting the endurance test. (b) The applicant may service and make minor repairs to the engine during the block tests in accordance with the service and maintenance instructions submitted in compliance with § 33.4. If the frequency of the service is excessive, or the number of stops due to engine malfunction is excessive, or a major repair, or replacement of a part is found necessary during the block tests or as the result of findings from the teardown inspection, the engine or its parts may be subjected to any additional test the Administrator finds necessary. (c) Each applicant must furnish all testing facilities, including equipment and competent personnel, to conduct the block tests. | |||
| 14:14:1.0.1.3.18.4.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.42 General. | FAA | [Amdt. 33-6, 39 FR 35465, Oct. 1, 1974] | Before each endurance test required by this subpart, the adjustment setting and functioning characteristic of each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must be established and recorded. | |||
| 14:14:1.0.1.3.18.4.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.43 Vibration test. | FAA | [Amdt. 33-6, 39 FR 35465, Oct. 1, 1974, as amended by Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | (a) Each engine must undergo a vibration survey to establish the torsional and bending vibration characteristics of the crankshaft and the propeller shaft or other output shaft, over the range of crankshaft speed and engine power, under steady state and transient conditions, from idling speed to either 110 percent of the desired maximum continuous speed rating or 103 percent of the maximum desired takeoff speed rating, whichever is higher. The survey must be conducted using, for airplane engines, the same configuration of the propeller type which is used for the endurance test, and using, for other engines, the same configuration of the loading device type which is used for the endurance test. (b) The torsional and bending vibration stresses of the crankshaft and the propeller shaft or other output shaft may not exceed the endurance limit stress of the material from which the shaft is made. If the maximum stress in the shaft cannot be shown to be below the endurance limit by measurement, the vibration frequency and amplitude must be measured. The peak amplitude must be shown to produce a stress below the endurance limit; if not, the engine must be run at the condition producing the peak amplitude until, for steel shafts, 10 million stress reversals have been sustained without fatigue failure and, for other shafts, until it is shown that fatigue will not occur within the endurance limit stress of the material. (c) Each accessory drive and mounting attachment must be loaded, with the loads imposed by each accessory used only for an aircraft service being the limit load specified by the applicant for the drive or attachment point. (d) The vibration survey described in paragraph (a) of this section must be repeated with that cylinder not firing which has the most adverse vibration effect, in order to establish the conditions under which the engine can be operated safely in that abnormal state. However, for this vibration survey, the engine speed range need only extend from idle to the maximum desired takeoff speed… | |||
| 14:14:1.0.1.3.18.4.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.45 Calibration tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35465, Oct. 1, 1974] | (a) Each engine must be subjected to the calibration tests necessary to establish its power characteristics and the conditions for the endurance test specified in § 33.49. The results of the power characteristics calibration tests form the basis for establishing the characteristics of the engine over its entire operating range of crankshaft rotational speeds, manifold pressures, fuel/air mixture settings, and altitudes. Power ratings are based upon standard atmospheric conditions with only those accessories installed which are essential for engine functioning. (b) A power check at sea level conditions must be accomplished on the endurance test engine after the endurance test. Any change in power characteristics which occurs during the endurance test must be determined. Measurements taken during the final portion of the endurance test may be used in showing compliance with the requirements of this paragraph. | |||
| 14:14:1.0.1.3.18.4.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.47 Detonation test. | FAA | Each engine must be tested to establish that the engine can function without detonation throughout its range of intended conditions of operation. | ||||
| 14:14:1.0.1.3.18.4.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.49 Endurance test. | FAA | [Amdt. 33-3, 32 FR 3736, Mar. 4, 1967, as amended by Amdt. 33-6, 39 FR 35465, Oct. 1, 1974; Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | (a) General. Each engine must be subjected to an endurance test that includes a total of 150 hours of operation (except as provided in paragraph (e)(1)(iii) of this section) and, depending upon the type and contemplated use of the engine, consists of one of the series of runs specified in paragraphs (b) through (e) of this section, as applicable. The runs must be made in the order found appropriate by the Administrator for the particular engine being tested. During the endurance test the engine power and the crankshaft rotational speed must be kept within ±3 percent of the rated values. During the runs at rated takeoff power and for at least 35 hours at rated maximum continuous power, one cylinder must be operated at not less than the limiting temperature, the other cylinders must be operated at a temperature not lower than 50 degrees F. below the limiting temperature, and the oil inlet temperature must be maintained within ±10 degrees F. of the limiting temperature. An engine that is equipped with a propeller shaft must be fitted for the endurance test with a propeller that thrust-loads the engine to the maximum thrust which the engine is designed to resist at each applicable operating condition specified in this section. Each accessory drive and mounting attachment must be loaded. During operation at rated takeoff power and rated maximum continuous power, the load imposed by each accessory used only for an aircraft service must be the limit load specified by the applicant for the engine drive or attachment point. (b) Unsupercharged engines and engines incorporating a gear-driven single-speed supercharger. For engines not incorporating a supercharger and for engines incorporating a gear-driven single-speed supercharger the applicant must conduct the following runs: (1) A 30-hour run consisting of alternate periods of 5 minutes at rated takeoff power with takeoff speed, and 5 minutes at maximum best economy cruising power or maximum recommended cruising power. (2) A 20-hour run consisting of alternate peri… | |||
| 14:14:1.0.1.3.18.4.283.7 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.51 Operation test. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-3, 32 FR 3737, Mar. 4, 1967] | The operation test must include the testing found necessary by the Administrator to demonstrate backfire characteristics, starting, idling, acceleration, overspeeding, functioning of propeller and ignition, and any other operational characteristic of the engine. If the engine incorporates a multispeed supercharger drive, the design and construction must allow the supercharger to be shifted from operation at the lower speed ratio to the higher and the power appropriate to the manifold pressure and speed settings for rated maximum continuous power at the higher supercharger speed ratio must be obtainable within five seconds. | |||
| 14:14:1.0.1.3.18.4.283.8 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.53 Engine system and component tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-26, 73 FR 48285, Aug. 19, 2008] | (a) For those systems and components that cannot be adequately substantiated in accordance with endurance testing of § 33.49, the applicant must conduct additional tests to demonstrate that systems or components are able to perform the intended functions in all declared environmental and operating conditions. (b) Temperature limits must be established for each component that requires temperature controlling provisions in the aircraft installation to assure satisfactory functioning, reliability, and durability. | |||
| 14:14:1.0.1.3.18.4.283.9 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | D | Subpart D—Block Tests; Reciprocating Aircraft Engines | § 33.55 Teardown inspection. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974, as amended by Amdt. 33-9, 45 FR 60181, Sept. 11, 1980] | After completing the endurance test— (a) Each engine must be completely disassembled; (b) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and (c) Each engine component must conform to the type design and be eligible for incorporation into an engine for continued operation, in accordance with information submitted in compliance with § 33.4. | |||
| 14:14:1.0.1.3.18.5.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.61 Applicability. | FAA | This subpart prescribes additional design and construction requirements for turbine aircraft engines. | ||||
| 14:14:1.0.1.3.18.5.283.10 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.70 Engine life-limited parts. | FAA | [Amdt. 33-22, 72 FR 50860, Sept. 4, 2007] | By a procedure approved by the FAA, operating limitations must be established which specify the maximum allowable number of flight cycles for each engine life-limited part. Engine life-limited parts are rotor and major static structural parts whose primary failure is likely to result in a hazardous engine effect. Typically, engine life-limited parts include, but are not limited to disks, spacers, hubs, shafts, high-pressure casings, and non-redundant mount components. For the purposes of this section, a hazardous engine effect is any of the conditions listed in § 33.75 of this part. The applicant will establish the integrity of each engine life-limited part by: (a) An engineering plan that contains the steps required to ensure each engine life-limited part is withdrawn from service at an approved life before hazardous engine effects can occur. These steps include validated analysis, test, or service experience which ensures that the combination of loads, material properties, environmental influences and operating conditions, including the effects of other engine parts influencing these parameters, are sufficiently well known and predictable so that the operating limitations can be established and maintained for each engine life-limited part. Applicants must perform appropriate damage tolerance assessments to address the potential for failure from material, manufacturing, and service induced anomalies within the approved life of the part. Applicants must publish a list of the life-limited engine parts and the approved life for each part in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness as required by § 33.4 of this part. (b) A manufacturing plan that identifies the specific manufacturing constraints necessary to consistently produce each engine life-limited part with the attributes required by the engineering plan. (c) A service management plan that defines in-service processes for maintenance and the limitations to repair for each engine life-limited part that will mainta… | |||
| 14:14:1.0.1.3.18.5.283.11 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.71 Lubrication system. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974, as amended by Amdt. 33-10, 49 FR 6852, Feb. 23, 1984; Amdt. 33-21, 72 FR 1877, Jan. 16, 2007; Amdt. 33-27, 73 FR 55437, Sept. 25, 2008; Amdt. 33-27, 73 FR 57235, Oct. 2, 2008] | (a) General. Each lubrication system must function properly in the flight attitudes and atmospheric conditions in which an aircraft is expected to operate. (b) Oil strainer or filter. There must be an oil strainer or filter through which all of the engine oil flows. In addition: (1) Each strainer or filter required by this paragraph that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked. (2) The type and degree of filtering necessary for protection of the engine oil system against foreign particles in the oil must be specified. The applicant must demonstrate that foreign particles passing through the specified filtering means do not impair engine oil system functioning. (3) Each strainer or filter required by this paragraph must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired with the oil contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine in paragraph (b)(2) of this section. (4) For each strainer or filter required by this paragraph, except the strainer or filter at the oil tank outlet, there must be means to indicate contamination before it reaches the capacity established in accordance with paragraph (b)(3) of this section. (5) Any filter bypass must be designed and constructed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that the collected contaminants are not in the bypass flow path. (6) Each strainer or filter required by this paragraph that has no bypass, except the strainer or filter at an oil tank outlet or for a scavenge pump, must have provisions for connection with a warning means to warn the pilot of the occurance of contamination of the screen before it reaches the capacity established in accordance with paragraph (b)(3) of this section. (7… | |||
| 14:14:1.0.1.3.18.5.283.12 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.72 Hydraulic actuating systems. | FAA | [Amdt. 33-6, 39 FR 35467, Oct. 1, 1974] | Each hydraulic actuating system must function properly under all conditions in which the engine is expected to operate. Each filter or screen must be accessible for servicing and each tank must meet the design criteria of § 33.71. | |||
| 14:14:1.0.1.3.18.5.283.13 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.73 Power or thrust response. | FAA | [Amdt. 33-1, 36 FR 5493, Mar. 24, 1971] | The design and construction of the engine must enable an increase— (a) From minimum to rated takeoff power or thrust with the maximum bleed air and power extraction to be permitted in an aircraft, without overtemperature, surge, stall, or other detrimental factors occurring to the engine whenever the power control lever is moved from the minimum to the maximum position in not more than 1 second, except that the Administrator may allow additional time increments for different regimes of control operation requiring control scheduling; and (b) From the fixed minimum flight idle power lever position when provided, or if not provided, from not more than 15 percent of the rated takeoff power or thrust available to 95 percent rated takeoff power or thrust in not over 5 seconds. The 5-second power or thrust response must occur from a stabilized static condition using only the bleed air and accessories loads necessary to run the engine. This takeoff rating is specified by the applicant and need not include thrust augmentation. | |||
| 14:14:1.0.1.3.18.5.283.14 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.74 Continued rotation. | FAA | [Amdt. 33-24, 72 FR 50867, Sept. 4, 2007] | If any of the engine main rotating systems continue to rotate after the engine is shutdown for any reason while in flight, and if means to prevent that continued rotation are not provided, then any continued rotation during the maximum period of flight, and in the flight conditions expected to occur with that engine inoperative, may not result in any condition described in § 33.75(g)(2)(i) through (vi) of this part. | |||
| 14:14:1.0.1.3.18.5.283.15 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.75 Safety analysis. | FAA | [Amdt. 33-24, 72 FR 50867, Sept. 4, 2007] | (a) (1) The applicant must analyze the engine, including the control system, to assess the likely consequences of all failures that can reasonably be expected to occur. This analysis will take into account, if applicable: (i) Aircraft-level devices and procedures assumed to be associated with a typical installation. Such assumptions must be stated in the analysis. (ii) Consequential secondary failures and latent failures. (iii) Multiple failures referred to in paragraph (d) of this section or that result in the hazardous engine effects defined in paragraph (g)(2) of this section. (2) The applicant must summarize those failures that could result in major engine effects or hazardous engine effects, as defined in paragraph (g) of this section, and estimate the probability of occurrence of those effects. Any engine part the failure of which could reasonably result in a hazardous engine effect must be clearly identified in this summary. (3) The applicant must show that hazardous engine effects are predicted to occur at a rate not in excess of that defined as extremely remote (probability range of 10 −7 to 10 −9 per engine flight hour). Since the estimated probability for individual failures may be insufficiently precise to enable the applicant to assess the total rate for hazardous engine effects, compliance may be shown by demonstrating that the probability of a hazardous engine effect arising from an individual failure can be predicted to be not greater than 10 −8 per engine flight hour. In dealing with probabilities of this low order of magnitude, absolute proof is not possible, and compliance may be shown by reliance on engineering judgment and previous experience combined with sound design and test philosophies. (4) The applicant must show that major engine effects are predicted to occur at a rate not in excess of that defined as remote (probability range of 10 −5 to 10 −7 per engine flight hour). (b) The FAA may require that any assumption as to the effects of failures and likely combination of failu… | |||
| 14:14:1.0.1.3.18.5.283.16 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.76 Bird ingestion. | FAA | [Doc. No. FAA-1998-4815, 65 FR 55854, Sept. 14, 2000, as amended by Amdt. 33-20, 68 FR 75391, Dec. 31, 2003; Amdt. 33-24, 72 FR 50868, Sept. 4, 2007; Amdt. 33-23, 72 FR 58974, Oct. 17, 2007; Amdt. 33-36, 88 FR 19810, Apr. 4, 2023] | (a) General. Compliance with paragraphs (b) through (e) of this section shall be in accordance with the following: (1) Except as specified in paragraphs (d) and (e) of this section, all ingestion tests must be conducted with the engine stabilized at no less than 100 percent takeoff power or thrust, for test day ambient conditions prior to the ingestion. In addition, the demonstration of compliance must account for engine operation at sea level takeoff conditions on the hottest day that a minimum engine can achieve maximum rated takeoff thrust or power. (2) The engine inlet throat area as used in this section to determine the bird quantity and weights will be established by the applicant and identified as a limitation in the installation instructions required under § 33.5. (3) The impact to the front of the engine from the large single bird, the single largest medium bird which can enter the inlet, and the large flocking bird must be evaluated. Applicants must show that the associated components when struck under the conditions prescribed in paragraphs (b), (c) or (d) of this section, as applicable, will not affect the engine to the extent that the engine cannot comply with the requirements of paragraphs (b)(3), (c)(6) and (d)(4) of this section. (4) For an engine that incorporates an inlet protection device, compliance with this section shall be established with the device functioning. The engine approval will be endorsed to show that compliance with the requirements has been established with the device functioning. (5) Objects that are accepted by the Administrator may be substituted for birds when conducting the bird ingestion tests required by paragraphs (b) through (e) of this section. (6) If compliance with the requirements of this section is not established, the engine type certification documentation will show that the engine shall be limited to aircraft installations in which it is shown that a bird cannot strike the engine, or be ingested into the engine, or adversely restrict airflow into the en… | |||
| 14:14:1.0.1.3.18.5.283.17 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.77 Foreign object ingestion—ice. | FAA | [Doc. No. 16919, 49 FR 6852, Feb. 23, 1984, as amended by Amdt. 33-19, 63 FR 14798, Mar. 26, 1998; 63 FR 53278, Oct. 5, 1998; Amdt. 33-20, 65 FR 55856, Sept. 14, 2000; Amdt. 33-34, 79 FR 65537, Nov. 4, 2014] | (a) Compliance with the requirements of this section must be demonstrated by engine ice ingestion test or by validated analysis showing equivalence of other means for demonstrating soft body damage tolerance. (b) [Reserved] (c) Ingestion of ice under the conditions of this section may not— (1) Cause an immediate or ultimate unacceptable sustained power or thrust loss; or (2) Require the engine to be shutdown. (d) For an engine that incorporates a protection device, compliance with this section need not be demonstrated with respect to ice formed forward of the protection device if it is shown that— (1) Such ice is of a size that will not pass through the protective device; (2) The protective device will withstand the impact of the ice; and (3) The ice stopped by the protective device will not obstruct the flow of induction air into the engine with a resultant sustained reduction in power or thrust greater than those values defined by paragraph (c) of this section. (e) Compliance with the requirements of this section must be demonstrated by engine ice ingestion test under the following ingestion conditions or by validated analysis showing equivalence of other means for demonstrating soft body damage tolerance. (1) The minimum ice quantity and dimensions will be established by the engine size as defined in Table 1 of this section. (2) The ingested ice dimensions are determined by linear interpolation between table values, and are based on the actual engine's inlet hilite area. (3) The ingestion velocity will simulate ice from the inlet being sucked into the engine. (4) Engine operation will be at the maximum cruise power or thrust unless lower power is more critical. Table 1—Minimum Ice Slab Dimensions Based on Engine Inlet Size | |||
| 14:14:1.0.1.3.18.5.283.18 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.78 Rain and hail ingestion. | FAA | [Doc. No. 28652, 63 FR 14799, Mar. 26, 1998] | (a) All engines. (1) The ingestion of large hailstones (0.8 to 0.9 specific gravity) at the maximum true air speed, up to 15,000 feet (4,500 meters), associated with a representative aircraft operating in rough air, with the engine at maximum continuous power, may not cause unacceptable mechanical damage or unacceptable power or thrust loss after the ingestion, or require the engine to be shut down. One-half the number of hailstones shall be aimed randomly over the inlet face area and the other half aimed at the critical inlet face area. The hailstones shall be ingested in a rapid sequence to simulate a hailstone encounter and the number and size of the hailstones shall be determined as follows: (i) One 1-inch (25 millimeters) diameter hailstone for engines with inlet areas of not more than 100 square inches (0.0645 square meters). (ii) One 1-inch (25 millimeters) diameter and one 2-inch (50 millimeters) diameter hailstone for each 150 square inches (0.0968 square meters) of inlet area, or fraction thereof, for engines with inlet areas of more than 100 square inches (0.0645 square meters). (2) In addition to complying with paragraph (a)(1) of this section and except as provided in paragraph (b) of this section, it must be shown that each engine is capable of acceptable operation throughout its specified operating envelope when subjected to sudden encounters with the certification standard concentrations of rain and hail, as defined in appendix B to this part. Acceptable engine operation precludes flameout, run down, continued or non-recoverable surge or stall, or loss of acceleration and deceleration capability, during any three minute continuous period in rain and during any 30 second continuous period in hail. It must also be shown after the ingestion that there is no unacceptable mechanical damage, unacceptable power or thrust loss, or other adverse engine anomalies. (b) Engines for rotorcraft. As an alternative to the requirements specified in paragraph (a)(2) of this section, for rotorcraft turbine e… | |||
| 14:14:1.0.1.3.18.5.283.19 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.79 Fuel burning thrust augmentor. | FAA | [Amdt. 33-6, 39 FR 35468, Oct. 1, 1974] | 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 intended range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to lose thrust other than that provided by the augmentor; and (e) Have controls that function compatibly with the other engine controls and automatically shut off augmentor fuel flow if the engine rotor speed drops below the minimum rotational speed at which the augmentor is intended to function. | |||
| 14:14:1.0.1.3.18.5.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.62 Stress analysis. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974] | A stress analysis must be performed on each turbine engine showing the design safety margin of each turbine engine rotor, spacer, and rotor shaft. | |||
| 14:14:1.0.1.3.18.5.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.63 Vibration. | FAA | [Doc. No. 28107, 61 FR 28433, June 4, 1996] | Each engine must be designed and constructed to function throughout its declared flight envelope and operating range of rotational speeds and power/thrust, without inducing excessive stress in any engine part because of vibration and without imparting excessive vibration forces to the aircraft structure. | |||
| 14:14:1.0.1.3.18.5.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.64 Pressurized engine static parts. | FAA | [Amdt. 33-27; 73 FR 55437, Sept. 25, 2008; Amdt. 33-27, 73 FR 57235, Oct. 2, 2008] | (a) Strength. The applicant must establish by test, validated analysis, or a combination of both, that all static parts subject to significant gas or liquid pressure loads for a stabilized period of one minute will not: (1) Exhibit permanent distortion beyond serviceable limits or exhibit leakage that could create a hazardous condition when subjected to the greater of the following pressures: (i) 1.1 times the maximum working pressure; (ii) 1.33 times the normal working pressure; or (iii) 35 kPa (5 p.s.i.) above the normal working pressure. (2) Exhibit fracture or burst when subjected to the greater of the following pressures: (i) 1.15 times the maximum possible pressure; (ii) 1.5 times the maximum working pressure; or (iii) 35 kPa (5 p.s.i.) above the maximum possible pressure. (b) Compliance with this section must take into account: (1) The operating temperature of the part; (2) Any other significant static loads in addition to pressure loads; (3) Minimum properties representative of both the material and the processes used in the construction of the part; and (4) Any adverse geometry conditions allowed by the type design. | |||
| 14:14:1.0.1.3.18.5.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.65 Surge and stall characteristics. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974] | When the engine is operated in accordance with operating instructions required by § 33.5(b), starting, a change of power or thrust, power or thrust augmentation, limiting inlet air distortion, or inlet air temperature may not cause surge or stall to the extent that flameout, structural failure, overtemperature, or failure of the engine to recover power or thrust will occur at any point in the operating envelope. | |||
| 14:14:1.0.1.3.18.5.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.66 Bleed air system. | FAA | [Amdt. 33-10, 49 FR 6851, Feb. 23, 1984] | The engine must supply bleed air without adverse effect on the engine, excluding reduced thrust or power output, at all conditions up to the discharge flow conditions established as a limitation under § 33.7(c)(11). If bleed air used for engine anti-icing can be controlled, provision must be made for a means to indicate the functioning of the engine ice protection system. | |||
| 14:14:1.0.1.3.18.5.283.7 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.67 Fuel system. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974, as amended by Amdt. 33-10, 49 FR 6851, Feb. 23, 1984; Amdt. 33-18, 61 FR 31328, June 19, 1996; Amdt. 33-25, 73 FR 48123, Aug. 18, 2008; Amdt. 33-26, 73 FR 48285, Aug. 19, 2008] | (a) With fuel supplied to the engine at the flow and pressure specified by the applicant, the engine must function properly under each operating condition required by this part. Each fuel control adjusting means that may not be manipulated while the fuel control device is mounted on the engine must be secured by a locking device and sealed, or otherwise be inaccessible. All other fuel control adjusting means must be accessible and marked to indicate the function of the adjustment unless the function is obvious. (b) There must be a fuel strainer or filter between the engine fuel inlet opening and the inlet of either the fuel metering device or the engine-driven positive displacement pump whichever is nearer the engine fuel inlet. In addition, the following provisions apply to each strainer or filter required by this paragraph (b): (1) It must be accessible for draining and cleaning and must incorporate a screen or element that is easily removable. (2) It must have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes. (3) It must be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter, unless adequate strength margins under all loading conditions are provided in the lines and connections. (4) It must have the type and degree of fuel filtering specified as necessary for protection of the engine fuel system against foreign particles in the fuel. The applicant must show: (i) That foreign particles passing through the specified filtering means do not impair the engine fuel system functioning; and (ii) That the fuel system is capable of sustained operation throughout its flow and pressure range with the fuel initially saturated with water at 80 °F (27 °C) and having 0.025 fluid ounces per gallon (0.20 milliliters per liter) of free water added and cooled to the most critical condition for icing likely to be encountered in operation. However, this requirement may… | |||
| 14:14:1.0.1.3.18.5.283.8 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.68 Induction system icing. | FAA | [Amdt. 33-34, 79 FR 66536, Nov. 4, 2014] | Each engine, with all icing protection systems operating, must: (a) Operate throughout its flight power range, including the minimum descent idle rotor speeds achievable in flight, in the icing conditions defined for turbojet, turbofan, and turboprop engines in Appendices C and O of part 25 of this chapter, and Appendix D of this part, and for turboshaft engines in Appendix C of part 29 of this chapter, without the accumulation of ice on the engine components that: (1) Adversely affects engine operation or that causes an unacceptable permanent loss of power or thrust or unacceptable increase in engine operating temperature; or (2) Results in unacceptable temporary power loss or engine damage; or (3) Causes a stall, surge, or flameout or loss of engine controllability. The applicant must account for in-flight ram effects in any critical point analysis or test demonstration of these flight conditions. (b) Operate throughout its flight power range, including minimum descent idle rotor speeds achievable in flight, in the icing conditions defined for turbojet, turbofan, and turboprop engines in Appendices C and O of part 25 of this chapter, and for turboshaft engines in Appendix C of part 29 of this chapter. In addition: (1) It must be shown through Critical Point Analysis (CPA) that the complete ice envelope has been analyzed, and that the most critical points must be demonstrated by engine test, analysis, or a combination of the two to operate acceptably. Extended flight in critical flight conditions such as hold, descent, approach, climb, and cruise, must be addressed, for the ice conditions defined in these appendices. (2) It must be shown by engine test, analysis, or a combination of the two that the engine can operate acceptably for the following durations: (i) At engine powers that can sustain level flight: A duration that achieves repetitive, stabilized operation for turbojet, turbofan, and turboprop engines in the icing conditions defined in Appendices C and O of part 25 of this chapter, and for turbo… | |||
| 14:14:1.0.1.3.18.5.283.9 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | E | Subpart E—Design and Construction; Turbine Aircraft Engines | § 33.69 Ignitions system. | FAA | [Amdt. 33-6, 39 FR 35466, Oct. 1, 1974] | Each engine must be equipped with an ignition system for starting the engine on the ground and in flight. An electric ignition system must have at least two igniters and two separate secondary electric circuits, except that only one igniter is required for fuel burning augmentation systems. | |||
| 14:14:1.0.1.3.18.6.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.81 Applicability. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35468, Oct. 1, 1974] | This subpart prescribes the block tests and inspections for turbine engines. | |||
| 14:14:1.0.1.3.18.6.283.10 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.91 Engine system and component tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35469, Oct. 1, 1974; Amdt. 33-26, 73 FR 48285, Aug. 19, 2008; Amdt. 33-27, 73 FR 55437, Sept. 25, 2008; Amdt. 33-27, 73 FR 57235, Oct. 2, 2008] | (a) For those systems or components that cannot be adequately substantiated in accordance with endurance testing of § 33.87, the applicant must conduct additional tests to demonstrate that the systems or components are able to perform the intended functions in all declared environmental and operating conditions. (b) Temperature limits must be established for those components that require temperature controlling provisions in the aircraft installation to assure satisfactory functioning, reliability, and durability. (c) Each unpressurized hydraulic fluid tank may not fail or leak when subjected to a maximum operating temperature and an internal pressure of 5 p.s.i., and each pressurized hydraulic fluid tank must meet the requirements of § 33.64. (d) For an engine type certificated for use in supersonic aircraft, the systems, safety devices, and external components that may fail because of operation at maximum and minimum operating temperatures must be identified and tested at maximum and minimum operating temperatures and while temperature and other operating conditions are cycled between maximum and minimum operating values. | |||
| 14:14:1.0.1.3.18.6.283.11 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.92 Rotor locking tests. | FAA | [Doc. No. 28107, 61 FR 28433, June 4, 1996] | If continued rotation is prevented by a means to lock the rotor(s), the engine must be subjected to a test that includes 25 operations of this means under the following conditions: (a) The engine must be shut down from rated maximum continuous thrust or power; and (b) The means for stopping and locking the rotor(s) must be operated as specified in the engine operating instructions while being subjected to the maximum torque that could result from continued flight in this condition; and (c) Following rotor locking, the rotor(s) must be held stationary under these conditions for five minutes for each of the 25 operations. | |||
| 14:14:1.0.1.3.18.6.283.12 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.93 Teardown inspection. | FAA | [Doc. No. 26019, 61 FR 31329, June 19, 1996, as amended by Amdt. 33-25, 73 FR 48124, Aug. 18, 2008] | (a) After completing the endurance testing of § 33.87 (b), (c), (d), (e), or (g) of this part, each engine must be completely disassembled, and (1) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and (2) Each engine part must conform to the type design and be eligible for incorporation into an engine for continued operation, in accordance with information submitted in compliance with § 33.4. (b) After completing the endurance testing of § 33.87(f), each engine must be completely disassembled, and (1) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and (2) Each engine may exhibit deterioration in excess of that permitted in paragraph (a)(2) of this section, including some engine parts or components that may be unsuitable for further use. The applicant must show by inspection, analysis, test, or by any combination thereof as found necessary by the FAA, that structural integrity of the engine is maintained; or (c) In lieu of compliance with paragraph (b) of this section, each engine for which the 30-second OEI and 2-minute OEI ratings are desired, may be subjected 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 and inspection. However, the engine must comply with paragraph (a) of this section after completing the endurance testing of § 33.87(f). | |||
| 14:14:1.0.1.3.18.6.283.13 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.94 Blade containment and rotor unbalance tests. | FAA | [Amdt. 33-10, 49 FR 6854, Feb. 23, 1984] | (a) Except as provided in paragraph (b) of this section, it must be demonstrated by engine tests that the engine is capable of containing damage without catching fire and without failure of its mounting attachments when operated for at least 15 seconds, unless the resulting engine damage induces a self shutdown, after each of the following events: (1) Failure of the most critical compressor or fan blade while operating at maximum permissible r.p.m. The blade failure must occur at the outermost retention groove or, for integrally-bladed rotor discs, at least 80 percent of the blade must fail. (2) Failure of the most critical turbine blade while operating at maximum permissible r.p.m. The blade failure must occur at the outermost retention groove or, for integrally-bladed rotor discs, at least 80 percent of the blade must fail. The most critical turbine blade must be determined by considering turbine blade weight and the strength of the adjacent turbine case at case temperatures and pressures associated with operation at maximum permissible r.p.m. (b) Analysis based on rig testing, component testing, or service experience may be substitute for one of the engine 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 equivalent to the test. | |||
| 14:14:1.0.1.3.18.6.283.14 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.95 Engine-propeller systems tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-3, 32 FR 3737, Mar. 4, 1967] | If the engine is designed to operate with a propeller, the following tests must be made with a representative propeller installed by either including the tests in the endurance run or otherwise performing them in a manner acceptable to the Administrator: (a) Feathering operation: 25 cycles. (b) Negative torque and thrust system operation: 25 cycles from rated maximum continuous power. (c) Automatic decoupler operation: 25 cycles from rated maximum continuous power (if repeated decoupling and recoupling in service is the intended function of the device). (d) Reverse thrust operation: 175 cycles from the flight-idle position to full reverse and 25 cycles at rated maximum continuous power from full forward to full reverse thrust. At the end of each cycle the propeller must be operated in reverse pitch for a period of 30 seconds at the maximum rotational speed and power specified by the applicant for reverse pitch operation. | |||
| 14:14:1.0.1.3.18.6.283.15 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.96 Engine tests in auxiliary power unit (APU) mode. | FAA | [Amdt. 33-11, 51 FR 10346, Mar. 25, 1986] | If the engine is designed with a propeller brake which will allow the propeller to be brought to a stop while the gas generator portion of the engine remains in operation, and remain stopped during operation of the engine as an auxiliary power unit (“APU mode”), in addition to the requirements of § 33.87, the applicant must conduct the following tests: (a) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly demonstrates its ability to function without adverse effects on the complete engine while the engine is operating in the APU mode under the maximum conditions of engine speed, torque, temperature, air bleed, and power extraction as specified by the applicant. (b) Dynamic braking: A total of 400 application-release cycles of brake engagements must be made in a manner which clearly demonstrates its ability to function without adverse effects on the complete engine under the maximum conditions of engine acceleration/deceleration rate, speed, torque, and temperature as specified by the applicant. The propeller must be stopped prior to brake release. (c) One hundred engine starts and stops with the propeller brake engaged. (d) The tests required by paragraphs (a), (b), and (c) of this section must be performed on the same engine, but this engine need not be the same engine used for the tests required by § 33.87. (e) The tests required by paragraphs (a), (b), and (c) of this section must be followed by engine disassembly to the extent necessary to show compliance with the requirements of § 33.93(a) and § 33.93(b). | |||
| 14:14:1.0.1.3.18.6.283.16 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.97 Thrust reversers. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-3, 32 FR 3737, Mar. 4, 1967; Amdt. No. 33-35, 87 FR 75711, Dec. 9, 2022; 88 FR 2813, Jan. 18, 2023] | (a) If the engine incorporates a reverser, the endurance, calibration, operation, and vibration tests prescribed in this subpart must be run with the reverser installed. In complying with this section, the power control lever must be moved from one extreme position to the other in not more than one second except, if regimes of control operations are incorporated necessitating scheduling of the power-control lever motion in going from one extreme position to the other, a longer period of time is acceptable but not more than three seconds. In addition, the test prescribed in paragraph (b) of this section must be made. This test may be scheduled as part of the endurance run. (b) 175 reversals must be made from flight-idle forward thrust to maximum reverse thrust and 25 reversals must be made from rated takeoff thrust to maximum reverse thrust. After each reversal the reverser must be operated at full reverse thrust for a period of one minute, except that, in the case of a reverser intended for use only as a braking means on the ground, the reverser need only be operated at full reverse thrust for 30 seconds. | |||
| 14:14:1.0.1.3.18.6.283.17 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.99 General conduct of block tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35470, Oct. 1, 1974; Amdt. 33-9, 45 FR 60181, Sept. 11, 1980] | (a) Each applicant may, in making a block test, use separate engines of identical design and construction in the vibration, calibration, endurance, and operation tests, except that, if a separate engine is used for the endurance test it must be subjected to a calibration check before starting the endurance test. (b) Each applicant may service and make minor repairs to the engine during the block tests in accordance with the service and maintenance instructions submitted in compliance with § 33.4. If the frequency of the service is excessive, or the number of stops due to engine malfunction is excessive, or a major repair, or replacement of a part is found necessary during the block tests or as the result of findings from the teardown inspection, the engine or its parts must be subjected to any additional tests the Administrator finds necessary. (c) Each applicant must furnish all testing facilities, including equipment and competent personnel, to conduct the block tests. | |||
| 14:14:1.0.1.3.18.6.283.2 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.82 General. | FAA | [Amdt. 36-6, 39 FR 35468, Oct. 1, 1974] | Before each endurance test required by this subpart, the adjustment setting and functioning characteristic of each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must be established and recorded. | |||
| 14:14:1.0.1.3.18.6.283.3 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.83 Vibration test. | FAA | [Doc. No. 28107, 61 FR 28433, June 4, 1996, as amended by Amdt. 33-33, 77 FR 39624, July 5, 2012; 77 FR 58301, Sept. 20, 2012] | (a) Each engine must undergo vibration surveys to establish that the vibration characteristics of those components that may be subject to mechanically or aerodynamically induced vibratory excitations are acceptable throughout the declared flight envelope. The engine surveys shall be based upon an appropriate combination of experience, analysis, and component test and shall address, as a minimum, blades, vanes, rotor discs, spacers, and rotor shafts. (b) The surveys shall cover the ranges of power or thrust, and both the physical and corrected rotational speeds for each rotor system, corresponding to operations throughout the range of ambient conditions in the declared flight envelope, from the minimum rotational speed up to 103 percent of the maximum physical and corrected rotational speed permitted for rating periods of two minutes or longer, and up to 100 percent of all other permitted physical and corrected rotational speeds, including those that are overspeeds. If there is any indication of a stress peak arising at the highest of those required physical or corrected rotational speeds, the surveys shall be extended sufficiently to reveal the maximum stress values present, except that the extension need not cover more than a further 2 percentage points increase beyond those speeds. (c) Evaluations shall be made of the following: (1) The effects on vibration characteristics of operating with scheduled changes (including tolerances) to variable vane angles, compressor bleeds, accessory loading, the most adverse inlet air flow distortion pattern declared by the manufacturer, and the most adverse conditions in the exhaust duct(s); and (2) The aerodynamic and aeromechanical factors which might induce or influence flutter in those systems susceptible to that form of vibration. (d) Except as provided by paragraph (e) of this section, the vibration stresses associated with the vibration characteristics determined under this section, when combined with the appropriate steady stresses, must be less than the enduranc… | |||
| 14:14:1.0.1.3.18.6.283.4 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.84 Engine overtorque test. | FAA | [Doc. No. 2007-28502, 74 FR 45310, Sept. 2, 2009] | (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine, compliance with this section must be demonstrated by testing. (1) The test may be run as part of the endurance test requirement of § 33.87. Alternatively, tests may be performed on a complete engine or equivalent testing on individual groups of components. (2) Upon conclusion of tests conducted to show compliance with this section, each engine part or individual groups of components must meet the requirements of § 33.93(a)(1) and (a)(2). (b) The test conditions must be as follows: (1) A total of 15 minutes run at the maximum engine overtorque to be approved. This may be done in separate runs, each being of at least 2 1/2 minutes duration. (2) A power turbine rotational speed equal to the highest speed at which the maximum overtorque can occur in service. The test speed may not be more than the limit speed of take-off or OEI ratings longer than 2 minutes. (3) For engines incorporating a reduction gearbox, a gearbox oil temperature equal to the maximum temperature when the maximum engine overtorque could occur in service; and for all other engines, an oil temperature within the normal operating range. (4) A turbine entry gas temperature equal to the maximum steady state temperature approved for use during periods longer than 20 seconds when operating at conditions not associated with 30-second or 2 minutes OEI ratings. The requirement to run the test at the maximum approved steady state temperature may be waived by the FAA if the applicant can demonstrate that other testing provides substantiation of the temperature effects when considered in combination with the other parameters identified in paragraphs (b)(1), (b)(2) and (b)(3) of this section. | |||
| 14:14:1.0.1.3.18.6.283.5 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.85 Calibration tests. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33-6, 39 FR 35468, Oct. 1, 1974; Amdt. 33-18, 61 FR 31328, June 19, 1996] | (a) Each engine must be subjected to those calibration tests necessary to establish its power characteristics and the conditions for the endurance test specified § 33.87. The results of the power characteristics calibration tests form the basis for establishing the characteristics of the engine over its entire operating range of speeds, pressures, temperatures, and altitudes. Power ratings are based upon standard atmospheric conditions with no airbleed for aircraft services and with only those accessories installed which are essential for engine functioning. (b) A power check at sea level conditions must be accomplished on the endurance test engine after the endurance test and any change in power characteristics which occurs during the endurance test must be determined. Measurements taken during the final portion of the endurance test may be used in showing compliance with the requirements of this paragraph. (c) In showing compliance with this section, each condition must stabilize before measurements are taken, except as permitted by paragraph (d) of this section. (d) In the case of engines having 30-second OEI, and 2-minute OEI ratings, measurements taken during the applicable endurance test prescribed in § 33.87(f) (1) through (8) may be used in showing compliance with the requirements of this section for these OEI ratings. | |||
| 14:14:1.0.1.3.18.6.283.6 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.87 Endurance test. | FAA | [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended 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; Amdt. 33-25, 73 FR 48123, Aug. 18, 2008; Amdt. 33-30, 74 FR 45311, Sept. 2, 2009; Amdt. 33-32, 77 FR 22187, Apr. 13, 2012] | (a) General. Each engine must be subjected to an endurance test that includes a total of at least 150 hours of operation and, depending upon the type and contemplated use of the engine, consists of one of the series of runs specified in paragraphs (b) through (g) of this section, as applicable. For engines tested under paragraphs (b), (c), (d), (e) or (g) of this section, the prescribed 6-hour test sequence must be conducted 25 times to complete the required 150 hours of operation. Engines for which the 30-second OEI and 2-minute OEI ratings are desired must be further tested under paragraph (f) of this section. The following test requirements apply: (1) The runs must be made in the order found appropriate by the FAA for the particular engine being tested. (2) Any automatic engine control that is part of the engine must control the engine during the endurance test except for operations where automatic control is normally overridden by manual control or where manual control is otherwise specified for a particular test run. (3) Except as provided in paragraph (a)(5) of this section, power or thrust, gas temperature, rotor shaft rotational speed, and, if limited, temperature of external surfaces of the engine must be at least 100 percent of the value associated with the particular engine operation being tested. More than one test may be run if all parameters cannot be held at the 100 percent level simultaneously. (4) The runs must be made using fuel, lubricants and hydraulic fluid which conform to the specifications specified in complying with § 33.7(c). (5) Maximum air bleed for engine and aircraft services must be used during at least one-fifth of the runs, except for the test required under paragraph (f) of this section, provided the validity of the test is not compromised. However, for these runs, the power or thrust or the rotor shaft rotational speed may be less than 100 percent of the value associated with the particular operation being tested if the FAA finds that the validity of the endurance test is… | |||
| 14:14:1.0.1.3.18.6.283.7 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.88 Engine overtemperature test. | FAA | [Doc. No. 26019, 61 FR 31329, June 19, 1996, as amended by Amdt. 33-25, 73 FR 48124, Aug. 18, 2008; Amdt. 33-26, 73 FR 48285, Aug. 19, 2008] | (a) Each engine must run for 5 minutes at maximum permissible rpm with the gas temperature at least 75 °F (42 °C) higher than the maximum rating's steady-state operating limit, excluding maximum values of rpm and gas temperature associated with the 30-second OEI and 2-minute OEI ratings. Following this run, the turbine assembly must be within serviceable limits. (b) In addition to the test requirements in paragraph (a) of this section, each engine for which 30-second OEI and 2-minute OEI ratings are desired, that incorporates a means for automatic temperature control within its operating limitations in accordance with § 33.28(k), must run for a period of 4 minutes at the maximum power-on rpm with the gas temperature at least 35 °F (19 °C) higher than the maximum operating limit at 30-second OEI rating. Following this run, the turbine assembly may exhibit distress beyond the limits for an overtemperature condition provided the engine is shown by analysis or test, as found necessary by the FAA, to maintain the integrity of the turbine assembly. (c) A separate test vehicle may be used for each test condition. | |||
| 14:14:1.0.1.3.18.6.283.8 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.89 Operation test. | FAA | [Amdt. 33-4, 36 FR 5493, Mar. 24, 1971, as amended by Amdt. 33-6, 39 FR 35469, Oct. 1, 1974; Amdt. 33-10, 49 FR 6853, Feb. 23, 1984] | (a) The operation test must include testing found necessary by the Administrator to demonstrate— (1) Starting, idling, acceleration, overspeeding, ignition, functioning of the propeller (if the engine is designated to operate with a propeller); (2) Compliance with the engine response requirements of § 33.73; and (3) The minimum power or thrust response time to 95 percent rated takeoff power or thrust, from power lever positions representative of minimum idle and of minimum flight idle, starting from stabilized idle operation, under the following engine load conditions: (i) No bleed air and power extraction for aircraft use. (ii) Maximum allowable bleed air and power extraction for aircraft use. (iii) An intermediate value for bleed air and power extraction representative of that which might be used as a maximum for aircraft during approach to a landing. (4) If testing facilities are not available, the determination of power extraction required in paragraph (a)(3)(ii) and (iii) of this section may be accomplished through appropriate analytical means. (b) The operation test must include all testing found necessary by the Administrator to demonstrate that the engine has safe operating characteristics throughout its specified operating envelope. | |||
| 14:14:1.0.1.3.18.6.283.9 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | F | Subpart F—Block Tests; Turbine Aircraft Engines | § 33.90 Initial maintenance inspection test. | FAA | [Doc. No. FAA-2002-6717, 72 FR 1877, Jan. 16, 2007] | Each applicant, except an applicant for an engine being type certificated through amendment of an existing type certificate or through supplemental type certification procedures, must complete one of the following tests on an engine that substantially conforms to the type design to establish when the initial maintenance inspection is required: (a) An approved engine test that simulates the conditions in which the engine is expected to operate in service, including typical start-stop cycles. (b) An approved engine test conducted in accordance with § 33.201 (c) through (f). | |||
| 14:14:1.0.1.3.18.7.283.1 | 14 | Aeronautics and Space | I | C | 33 | PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES | G | Subpart G—Special Requirements: Turbine Aircraft Engines | § 33.201 Design and test requirements for Early ETOPS eligibility. | FAA | An applicant seeking type design approval for an engine to be installed on a two-engine airplane approved for ETOPS without the service experience specified in part 25, appendix K, K25.2.1 of this chapter, must comply with the following: (a) The engine must be designed using a design quality process acceptable to the FAA, that ensures the design features of the engine minimize the occurrence of failures, malfunctions, defects, and maintenance errors that could result in an IFSD, loss of thrust control, or other power loss. (b) The design features of the engine must address problems shown to result in an IFSD, loss of thrust control, or other power loss in the applicant's other relevant type designs approved within the past 10 years, to the extent that adequate service data is available within that 10-year period. An applicant without adequate service data must show experience with and knowledge of problem mitigating design practices equivalent to that gained from actual service experience in a manner acceptable to the FAA. (c) Except as specified in paragraph (f) of this section, the applicant must conduct a simulated ETOPS mission cyclic endurance test in accordance with an approved test plan on an engine that substantially conforms to the type design. The test must: (1) Include a minimum of 3,000 representative service start-stop mission cycles and three simulated diversion cycles at maximum continuous thrust or power for the maximum diversion time for which ETOPS eligibility is sought. Each start-stop mission cycle must include the use of take-off, climb, cruise, descent, approach, and landing thrust or power and the use of thrust reverse (if applicable). The diversions must be evenly distributed over the duration of the test. The last diversion must be conducted within 100 cycles of the completion of the test. (2) Be performed with the high speed and low speed main engine rotors independently unbalanced to obtain a minimum of 90 percent of the recommended field service maintenance vibration levels. For e… |
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CREATE TABLE cfr_sections (
section_id TEXT PRIMARY KEY,
title_number INTEGER,
title_name TEXT,
chapter TEXT,
subchapter TEXT,
part_number TEXT,
part_name TEXT,
subpart TEXT,
subpart_name TEXT,
section_number TEXT,
section_heading TEXT,
agency TEXT,
authority TEXT,
source_citation TEXT,
amendment_citations TEXT,
full_text TEXT
);
CREATE INDEX idx_cfr_title ON cfr_sections(title_number);
CREATE INDEX idx_cfr_part ON cfr_sections(part_number);
CREATE INDEX idx_cfr_agency ON cfr_sections(agency);