[Federal Register Volume 66, Number 89 (Tuesday, May 8, 2001)]
[Proposed Rules]
[Pages 23199-23200]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-11470]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE165; Notice No. 23-01-02-SC]


Special Conditions: Ayres Corporation; Model LM 200, 
``Loadmaster''; Flight

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Ayres 
Corporation, Model LM 200 airplane. This airplane will have novel or 
unusual design features associated with centerline thrust. The 
applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature. These proposed 
special conditions contain the additional safety standards that the 
Administrator considers necessary to establish a level of safety 
equivalent to that established by the existing airworthiness standards.

DATES: Comments must be received on or before June 7, 2001.

ADDRESSES: Comments on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Regional Counsel, ACE-7, Attention: 
Rules Docket, Docket No. CE165, 901 Locust, Room 506, Kansas City, 
Missouri 64106, or delivered in duplicate to the Regional Counsel at 
the above address. Comments must be marked: CE165. Comments may be 
inspected in the Rules Docket weekdays, except Federal holidays, 
between 7:30 a.m. and 4:00 p.m.

FOR FURTHER INFORMATION CONTACT: Lowell Foster, Federal Aviation 
Administration, Aircraft Certification Service, Small Airplane 
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri, 816-
329-4125, fax 816-329-4090.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of 
these proposed special conditions by submitting such written data, 
views, or arguments as they may desire. Communications should identify 
the regulatory docket or notice number and be submitted in duplicate to 
the address specified above. All communications received on or before 
the closing date for comments will be considered by the Administrator. 
The proposals described in this action may be changed in light of the 
comments received. All comments received will be available in the Rules 
Docket for examination by interested persons, both before and after the 
closing date for comments. A report summarizing each substantive public 
contact with FAA personnel concerning this rulemaking will be filed in 
the docket. Persons wishing the FAA to acknowledge receipt of their 
comments submitted in response to this action must include with those 
comments a self-addressed, stamped postcard on which the following 
statement is made: ``Comments to CE165.'' The postcard will be date 
stamped and returned to the commenter.

[[Page 23200]]

Background

    On February 9, 2001, Ayres Corporation applied for a type 
certificate for their new Model LM 200 ``Loadmaster.'' The Model LM 200 
operates with a multiengine/single propeller propulsion system and 
fixed landing gear. The system consists of two turbine engines driving 
a single propeller through a combining gearbox. The aircraft is 
conventional, semi-monocoque, aluminum construction with a high 
cantilever wing, fixed gear, mechanical and electro-mechanical 
controls, and it will be unpressurized. Certification will include 
single pilot and IFR operations.
    It is not possible for this airplane to have literal compliance 
with some commuter category flight test regulations. The Model LM 200 
must comply with all commuter category multiengine requirements; 
however, since this propulsion system will result in centerline thrust, 
this airplane will not have a V<INF>MC</INF> or V<INF>MCG</INF>. The 
propeller is independent of both or either engine such that, with the 
failure of an engine, the propeller will continue to operate normally 
but with less torque input. The propeller control system does have 
failure modes independent of both engines that need to be considered 
when determining airplane performance. 14 CFR part 23 does not contain 
adequate or appropriate requirements to address a multiengine/single 
propeller design that results in centerline thrust.

Type Certification Basis

    Under the provisions of 14 CFR 21.17, Ayres Corporation must show 
that the Model LM 200 ``Loadmaster'' meets the applicable provisions of 
part 23, as amended by Amendments 23-1 through 23-53, thereto.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., part 23) do not contain adequate or appropriate 
safety standards for the Ayres Corporation Model LM 200 ``Loadmaster'' 
because of a novel or unusual design feature, special conditions are 
prescribed under the provisions of Sec. 21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model LM 200 must comply with the part 23 fuel vent and 
exhaust emission requirements of 14 CFR part 34 and the part 23 noise 
certification requirements of 14 CFR part 36, and the FAA must issue a 
finding of regulatory adequacy pursuant to Sec. 611 of Public Law 92-
574, the ``Noise Control Act of 1972.''
    Special conditions, as appropriate, are issued in accordance with 
Sec. 11.49 after public notice, as required by Secs. 11.28 and 
11.29(b), and become part of the type certification basis in accordance 
with Sec. 21.17(a)(2).
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same novel or 
unusual design feature, the special conditions would also apply to the 
other model under the provisions of Sec. 21.101(a)(1).

Novel or Unusual Design Features

    The Model LM 200 will incorporate the following novel or unusual 
design features: The Model LM 200 will operate with a multiengine/
single propeller propulsion system.

Applicability

    As discussed above, these special conditions are applicable to the 
Model LM 200. Should Ayres Corporation apply at a later date for a 
change to the type certificate to include another model incorporating 
the same novel or unusual design feature, the special conditions would 
apply to that model as well under the provisions of Sec. 21.101(a)(1).

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplane. It is not a rule of general applicability, 
and it affects only the applicant who applied to the FAA for approval 
of these features on the airplane.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety.

    The authority citation for these special conditions is as follows: 
49 U.S.C. 106(g); 40113, 44701, 44702, and 44704; 14 CFR 21.16 and 
21.17; and 14 CFR 11.28 and 11.29(b).

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for Ayres Corporation Model LM 200 airplanes.

Flight Test Special Conditions

    1. In addition to the requirements in Sec. 23.51(c)(1)(i), 
V<INF>EF</INF> is also a propeller control system failure speed where 
the propeller primary control system fails to the configuration most 
critical to producing thrust, considering all single point failures. 
The applicant must establish V<INF>EF</INF> to be related to the stall 
speed, and it must not be less than 1.05 V<INF>S1</INF> or greater than 
1.2 V<INF>S1</INF>.
    2. In addition to the requirements in Sec. 23.51(c)(3), to 
determine a single value for V<INF>R</INF>, the applicant must 
determine and use the most critical of either the one engine 
inoperative (OEI) configuration or the most critical failed propeller 
primary control system configuration, whichever is worse. The failed 
propeller control system configuration must consider all single point 
failures with both engines operating normally.
    3. In addition to the requirement in Sec. 23.51(c)(5), the 
applicant must determine and use the most critical of either the OEI 
configuration or the most critical failed propeller primary control 
system configuration, whichever is worse. The failed propeller control 
system must consider all single point failures, with both engines 
operating normally.
    4. In Sec. 23.63, where the OEI configuration is required, the 
applicant must also assume the condition where both engines are 
operating normally and the propeller primary control system has failed. 
In the failed propeller primary control system configuration, the 
applicant must consider all single point failures that result in a 
propeller configuration most critical to producing thrust.
    5. In addition to the requirements in Sec. 23.75(g), the applicant 
must also determine the increase in landing distance due to failure of 
the propeller primary control system. This configuration includes both 
engines operating normally and the propeller primary control system 
failed to the most critical thrust producing condition considering all 
single point failures.

    Issued in Kansas City, Missouri, on April 25, 2001.
Michael K. Dahl,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-11470 Filed 5-7-01; 8:45 am]
BILLING CODE 4910-13-P