Document ID: FAA-2022-1548-0001
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Criteria: Archer Aviation Inc. Model M001 Powered-lift
Posted Date: 2022-12-20T05:00Z

[Federal Register Volume 87, Number 243 (Tuesday, December 20, 2022)]
[Proposed Rules]
[Pages 77749-77763]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-27445]

 ========================================================================
 Proposed Rules
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
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 

  Federal Register / Vol. 87, No. 243 / Tuesday, December 20, 2022 / 
Proposed Rules  

[[Page 77749]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 21

[Docket No. FAA-2022-1548]

Airworthiness Criteria: Special Class Airworthiness Criteria for 
the Archer Aviation Inc. Model M001 Powered-Lift

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed airworthiness criteria.

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SUMMARY: The FAA announces the availability of, and requests comments 
on, the proposed airworthiness criteria for the Archer Aviation Inc. 
(Archer) Model M001 powered-lift. This document proposes airworthiness 
criteria the FAA finds to be appropriate and applicable for the 
powered-lift design.

DATES: The FAA must receive comments by January 19, 2023.

ADDRESSES: Send comments identified by docket number FAA-2022-1548 
using any of the following methods:
     Federal eRegulations Portal: Go to http://www.regulations.gov and follow the online instructions for sending your 
comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S. 
Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room 
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery of Courier: Take comments to Docket 
Operations in Room W12-140 of the West Building Ground Floor at 1200 
New Jersey Avenue SE, Washington, DC, between 8 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at 202-493-2251.
    Privacy: The FAA will post all comments it receives, without 
change, to http://www.regulations.gov, including any personal 
information the commenter provides. Using the search function of the 
docket website, anyone can find and read the electronic form of all 
comments received into any FAA docket, including the name of the 
individual sending the comment (or signing the comment for an 
association, business, labor union, etc.). DOT's complete Privacy Act 
Statement can be found in the Federal Register published on April 11, 
2000 (65 FR 19477-19478), as well as at http://DocketsInfo.dot.gov.
    Docket: Background documents or comments received may be read at 
http://www.regulations.gov at any time. Follow the online instructions 
for accessing the docket or go to the Docket Operations in Room W12-140 
of the West Building Ground Floor at 1200 New Jersey Avenue SE, 
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Anthony Primozich, Center for Emerging 
Concepts and Innovation (CECI) Branch, AIR-650, Policy and Innovation 
Division, Aircraft Certification Service, Federal Aviation 
Administration, 2200 S 216th Street, Des Moines, WA 98198-6547; 
telephone and fax 206-231-3014; email [email protected].

SUPPLEMENTARY INFORMATION: 

Comments Invited

    The FAA invites interested people to take part in the development 
of proposed airworthiness criteria for the Archer Model M001 powered-
lift by sending written comments, data, or views. Please identify the 
Archer Model M001 and Docket No. FAA-2022-1548 on all submitted 
correspondence. The most helpful comments reference a specific portion 
of the airworthiness criteria, explain the reason for a recommended 
change, and include supporting data.
    Except for Confidential Business Information as described in the 
following paragraph, and other information as described in 14 CFR 
11.35, the FAA will file in the docket all comments received, as well 
as a report summarizing each substantive public contact with FAA 
personnel concerning these proposed airworthiness criteria. Before 
acting on this proposal, the FAA will consider all comments received on 
or before the closing date for comments. The FAA will consider comments 
filed late if it is possible to do so without incurring delay. The FAA 
may change these airworthiness criteria based on received comments.

Confidential Business Information

    Confidential Business Information (CBI) is commercial or financial 
information that is both customarily and actually treated as private by 
its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), 
CBI is exempt from public disclosure. If your comments responsive to 
this notice contain commercial or financial information that is 
customarily treated as private, that you actually treat as private, and 
that is relevant or responsive to this notice, it is important that you 
clearly designate the submitted comments as CBI. Please mark each page 
of your submission containing CBI as ``PROPIN.'' The FAA will treat 
such marked submissions as confidential under the FOIA, and they will 
not be placed in the public docket of this notice. Submissions 
containing CBI should be sent to the individual listed under For 
Further Information Contact. Any commentary that the FAA receives that 
is not specifically designated as CBI will be placed in the public 
docket for this notice.

Background

    On March 30, 2022, Archer applied for a type certificate for the 
Model M001 powered-lift. The Archer Model M001 powered-lift has a 
maximum gross takeoff weight of 6,500 lbs. and is capable of carrying a 
pilot and four passengers. The aircraft has a high-wing and V-tail \1\ 
configuration with fixed tricycle landing gear. The aircraft uses 12 
electric engines powered by onboard batteries for propulsion instead of 
conventional air and fuel combustion. Six engines with five-bladed 
variable-pitch propellers are mounted on the forward edge of the main 
wing, three to each side, which are capable of tilting to provide both 
vertical and forward thrust. The other six electric engines drive two-
bladed fixed-pitch propellers and are mounted on the aft edge of the 
main wing, three to each side; they are fixed in place to provide only 
vertical thrust. The aft-mounted engines operate only during thrust-
borne or semi-thrust-

[[Page 77750]]

borne flight; in wing-borne forward flight, these engines are switched 
off and the propellers are faired in line with the aircraft fuselage. 
The aircraft structure and propellers are constructed of composite 
materials. The Archer Model M001 powered-lift is intended to be used 
for part 91 and part 135 operations, with a single pilot onboard, under 
visual flight rules.
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    \1\ A V-Tail aircraft design incorporates two slanted tail 
surfaces instead of the horizontal and vertical fins of a 
conventional aircraft empennage. The two fixed tail surfaces of a V-
Tail act as both horizontal and vertical stabilizers and each has a 
moveable flight-control surface referred to as a ruddervator.
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Discussion

    Because the FAA has not yet established powered-lift airworthiness 
standards in 14 CFR, the FAA type certificates powered-lift as special 
class aircraft. Under the procedures in 14 CFR 21.17(b), the 
airworthiness requirements for special class aircraft are the portions 
of the requirements in 14 CFR parts 23, 25, 27, 29, 31, 33, and 35 
found by the FAA to be appropriate and applicable to the specific type 
design and any other airworthiness criteria found by the FAA to provide 
an equivalent level of safety to the existing standards. This notice 
announces the applicable regulations and other airworthiness criteria 
developed, under Sec.  21.17(b), for type certification of the Archer 
Model M001 powered-lift.
    The Archer Model M001 powered-lift has characteristics of both a 
rotorcraft and an airplane. It is designed to function as a helicopter 
for takeoff and landing and as an airplane cruising at higher speeds 
than a helicopter during the en-route portion of flight operations. 
Accordingly, the Archer Model M001 powered-lift proposed airworthiness 
criteria contain standards from parts 23, 33, and 35 as well as other 
proposed airworthiness criteria specific for a powered-lift with 
electric engines.
    For the existing regulations that are included without 
modification, these proposed airworthiness criteria include all 
amendments to the existing part 23, 33, and 35 airworthiness standards 
in effect as of the application date of March 30, 2022. These are part 
23, amendment 23-64, part 33, amendment 33-34, and part 35, amendment 
35-10.
    The Archer Model M001 powered-lift proposed airworthiness criteria 
also include new performance-based criteria consisting of part 23 
standards at amendment 23-64, modified as necessary to capture the 
powered-lift's transitional flight modes. The FAA developed these 
criteria because no existing standard captures the powered-lift's 
transitional flight modes. The proposed criteria also contain 
definitions specific for a powered-lift, such as flight modes, 
configurations, speeds, and terminology. Additionally, electric-engine 
and related propeller airworthiness criteria are proposed. The new 
requirements specific to the Archer Model M001 powered-lift use an 
``AM1.xxxx'' section-numbering scheme.
    The FAA selected and designed the particular airworthiness criteria 
proposed in this notice for the following reasons:

Aircraft-Level Requirements

    The proposed installation requirements for cockpit voice and flight 
data recorders remain unchanged from the normal category airplane 
airworthiness standards in part 23. The proposed requirement to prepare 
Instructions for Continued Airworthiness accounts for the applicant's 
option to install type certificated engines and propellers or to seek 
approval of the engines and propellers under the aircraft type 
certificate.

General

    The proposed airworthiness criteria include new or modified 
definitions to explain the unique capabilities and flight phases of the 
Archer Model M001 powered-lift and the meaning of certain terms used in 
regulations that have been incorporated by reference. In the event of a 
loss of engine power, airplanes and rotorcraft inherently have the 
ability to glide or autorotate, respectively. Although the aircraft may 
sustain damage, the ability to glide or autorotate allows the aircraft 
to reasonably protect the occupants. However, not all powered-lift have 
these capabilities. To address this, the FAA proposes a definition for 
``continued safe flight and landing,'' unique for the Archer Model M001 
powered-lift, that modifies language from the existing definition in 
Sec.  23.2000; the FAA also proposes a new definition for ``controlled 
emergency landing'' to capture the level of performance the Archer 
Model M001 powered-lift must meet, equivalent to a glide or 
autorotation.
    In addition, because many of the proposed airworthiness criteria 
are performance-based, like the regulations found in part 23, the FAA 
has proposed to adopt Sec.  23.2010 by reference, which would require 
that the means of compliance used to comply with these proposed 
airworthiness criteria be accepted by the Administrator. Because no 
powered-lift consensus standards are currently accepted by the 
Administrator, the means of compliance for the Archer Model M001 
powered-lift will be accepted through the issue paper process.\2\
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    \2\ See Order 8110.112A, Standardized Procedures for Usage of 
Issue Papers and Development of Equivalent Levels of Safety 
Memorandums.
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Flight

    Although part 23 replaced prescriptive design requirements with 
performance-based rules that are more easily adaptable to new and novel 
technology, these performance-based rules were written for 
conventionally configured airplanes equipped with reversible flight 
controls for fixed-wing takeoff and landing operations. To accommodate 
Archer's ability to engage in vertical takeoff and landing operations, 
these proposed airworthiness criteria adopt language from parts 27 and 
29, where appropriate, with changes to allow for safe operation of the 
powered-lift below the stall speed of the wing. The FAA developed 
proposed criteria to address the integration of alternating sources of 
lift: thrust-borne, semi-thrust-borne, and wing-borne. While the FAA 
has experience certifying indirect flight-control systems such as fly-
by-wire systems, Archer's design uses a unique, integrated flight- and 
propulsion-control system that requires new airworthiness criteria.
    In addition, the FAA proposes a new AM1.2105, which incorporates 
all of Sec.  23.2105 and adds criteria in new paragraphs (f) and (g). 
Proposed AM1.2105(f) and (g) would ensure the pilot is capable of 
executing a controlled emergency landing in the event of a loss of 
power or thrust, whether by the aircraft's ability to glide or 
autorotate, or through an equivalent means that reasonably protects 
occupants.

Powerplant

    Part 23 (amendment 23-64) addresses electric propulsion, but only 
for conventionally configured airplanes that use propulsion for forward 
thrust. Archer's new and novel design uses a distributed propulsion 
system to provide forward thrust, lift, and control. While some of 
these design features can be addressed by existing airworthiness 
standards in parts 23 and 27, other features require the development of 
new airworthiness criteria. The proposed airworthiness criteria address 
the following unique and novel powerplant installation features:
     multi-engine isolation in a distributed propulsion system,
     simplified control of distributed propulsion,
     integration of a propulsion system into aircraft flight 
controls, and

[[Page 77751]]

     energy-system crashworthiness associated with vertical 
takeoff and landing capability.
    The proposed airworthiness criteria in AM1.2405 combine engine and 
propeller control functions from Sec. Sec.  23.2405 and 23.2425, and 
revise the application to capture all powerplant control functions 
including engine control, propeller control, and nacelle rotation. 
Energy system airworthiness criteria in proposed AM1.2430 would include 
a requirement to address energy system crashworthiness to capture the 
intent of Sec.  27.952 and would delete requirements specific to liquid 
fuel systems. The powerplant fire-protection airworthiness criteria in 
proposed AM1.2440 would replace prescriptive language from Sec.  
23.2440 for designated fire zones, with generalized fire-zone language 
to address all powerplant-related fire threats. Electric propulsion 
systems introduce new fire threats from high-voltage electrical power 
and battery systems. Designated fire zones assume a kerosene-based fire 
threat, which is inconsistent with fire threats from electric 
powerplant installations. These proposed criteria are intended to allow 
for safe operation of the powered-lift using an all-electric 
distributed propulsion system for thrust-borne, semi-thrust-borne, and 
wing-borne flight.

Structures

    The flight and ground loads for powered-lift are generally 
comprised of three types of flight configurations: vertical, 
transition, and forward. The proposed airworthiness criteria are not 
taken solely from the forward-flight requirements of part 23 (for 
airplanes) or the vertical-flight requirements of part 27 (for 
rotorcraft). Powered-lift also rely on a transitional type of lift, 
which may include a combination of forward and vertical flight loads. 
The aerodynamic flow field around the powered-lift during transitional 
type of lift can be considerably different from what is traditionally 
observed during forward and vertical flight. In some flight 
configurations, the powered-lift may experience a combination of 
forward and vertical flight loads (forces). In other configurations, 
the aircraft may undergo a completely new type of aerodynamic flow 
field, not experienced during strictly forward or vertical flight. 
Traditional existing airworthiness standards do not adequately 
represent the aerodynamic loads, used for structural design, of a 
powered-lift. Therefore, the FAA finds that additional airworthiness 
criteria are necessary for structural design. The FAA created AM1.2200 
and AM1.2225 by revising Sec. Sec.  23.2200 and 23.2225 to address the 
powered-lift structural design envelope. The FAA created AM1.2240 by 
revising Sec.  23.2240 to remove level 4 airplane requirements, because 
the Archer Model M001 powered-lift is not a level 4 airplane.
    In addition, the FAA proposes a new AM1.2320, which incorporates 
all of Sec.  23.2320 except for Sec.  23.2320(b). Proposed AM1.2320(b) 
contains a new bird strike requirement specific for the applicant's 
design. The FAA recognizes the threat from bird strikes in the 
environment in which these aircraft are intended to operate is more 
severe than the environment that rotorcraft or part 23 fixed-wing 
aircraft operate in today. The Archer Model M001 powered-lift has 
inherent design features and expected operations that potentially 
expose the aircraft to a higher probability of impact with birds.
    The Archer Model M001 powered-lift will operate at altitudes 
similar to rotorcraft, and the FAA expects it will cruise at airspeeds 
that are the same as or greater than rotorcraft. However, the FAA 
expects the Archer Model M001 powered-lift will spend less time in 
hover compared to rotorcraft, increasing high-speed flight time. The 
FAA also recognizes that the Archer Model M001 powered-lift will be 
much quieter than conventional helicopter turboshaft engines and 
rotors. As a result, birds will have fewer cues to the existence of the 
vehicle due to quiet approach environments.
    All of these factors combined increase the aircraft's exposure to 
birds. Accordingly, the FAA proposes a more comprehensive bird strike 
requirement for the Archer Model M001 powered-lift. As cited in the 
Aviation Rulemaking Advisory Committee (ARAC) Rotorcraft Bird Strike 
Working Group (RBSWG) report,\3\ an analysis of bird strike threats 
against rotorcraft showed the median bird size for birds involved in 
damaging strikes was 1.125 kg (2.5 lb). Based on that research, the FAA 
proposes a bird impact size of 1.0 kg (2.2-lb), consistent with 
rotorcraft industry testing. The applicant must perform an evaluation 
at the aircraft level to determine what parts of the aircraft are 
exposed to potential bird strikes.
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    \3\ ARAC RBSWG Report, Rev. B, May 8, 2019, page 15, Section 
``Bird Mass'' (ARAC RBSWG Report), https://www.faa.gov/regulations_policies/rulemaking/committees/documents/index.cfm/document/information?documentID=3964.
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    The FAA also proposes a requirement for bird deterrence devices to 
reduce the potential for bird strikes. Research, testing, and use of 
bird-deterrence technology has shown to be effective in reducing bird 
strikes.\4\ Alerting birds to the presence of the aircraft allows birds 
to avoid striking the aircraft. Bird deterrence systems may include, 
for example, light technology to aid birds in detecting and avoiding 
the aircraft.
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    \4\ ARAC RBSWG Report, pages 48-50.
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Electric Engines

    The electric engines proposed for installation on the Archer Model 
M001 powered-lift use electric power instead of air-and-fuel combustion 
to propel the aircraft. These electric engines are designed, 
manufactured, and controlled differently than aircraft engines that 
operate using aviation fuel. These engines are built with an electric 
motor, a controller, and a high-voltage system that draws energy from 
electrical storage or generating systems. The engines in the Archer 
Model M001 powered-lift are devices that convert electrical energy into 
mechanical energy; electric current flowing through wire coils in the 
motor produces a magnetic field that interacts with magnets on the 
rotating armature shaft. The controller is a system that consists of 
two main functional elements: the motor controller and an electric-
power inverter to drive the motor associated with an electric engine. 
The high-voltage system is a combination of wires, power-conditioning 
components, and connectors that couple an energy source to an electric 
engine, associated motor, and a controller.
    The technology required to provide energy through these high-
voltage and high-current electronic components introduces potential 
hazards that do not exist in aircraft engines that operate using 
aviation fuel. For example, high-voltage transmission lines, 
electromagnetic fields, magnetic materials, and high-speed electrical 
switches form the electric engine's physical properties. Operating at 
these high power levels also exposes the electric engines to potential 
failures, which could adversely affect safety, and that are not common 
to aircraft engines that operate using aviation fuel.

Propellers

    Part 35 contains airworthiness standards to ensure that uninstalled 
propellers meet the minimum level of safety that the FAA deems 
acceptable. Part 35 requirements are appropriate for propellers that 
are installed on conventional airplanes, type certificated under part 
23 or part 25, that have construction and blade-pitch actuation methods 
typically found on such airplanes.

[[Page 77752]]

    Emerging electric-powered and hybrid electric-powered aircraft, 
especially electric powered-lift that are intended for ``air taxi'' 
type operations in and near urban areas and capable of vertical and 
short takeoff and landing, often feature propellers designed for both 
horizontal thrust and vertical lift. In addition, propeller blade-pitch 
actuation for such aircraft typically is performed electrically, and is 
more extensively integrated into the aircraft's propulsion and flight-
control system compared to conventional airplanes type certificated 
under part 23 or part 25.
    Propellers are integral parts of a variety of airplane propulsion 
systems and, until the advent of electric engines, have been subjected 
to the forces of fossil-fuel-powered reciprocating and turbine 
combustion engines. Electric engines present different considerations 
due to the increased torque and potentially higher revolutions per 
minute.
    The most basic requirement, for all conventional part 23 and 25 
aircraft as well as the Archer Model M001 powered-lift, is to reduce 
the risk of propeller failure or release of debris to the occupants and 
critical aircraft structures and components to an acceptable level. 
Features and characteristics of propellers must ensure that they are 
safe for the certification application requested.
    These proposed airworthiness criteria would require functional 
engine demonstrations, including feathering, negative torque, negative 
thrust, and reverse-thrust operations, as appropriate, using a 
representative propeller. The applicant may conduct these 
demonstrations as part of the endurance and durability demonstrations.

Applicability

    These airworthiness criteria, established under the provisions of 
Sec.  21.17(b), are applicable to the Archer Model M001 powered-lift. 
Should Archer wish to apply these airworthiness criteria to other 
powered-lift models, it must submit a new application for a type 
certificate.

The Proposed Airworthiness Criteria

    The FAA proposes to establish the following airworthiness criteria 
for type certification of the Archer Model M001 powered-lift. The FAA 
proposes that compliance with the following criteria will provide an 
equivalent level of safety to existing rules.

Aircraft-Level Requirements

Sec.  23.1457  Cockpit voice recorders.

    (a) through (g) [Applicable to Model M001]

Sec.  23.1459  Flight data recorders.

    (a) through (e) [Applicable to Model M001]

AM1.1529 Instructions for Continued Airworthiness

    The applicant must prepare Instructions for Continued Airworthiness 
(ICA), in accordance with Appendices A, A1, and A2, that are acceptable 
to the Administrator. ICA for the aircraft, engines, and propellers may 
be shown in a single aircraft ICA manual if the engine and propeller 
approvals are sought through the aircraft certification program. 
Alternatively, the applicant may provide individual ICA for the 
aircraft, engines, and propellers. The instructions may be incomplete 
at the time of type certification if a program exists to ensure their 
completion prior to delivery of the first aircraft, or issuance of a 
standard certificate of airworthiness, whichever occurs later.

SUBPART A--General

AM1.2000 Applicability and Definitions

    (a) These airworthiness criteria prescribe airworthiness standards 
for the issuance of a type certificate, and changes to that type 
certificate, for the Archer Aviation Inc. Model M001 powered-lift.
    (b) For purposes of these airworthiness criteria, the following 
definitions apply:
    (1) Continued safe flight and landing means an aircraft is capable 
of continued controlled flight and landing, possibly using emergency 
procedures, without requiring exceptional pilot skill or strength.
    (2) Phases of flight means ground operations, takeoff, climb, 
cruise, descent, approach, hover, and landing.
    (3) Source of lift means one of three sources of lift: thrust-
borne, wing-borne, and semi-thrust-borne. Thrust-borne is defined as 
when the powered-lift is maneuvering in the vertical plane and lift is 
predominately from downward thrust. Wing-borne is defined as when the 
powered-lift is maneuvering in the horizontal plane and lift is 
predominately from fixed airfoil surfaces. Semi-thrust-borne is the 
combination of thrust-borne and wing-borne, where both forms of lift 
are applied.
    (4) Loss of power/thrust means a condition when the aircraft can no 
longer provide the commanded power or thrust required for continued 
safe flight and landing.
    (5) Controlled emergency landing means the pilot is capable of 
choosing the direction and area of touchdown, and the aircraft is 
capable of reasonably protecting occupants. Upon landing, some damage 
to the aircraft may be acceptable.
    (c) Terms used in the part 23 provisions that are adopted in these 
airworthiness criteria are interpreted as follows:
    ``Airplane'' means ``aircraft.''
    ``This part'' means ``these airworthiness criteria.''

Sec.  23.2010  Accepted means of compliance.

    (a) through (b) [Applicable to Model M001]

SUBPART B--Flight Performance

Sec.  23.2100  Weight and center of gravity.

    (a) through (c) [Applicable to Model M001]

AM1.2105 Performance Data

    (a) Unless otherwise prescribed, an aircraft must meet the 
performance requirements of this subpart in still air and standard 
atmospheric conditions.
    (b) Unless otherwise prescribed, the applicant must develop the 
performance data required by this subpart for the following conditions:
    (1) Airport altitudes from sea level to 10,000 feet (3,048 meters); 
and
    (2) Temperatures above and below standard day temperature that are 
within the range of operating limitations, if those temperatures could 
have a negative effect on performance.
    (c) The procedures used for determining takeoff and landing 
performance must be executable consistently by pilots of average skill 
in atmospheric conditions expected to be encountered in service.
    (d) Performance data determined in accordance with paragraph (b) of 
this section must account for losses due to atmospheric conditions, 
cooling needs, installation losses, downwash considerations, and other 
demands on power sources.
    (e) The hovering ceiling, in and out of ground effect, must be 
determined over the ranges of weight, altitude, and temperature, if 
applicable.
    (f) Continued safe flight and landing must be possible from any 
point within the flight envelope following a critical loss of thrust 
not shown to be extremely improbable.
    (g) The aircraft must be capable of a controlled emergency landing, 
after loss of power or thrust, by gliding or

[[Page 77753]]

autorotation, or an equivalent means, to mitigate the risk of loss of 
power or thrust.

AM1.2110 Minimum Safe Speed

    The applicant must determine the aircraft minimum safe speed for 
each flight condition encountered in normal operations, including 
applicable sources of lift and phases of flight, to maintain controlled 
safe flight. The minimum safe speed determination must account for the 
most adverse conditions for each flight configuration.

AM1.2115 Takeoff Performance

    (a) The applicant must determine takeoff performance accounting for 
flight envelope and obstacle safety margins.
    (b) The applicant must determine takeoff performance accounting for 
any loss of thrust not shown to be extremely improbable.

AM1.2120 Climb Requirements

    (a) The applicant must demonstrate minimum climb performance at 
each weight, altitude, and ambient temperature within the operating 
limitations using the procedures published in the flight manual.
    (b) The applicant must demonstrate minimum climb performance 
accounting for any loss of thrust not shown to be extremely improbable.

AM1.2125 Climb Information.

    (a) The applicant must determine climb performance at each weight, 
altitude, and ambient temperature within the operating limitations 
using the procedures published in the flight manual.
    (b) The applicant must determine climb performance accounting for 
any loss of thrust not shown to be extremely improbable.

AM1.2130 Landing

    The applicant must determine the following, for standard 
temperatures at critical combinations of weight and altitude within the 
operational limits:
    (a) The landing performance, assuming approach paths applicable to 
the aircraft.
    (b) The approach, transition if applicable, and landing speeds, 
configurations, and procedures, which allow a pilot of average skill to 
land within the published landing performance consistently and without 
causing damage or injury, and which allow for a safe transition to the 
balked landing conditions of these airworthiness criteria, accounting 
for the minimum safe speed.

FLIGHT CHARACTERISTICS

AM1.2135 Controllability

    (a) The aircraft must be controllable and maneuverable, without 
requiring exceptional piloting skill, alertness, or strength, within 
the operating envelope--
    (1) At all loading conditions for which certification is requested;
    (2) During all phases of flight while using applicable sources of 
lift;
    (3) With likely flight-control or propulsion-system failure;
    (4) During configuration changes;
    (5) In all degraded flight-control-system operating modes not shown 
to be extremely improbable; and
    (6) In thrust-borne operation, and must be able to land safely in 
wind velocities from zero to a wind limit appropriate for the aircraft 
from any azimuth angle.
    (b) The applicant must determine critical control parameters, such 
as limited-control power margins, and if applicable, account for those 
parameters in developing operating limitations.
    (c) It must be possible to make a smooth change from one flight 
condition to another (changes in configuration, and in source of lift 
and phase of flight) without exceeding the approved flight envelope.

AM1.2140 Trim

    (a) The aircraft must maintain lateral and directional trim without 
further force upon, or movement of, the primary flight controls or 
corresponding trim controls by the pilot, or the flight-control system, 
under normal phases of flight while using applicable sources of lift in 
cruise.
    (b) The aircraft must maintain longitudinal trim without further 
force upon, or movement of, the primary flight controls or 
corresponding trim controls by the pilot, or the flight-control system, 
under the following conditions:
    (1) Climb.
    (2) Level flight.
    (3) Descent.
    (4) Approach.
    (c) Residual control forces must not fatigue or distract the pilot 
during normal operations of the aircraft and likely abnormal or 
emergency operations, including loss of thrust not shown to be 
extremely improbable on multi-engine aircraft.

AM1.2145 Stability

    (a) Aircraft not certified for aerobatics must exhibit stable 
characteristics in normal operations and after likely failures of the 
flight and propulsion control system.
    (b) No aircraft may exhibit any divergent longitudinal stability 
characteristic so unstable as to increase the pilot's workload or 
otherwise endanger the aircraft and its occupants.

AM1.2150 Minimum Safe Speed Flight Characteristics, Minimum Safe Speed 
Warning, and Spins.

    (a) The aircraft must have controllable minimum safe speed flight 
characteristics in straight flight, turning flight, and accelerated 
turning flight with a clear and distinctive minimum safe speed warning 
that provides sufficient margin to prevent inadvertent slowing below 
minimum safe speed.
    (b) Aircraft not certified for aerobatics must not have a tendency 
to inadvertently depart controlled flight from thrust asymmetry after a 
critical loss of thrust.
    (c) Aircraft certified for aerobatics that include spins must have 
controllable stall characteristics and the ability to recover within 
one and one-half additional turns after initiation of the first control 
action from any point in a spin, not exceeding six turns or any greater 
number of turns for which certification is requested, while remaining 
within the operating limitations of the aircraft.
    (d) Spin characteristics in aircraft certified for aerobatics that 
includes spins must recover without exceeding limitations and may not 
result in unrecoverable spins--
    (1) With any typical use of the flight or engine-power controls; or
    (2) Due to pilot disorientation or incapacitation.

Sec.  23.2155  Ground and water handling characteristics.

    [Applicable to Model M001]

Sec.  23.2160  Vibration, buffeting, and high-speed characteristics.

    (a) [Applicable to Model M001]
    (b) through (d) [Not applicable to Model M001]

AM1.2165 Performance and Flight Characteristics Requirements for Flight 
in Atmospheric Icing Conditions

    (a) An applicant who requests certification for flight in 
atmospheric icing conditions must show the following in the icing 
conditions for which certification is requested:
    (1) Compliance with each requirement of this subpart, except those 
applicable to spins and any that must be demonstrated at speeds in 
excess of--
    (i) 250 knots calibrated airspeed (CAS);
    (ii) VMO/MMO or VNE; or

[[Page 77754]]

    (iii) A speed at which the applicant demonstrates the airframe will 
be free of ice accretion.
    (2) The means by which minimum safe speed warning is provided to 
the pilot for flight in icing conditions and non-icing conditions is 
the same.
    (b) The applicant must provide a means to detect icing conditions 
for which certification is not requested and show the aircraft's 
ability to avoid or exit those icing conditions.
    (c) The applicant must develop an operating limitation to prohibit 
intentional flight, including takeoff and landing, into icing 
conditions for which the aircraft is not certified to operate.

SUBPART C--Structures

AM1.2200 Structural Design Envelope

    The applicant must determine the structural design envelope, which 
describes the range and limits of aircraft design and operational 
parameters for which the applicant will show compliance with the 
requirements of this subpart. The applicant must account for all 
aircraft design and operational parameters that affect structural 
loads, strength, durability, and aeroelasticity, including:
    (a) Structural design airspeeds, landing-descent speeds, and any 
other airspeed limitation at which the applicant must show compliance 
to the requirements of this subpart. The structural design airspeeds 
must--
    (1) Be sufficiently greater than the minimum safe speed of the 
aircraft to safeguard against loss of control in turbulent air; and
    (2) Provide sufficient margin for the establishment of practical 
operational limiting airspeeds.
    (b) Design maneuvering load factors not less than those, which 
service history shows, may occur within the structural design envelope.
    (c) Inertial properties including weight, center of gravity, and 
mass moments of inertia, accounting for--
    (1) Each critical weight from the aircraft empty weight to the 
maximum weight; and
    (2) The weight and distribution of occupants, payload, and fuel.
    (d) Characteristics of aircraft control systems, including range of 
motion and tolerances for control surfaces, high lift devices, or other 
moveable surfaces.
    (e) Each critical altitude up to the maximum altitude.
    (f) Engine-driven lifting-device rotational speed and ranges, and 
the maximum rearward and sideward flight speeds.

Sec.  23.2205  Interaction of systems and structures.

    [Applicable to Model M001]

Structural Loads

Sec.  23.2210  Structural design loads.

    (a) through (b) [Applicable to Model M001]

Sec.  23.2215  Flight load conditions.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2220  Ground and water load conditions.

    [Applicable to Model M001]

AM1.2225 Component loading conditions

    The applicant must determine the structural design loads acting on:
    (a) Each engine mount and its supporting structure such that both 
are designed to withstand loads resulting from--
    (1) Powerplant operation combined with flight gust and maneuver 
loads; and
    (2) For non-reciprocating powerplants, sudden powerplant stoppage.
    (b) Each flight control and high-lift surface, their associated 
system and supporting structure resulting from--
    (1) The inertia of each surface and mass balance attachment;
    (2) Flight gusts and maneuvers;
    (3) Pilot or automated system inputs;
    (4) System induced conditions, including jamming and friction; and
    (5) Taxi, takeoff, and landing operations on the applicable 
surface, including downwind taxi and gusts occurring on the applicable 
surface.
    (c) A pressurized cabin resulting from the pressurization 
differential--
    (1) From zero up to the maximum relief pressure combined with gust 
and maneuver loads;
    (2) From zero up to the maximum relief pressure combined with 
ground and water loads if the aircraft may land with the cabin 
pressurized; and
    (3) At the maximum relief pressure multiplied by 1.33, omitting all 
other loads.
    (d) Engine-driven lifting-device assemblies, considering loads 
resulting from flight and ground conditions, as well limit input torque 
at any lifting-device rotational speed.

Sec.  23.2230  Limit and ultimate loads.

    (a) through (b) [Applicable to Model M001]

Structural Performance

Sec.  23.2235  Structural strength.

    (a) through (b) [Applicable to Model M001]

AM1.2240 Structural Durability

    (a) The applicant must develop and implement inspections or other 
procedures to prevent structural failures due to foreseeable causes of 
strength degradation, which could result in serious or fatal injuries, 
or extended periods of operation with reduced safety margins. Each of 
the inspections or other procedures developed under this section must 
be included in the Airworthiness Limitations Section of the 
Instructions for Continued Airworthiness, required by AM1.1529.
    (b) For pressurized aircraft:
    (1) The aircraft must be capable of continued safe flight and 
landing following a sudden release of cabin pressure, including sudden 
releases caused by door and window failures.
    (2) For aircraft with maximum operating altitude greater than 
41,000 feet, the procedures developed for compliance with paragraph (a) 
of this section must be capable of detecting damage to the pressurized 
cabin structure before the damage could result in rapid decompression 
that would result in serious or fatal injuries.
    (c) The aircraft must be designed to minimize hazards to the 
aircraft due to structural damage caused by high-energy fragments from 
an uncontained engine or rotating machinery failure.

Sec.  23.2245  Aeroelasticity.

    (a) through (b) [Applicable to Model M001]

Design

Sec.  23.2250  Design and construction principles.

    (a) through (e) [Applicable to Model M001]

Sec.  23.2255  Protection of structure.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2260  Materials and processes.

    (a) through (g) [Applicable to Model M001]

Sec.  23.2265  Special factors of safety.

    (a) through (c) [Applicable to Model M001]

Structural Occupant Protection

Sec.  23.2270  Emergency conditions.

    (a) through (e) [Applicable to Model M001]

SUBPART D--Design and Construction

AM1.2300 Flight-control systems

    (a) The applicant must design flight-control systems to:

[[Page 77755]]

    (1) Operate easily, smoothly, and positively enough to allow proper 
performance of their functions; and
    (2) Protect against likely hazards.
    (b) The applicant must design trim systems, if installed, to:
    (1) Protect against inadvertent, incorrect, or abrupt trim 
operation; and
    (2) Provide a means to indicate--
    (i) The direction of trim control movement relative to aircraft 
motion;
    (ii) The trim position with respect to the trim range;
    (iii) The neutral position for lateral and directional trim; and
    (iv) The range for takeoff for all applicant-requested center of 
gravity ranges and configurations.
    (c) In addition to paragraph (a) and (b) of this section, for 
indirect flight-control systems:
    (1) A means must be provided to indicate to the flightcrew any 
significant changes or degradation to the handling or operational 
characteristics of the aircraft during normal and abnormal system 
operation; and
    (2) Features that protect the aircraft against loss of control, 
structural damage, or exceeding critical limits must be designed such 
that--
    (i) The onset characteristics of each protection feature is smooth 
and appropriate for the phase of flight and type of maneuver;
    (ii) There are no adverse flight characteristics in aircraft 
response to flight-control inputs, unsteady atmospheric conditions, and 
other likely conditions, including simultaneous limiting events; and
    (iii) The aircraft is capable of continued safe flight and landing 
following failures not shown to be extremely improbable throughout the 
approved flight envelope and expected operational conditions.

Sec.  23.2305  Landing gear systems.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2310  Buoyancy for seaplanes and amphibians.

    (a) through (b) [Applicable to Model M001]

Occupant System Design Protection

Sec.  23.2315  Means of egress and emergency exits.

    (a) through (b) [Applicable to Model M001, including the ditching 
exclusion in (a)(1)]

AM1.2320 Occupant Physical Environment.

    (a) The applicant must design the aircraft to:
    (1) Allow clear communication between the flightcrew and 
passengers;
    (2) Protect the pilot and flight controls from propellers; and
    (3) Protect the occupants from serious injury due to damage to 
windshields, windows, and canopies.
    (b) The aircraft must be capable of continued safe flight and 
landing after a bird strike with a 2.2-lb (1.0 kg) bird. In addition, 
the aircraft design must include bird deterrence devices to reduce the 
potential for bird strikes.
    (c) The aircraft must provide each occupant with air at a 
breathable pressure, free of hazardous concentrations of gases, vapors, 
and smoke during normal operations and likely failures.
    (d) If a pressurization system is installed in the aircraft, it 
must be designed to protect against:
    (1) Decompression to an unsafe level; and
    (2) Excessive differential pressure.
    (e) If an oxygen system is installed in the aircraft, it must--
    (1) Effectively provide oxygen to each user to prevent the effects 
of hypoxia; and
    (2) Be free from hazards in itself, in its method of operation, and 
its effect upon other components.

Fire and High Energy Protection

Sec.  23.2325  Fire protection.

    (a)(1), (a)(2), (b) through (d), (f)(1), and (g) through (h) 
[Applicable to Model M001]
    (a)(3), (e), and (f)(2) [Not applicable to Model M001]

AM1.2330 Fire Protection in Fire Zones and Adjacent Areas.

    (a) Flight controls, engine mounts, and other flight structures 
within or adjacent to fire zones must be capable of withstanding the 
effects of a fire.
    (b) Engines in a fire zone must remain attached to the aircraft in 
the event of a fire.
    (c) In fire zones, terminals, equipment, and electrical cables used 
during emergency procedures must perform their intended function in the 
event of a fire.

AM1.2335 Lightning and Static Electricity Protection.

    (a) The aircraft must be protected against catastrophic effects 
from lightning.
    (b) The aircraft must be protected against hazardous effects caused 
by an accumulation of electrostatic charge.

SUBPART E--Powerplant

AM1.2400 Powerplant Installation.

    (a) For the purpose of this subpart, the aircraft powerplant 
installation must include each component necessary for propulsion, 
which affects propulsion safety, or provides auxiliary power to the 
aircraft.
    (b) Each aircraft engine and propeller must have a type certificate 
or be approved under the aircraft type certificate using standards 
found in subparts H and I.
    (c) The applicant must construct and arrange each powerplant 
installation to account for--
    (1) Likely operating conditions, including foreign-object threats;
    (2) Sufficient clearance of moving parts to other aircraft parts 
and their surroundings;
    (3) Likely hazards in operation including hazards to ground 
personnel; and
    (4) Vibration and fatigue.
    (d) Hazardous accumulations of fluids, vapors, or gases must be 
isolated from the aircraft and personnel compartments and be safely 
contained or discharged.
    (e) Powerplant components must comply with their component 
limitations and installation instructions or be shown not to create a 
hazard.

AM1.2405 Power or Thrust Control Systems.

    (a) Any power or thrust control system, reverser system, or 
powerplant control system must be designed so no unsafe condition 
results during normal operation of the system.
    (b) Any single failure or likely combination of failures or 
malfunctions of a power or thrust control system, reverser system, or 
powerplant control system must not prevent continued safe flight and 
landing of the aircraft.
    (c) Inadvertent flightcrew operation of a power or thrust control 
system, reverser system, or powerplant control system must be 
prevented, or if not prevented, must not prevent continued safe flight 
and landing of the aircraft.
    (d) Unless the failure of an automatic power or thrust control 
system is extremely remote, the system must--
    (1) Provide a means for the flightcrew to verify the system is in 
an operating condition;
    (2) Provide a means for the flightcrew to override the automatic 
function; and
    (3) Prevent inadvertent deactivation of the system.

Sec.  23.2410  Powerplant installation hazard assessment.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2415  Powerplant ice protection.

    (a) through (b) [Applicable to Model M001]

[[Page 77756]]

AM1.2425 Powerplant Operational Characteristics

    (a) Each installed powerplant must operate without any hazardous 
characteristics during normal and emergency operation within the range 
of operating limitations for the aircraft and the engine.
    (b) The design must provide for the shutdown and restart of the 
powerplant in flight within an established operational envelope.

AM1.2430 Energy Systems

    (a) Each energy system must--
    (1) Be designed and arranged to provide independence between 
multiple energy-storage and supply systems, so that failure of any one 
component in one system will not result in loss of energy storage or 
supply of another system;
    (2) Be designed to prevent catastrophic events due to lightning 
strikes, taking into account direct and indirect effects on the 
aircraft where the exposure to lightning is likely;
    (3) Provide the energy necessary to ensure each powerplant and 
auxiliary power unit functions properly in all likely operating 
conditions;
    (4) Provide the flightcrew with a means to determine the total 
useable energy available and provide uninterrupted supply of that 
energy when the system is correctly operated, accounting for likely 
energy fluctuations;
    (5) Provide a means to safely remove or isolate the energy stored 
in the system from the aircraft; and
    (6) Be designed to retain energy under all likely operating 
conditions and to minimize hazards to occupants following an emergency 
landing or otherwise survivable impact (crash landing).
    (7) [Reserved]
    (b) Each energy-storage system must--
    (1) Withstand the loads under likely operating conditions without 
failure; and
    (2) Be isolated from personnel compartments and protected from 
hazards due to unintended temperature influences.
    (3) [Reserved]
    (4) [Reserved]
    (c) Each energy-storage refilling or recharging system must be 
designed to--
    (1) Prevent improper refilling or recharging; and
    (2) [Reserved]
    (3) Prevent the occurrence of hazard to the aircraft or to persons 
during refilling or recharging.

Sec.  23.2435  Powerplant induction and exhaust systems.

    (a) through (b) [Applicable to Model M001]

AM1.2440 Powerplant Fire Protection

    There must be means to isolate and mitigate hazards to the aircraft 
in the event of a powerplant-system fire or overheat in operation.

SUBPART F--Equipment

Sec.  23.2500  Airplane level systems requirements.

    (a) through (b) [Applicable to Model M001]

Sec.  23.2505  Function and installation.

    [Applicable to Model M001]

Sec.  23.2510  Equipment, systems, and installations.

    (a) through (c) [Applicable to Model M001]

AM1.2515 Electrical- and Electronic-System Lightning Protection

    (a) Each electrical or electronic system that performs a function, 
the failure of which would prevent the continued safe flight and 
landing of the aircraft, must be designed and installed such that--
    (1) The function at the aircraft level is not adversely affected 
during and after the time the aircraft is exposed to lightning; and
    (2) The system recovers normal operation of that function in a 
timely manner after the aircraft is exposed to lightning unless the 
system's recovery conflicts with other operational or functional 
requirements of the system.
    (b) For an aircraft approved for operation under instrument flight 
rules (IFR), each electrical and electronic system that performs a 
function, the failure of which would significantly reduce the 
capability of the aircraft or the ability of the flightcrew to respond 
to an adverse operating condition, must be designed and installed such 
that the system recovers normal operation of that function in a timely 
manner after the aircraft is exposed to lightning.

Sec.  23.2520  High-intensity Radiated Fields (HIRF) protection.

    (a) through (b) [Applicable to Model M001]

Sec.  23.2525  System power generation, storage, and distribution.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2530  External and cockpit lighting.

    (a) through (e) [Applicable to Model M001]

Sec.  23.2535  Safety equipment.

    [Applicable to Model M001]

AM1.2540 Flight in Icing Conditions

    An applicant who requests certification for flight in icing 
conditions must show the following in the icing conditions for which 
certification is requested:
    (a) The ice protection system provides for safe operation; and
    (b) The aircraft design must provide protection from slowing to 
less than the minimum safe speed when the autopilot is operating.

Sec.  23.2545  Pressurized systems elements.

    [Applicable to Model M001]

Sec.  23.2550  Equipment containing high-energy rotors.

    [Applicable to Model M001]

SUBPART G--Flightcrew Interface and Other Information

AM1.2600 Flightcrew Interface

    (a) The pilot compartment, its equipment, and its arrangement to 
include pilot view, must allow each pilot to perform their duties for 
all sources of lift and phases of flight and perform any maneuvers 
within the operating envelope of the aircraft, without excessive 
concentration, skill, alertness, or fatigue.
    (b) The applicant must install flight, navigation, surveillance, 
and powerplant controls and displays, as needed, so qualified 
flightcrew can monitor and perform defined tasks associated with the 
intended functions of systems and equipment, without excessive 
concentration, skill, alertness, or fatigue. The system and equipment 
design must minimize flightcrew errors, which could result in 
additional hazards.

Sec.  23.2605  Installation and operation.

    (a) through (c) [Applicable to Model M001]

Sec.  23.2610  Instrument markings, control markings, and placards.

    (a) through (c) [Applicable to Model M001]

AM1.2615 Flight, Navigation, and Powerplant Instruments

    (a) Installed systems must provide the flightcrew member who sets 
or monitors parameters for the flight, navigation, and powerplant, the 
information necessary to do so during each source of lift and phase of 
flight. This information must--
    (1) Be presented in a manner that the crewmember can monitor the 
parameter and determine trends, as needed, to operate the aircraft; and

[[Page 77757]]

    (2) Include limitations, unless the limitations cannot be exceeded 
in all intended operations.
    (b) Indication systems that integrate the display of flight or 
powerplant parameters to operate the aircraft, or are required by the 
operating rules of title 14, chapter I, must--
    (1) Not inhibit the primary display of flight or powerplant 
parameters needed by any flightcrew member in any normal mode of 
operation; and
    (2) In combination with other systems, be designed and installed so 
information essential for continued safe flight and landing will be 
available to the flightcrew in a timely manner after any single failure 
or probable combination of failures.

AM1.2620 Aircraft Flight Manual

    The applicant must provide an Aircraft Flight Manual that must be 
delivered with each aircraft.
    (a) The Aircraft Flight Manual must contain the following 
information--
    (1) Aircraft operating limitations;
    (2) Aircraft operating procedures;
    (3) Performance information;
    (4) Loading information; and
    (5) Other information that is necessary for safe operation because 
of design, operating, or handling characteristics.
    (b) The portions of the Aircraft Flight Manual containing the 
information specified in paragraphs (a)(1) through (a)(4) of this 
section must be approved by the FAA in a manner specified by the 
Administrator.

SUBPART H--Electric Engine Requirements

Sec.  33.5  Instruction manual for installing and operating the engine.

    (a) through (c) [Applicable to Model M001]

Sec.  33.7  Engine ratings and operating limitations.

    (a) [Applicable to Model M001]
    (b) through (d) [Not applicable to Model M001]

AM1.2702 Engine Ratings and Operating Limits

    Ratings and operating limits must be established and included in 
the type certificate data sheet based on:
    (a) Shaft power, torque, rotational speed, and temperature for:
    (1) Rated takeoff power;
    (2) Rated maximum continuous power; and
    (3) Rated maximum temporary power and associated time limit.
    (b) Duty Cycle and the rating at that duty cycle. The duty cycle 
must be declared in the type certificate data sheet.
    (c) Cooling fluid grade or specification.
    (d) Power-supply requirements.
    (e) Any other ratings or limitations that are necessary for the 
safe operation of the engine.

Sec.  33.8  Selection of engine power and thrust ratings.

    (a) through (b) [Applicable to Model M001]

Sec.  33.15  Materials.

    (a) through (b) [Applicable to Model M001]

Sec.  33.17  Fire protection.

    (a) through (g) [Applicable to Model M001]

AM1.2704 Fire Protection.

    High-voltage electrical wiring interconnect systems must be 
protected against arc faults. Non-protected electrical wiring 
interconnects must be analyzed to show that arc faults do not cause a 
hazardous engine effect.

AM1.2705 Durability.

    The engine design and construction must minimize the development of 
an unsafe condition of the engine between maintenance intervals, 
overhaul periods, or mandatory actions described in the applicable ICA.

Sec.  33.21  Engine cooling.

    [Applicable to Model M001]

AM1.2706 Engine Cooling

    If cooling is required to satisfy the safety analysis as described 
in AM1.2717, the cooling-system monitoring features and usage must be 
documented in the engine installation manual.

Sec.  33.23  Mounting attachment and structure.

    (a) through (b) [Applicable to Model M001]

Sec.  33.25  Accessory attachments.

    [Applicable to Model M001]

AM1.2709 Overspeed

    (a) A rotor overspeed must not result in a burst, rotor growth, or 
damage that results in a hazardous engine effect, as defined in 
AM1.2717(d)(2). Compliance with this paragraph must be shown by test, 
validated analysis, or a combination of both. Applicable assumed rotor 
speeds must be declared and justified.
    (b) Rotors must possess sufficient strength with a margin to burst 
above certified operating conditions and above failure conditions 
leading to rotor overspeed. The margin to burst must be shown by test, 
validated analysis, or a combination thereof.
    (c) The engine must not exceed the rotor-speed operational 
limitations that could affect rotor structural integrity.

Sec.  33.28  Engine control systems.

    (b)(1)(i), (b)(1)(iii), and (b)(1)(iv) [Applicable to Model M001]
    (a), (b)(1)(ii), (b)(2) through (m) [Not applicable to Model M001]

AM1.2710 Engine Control Systems

    (a) Applicability.
    These requirements apply to any system or device that is part of 
the engine type design that controls, limits, monitors, or protects 
engine operation and is necessary for the continued airworthiness of 
the engine.
    (b) Engine control.
    The engine control system must ensure the engine does not 
experience any unacceptable operating characteristics or exceed its 
operating limits, including in failure conditions where the 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, 
if applicable.
    (c) Design assurance.
    The software and complex electronic hardware, including 
programmable logic devices, must be--
    (1) Designed and developed using a structured and systematic 
approach that provides a level of assurance for the logic commensurate 
with the hazard associated with the failure or malfunction of the 
systems in which the devices are located; and
    (2) Substantiated by a verification methodology acceptable to the 
Administrator.
    (d) Validation.
    All functional aspects of the control system must be substantiated 
by test, analysis, or a combination thereof, to show that the engine 
control system performs the intended functions throughout the declared 
operational envelope.
    (e) Environmental limits.
    Environmental limits that cannot be adequately substantiated by 
endurance demonstration, validated analysis, or a combination thereof 
must be demonstrated by the system and component tests in AM1.2727.
    (f) Engine control system failures.
    The engine control system must--
    (1) Have a maximum rate of Loss of Power Control (LOPC) that is 
suitable for the intended aircraft application;
    (2) When in the full-up configuration, be single fault tolerant, as 
determined by the Administrator, for electrical, electrically 
detectable, and electronic failures involving LOPC events;

[[Page 77758]]

    (3) Not have any single failure that results in hazardous engine 
effects; and
    (4) Not have any likely failures or malfunctions that lead to local 
events in the intended aircraft application.
    (g) System-safety assessment.
    The applicant must perform a system-safety assessment. This 
assessment must identify faults or failures that affect normal 
operation, together with the predicted frequency of occurrence of these 
faults or failures. The intended aircraft application must be taken 
into account to assure the assessment of the engine control system 
safety is valid.
    (h) Protection systems.
    The engine control devices and systems' design and function, 
together with engine instruments, operating instructions, and 
maintenance instructions, must ensure that engine operating limits will 
not be exceeded in-service.
    (i) Aircraft-supplied data.
    Any single failure leading to loss, interruption, or corruption of 
aircraft-supplied data (other than power command signals from the 
aircraft), or aircraft-supplied data shared between engine systems 
within a single engine or between fully independent engine systems, 
must--
    (1) Not result in a hazardous engine effect, as defined in 
AM1.2717(d)(2), for any engine installed on the aircraft; and
    (2) Be able to be detected and accommodated by the control system.
    (j) Engine control system electrical power.
    (1) The engine control system must be designed such that the loss, 
malfunction, or interruption of the control system electrical power 
source will not result in a hazardous engine effect, as defined in 
AM1.2717(d)(2), the unacceptable transmission of erroneous data, or 
continued engine operation in the absence of the control function. The 
engine control system must be capable of resuming normal operation when 
aircraft-supplied power returns to within the declared limits.
    (2) The applicant must identify and declare, in the engine 
installation manual, the characteristics of any electrical power 
supplied from the aircraft to the engine control system for starting 
and operating the engine, including transient and steady-state voltage 
limits, or electrical power supplied from the engine to the aircraft 
via energy regeneration, and any other characteristics necessary for 
safe operation of the engine.

Sec.  33.29  Instrument connection.

    (a), (e), and (g) [Applicable to Model M001]
    (b) through (d) and (h) [Not applicable to the Model M001]

AM1.2711 Instrument Connection

    (a) In addition, as part of the system-safety assessment of 
AM1.2710(g) and AM1.2733(g), the applicant must assess the possibility 
and subsequent effect of incorrect fit of instruments, sensors, or 
connectors. Where practicable, the applicant must take design 
precautions to prevent incorrect configuration of the system.
    (b) The applicant must provide instrumentation enabling the 
flightcrew to monitor the functioning of the engine cooling system 
unless evidence shows that:
    (1) Other existing instrumentation provides adequate warning of 
failure or impending failure;
    (2) Failure of the cooling system would not lead to hazardous 
engine effects before detection; or
    (3) The probability of failure of the cooling system is extremely 
remote.

AM1.2712 Stress Analysis

    (a) A mechanical, thermal, and electromagnetic stress analysis must 
show a sufficient design margin to prevent unacceptable operating 
characteristics and hazardous engine effects.
    (b) Maximum stresses in the engine must be determined by test, 
validated analysis, or a combination thereof, and must be shown not to 
exceed minimum material properties.

AM1.2713 Critical and Life-Limited Parts

    (a) The applicant must show, by a safety analysis or means 
acceptable to the Administrator, whether rotating or moving components, 
bearings, shafts, static parts, and non-redundant mount components 
should be classified, designed, manufactured, and managed throughout 
their service life as critical or life-limited parts.
    (1) Critical part means a part that must meet prescribed integrity 
specifications to avoid its primary failure, which is likely to result 
in a hazardous engine effect as defined in AM1.2717(d)(2).
    (2) Life-limited parts may include but are not limited to a rotor 
and major structural static part, the failure of which can result in a 
hazardous engine effect due to low-cycle fatigue (LCF) mechanism or any 
LCF-driven mechanism coupled with creep, or other failure mode. A life 
limit is an operational limitation that specifies the maximum allowable 
number of flight cycles that a part can endure before the applicant 
must remove it from the engine.
    (b) In establishing the integrity of each critical part or life-
limited part, the applicant must provide to the Administrator the 
following three plans for approval: an engineering plan, a 
manufacturing plan, and a service-management plan, as defined in Sec.  
33.70.

AM1.2714 Lubrication System

    (a) The lubrication system must be designed and constructed to 
function properly between scheduled maintenance intervals in all flight 
attitudes and atmospheric conditions in which the engine is expected to 
operate.
    (b) The lubrication system must be designed to prevent 
contamination of the engine bearings and lubrication system components.
    (c) The applicant must demonstrate by test, validated analysis, or 
a combination thereof, the unique lubrication attributes and functional 
capability of paragraphs (a) and (b) of this section.

AM1.2715 Power Response

    The design and construction of the engine, including its control 
system, must enable an increase--
    (a) From the minimum power setting to the highest rated power 
without detrimental engine effects;
    (b) From the minimum obtainable power while in flight, and while on 
the ground, to the highest rated power within a time interval 
determined to be safe for aircraft operation; and
    (c) From the minimum torque to the highest rated torque without 
detrimental engine or aircraft effects, to ensure aircraft structural 
integrity or aircraft aerodynamic characteristics are not exceeded.

AM1.2716 Continued Rotation

    If the design allows any of the engine main rotating systems to 
continue to rotate after the engine is shut down while in-flight, this 
continued rotation must not result in hazardous engine effects, as 
specified in AM1.2717(d)(2).

Sec.  33.75  Safety analysis.

    (a)(1) through (a)(2), (d), (e), and (g)(2) [Applicable to Model 
M001]
    (a)(3) through (c), (f), (g)(1), and (g)(3) [Not applicable to 
Model M001]

AM1.2717 Safety Analysis

    (a) The applicant must comply with Sec.  33.75(a)(2) using the 
failure definitions in paragraph (d) of this section.
    (b) If the failure of such elements is likely to result in 
hazardous engine effects, then the applicant may show compliance by 
reliance on the prescribed integrity requirements such as Sec.  33.15, 
AM1.2709, AM1.2713, or combinations thereof, as applicable. The failure 
of such elements and associated

[[Page 77759]]

prescribed integrity requirements must be stated in the safety 
analysis.
    (c) The applicant must comply with Sec.  33.75(d) and (e) using the 
failure definitions in paragraph (d) of this section.
    (d) Unless otherwise approved by the Administrator, the following 
definitions apply to the engine effects when showing compliance with 
this condition:
    (1) A minor engine effect does not prohibit the engine from meeting 
its type-design requirements and the intended functions in a manner 
consistent with Sec.  33.28(b)(1)(i), (b)(1)(iii), and (b)(1)(iv), and 
the engine complies with the operability requirements such as AM1.2715, 
AM1.2725, and AM1.2731, as appropriate.
    (2) The engine effects in Sec.  33.75(g)(2) are hazardous engine 
effects with the addition of:
    (i) Electrocution of the crew, passengers, operators, maintainers, 
or others; and
    (ii) Blockage of cooling systems that are required for the engine 
to operate within temperature limits.
    (3) Any other engine effect is a major engine effect.
    (e) The intended aircraft application must be taken into account to 
assure that the analysis of the engine system safety is valid.

AM1.2718 Ingestion

    (a) Ingestion from likely sources (foreign objects, birds, ice, 
hail) must not result in hazardous engine effects defined by 
AM1.2717(d)(2), or unacceptable power loss.
    (b) Rain ingestion must not result in an abnormal operation such as 
shutdown, power loss, erratic operation, or power oscillations 
throughout the engine operating range.
    (c) If the design of the engine relies on features, attachments, or 
systems that the installer may supply, for the prevention of 
unacceptable power loss or hazardous engine effects following potential 
ingestion, then the features, attachments, or systems must be 
documented in the engine installation manual.
    (d) Ingestion sources that are not evaluated must be declared in 
the engine installation manual.

AM1.2719 Liquid Systems

    (a) Each liquid system used for lubrication or cooling of engine 
components must be designed and constructed to function properly in all 
flight attitudes and atmospheric conditions in which the engine is 
expected to operate.
    (b) If a liquid system used for lubrication or cooling of engine 
components is not self-contained, the interfaces to that system must be 
defined in the engine installation manual.
    (c) 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 will not:
    (1) Exhibit permanent distortion beyond serviceable limits or 
exhibit leakage that could create a hazardous condition when subjected 
to normal and maximum working pressure with margin.
    (2) Exhibit fracture or burst when subjected to the greater of 
maximum possible pressures with margin.
    (d) Compliance with paragraph (c) of 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 physical geometry conditions allowed by the type 
design, such as minimum material and minimum radii.
    (e) Approved coolants and lubricants must be listed in the engine 
installation manual.

AM1.2720 Vibration Demonstration

    (a) The engine must be designed and constructed to function 
throughout its normal operating range of rotor speeds and engine output 
power, including defined exceedances, without inducing excessive stress 
in any of the engine parts because of vibration and without imparting 
excessive vibration forces to the aircraft structure.
    (b) Each engine design must undergo a vibration survey to establish 
that the vibration characteristics of those components that may be 
subject to induced vibration are acceptable throughout the declared 
flight envelope and engine operating range for the specific 
installation configuration. The possible sources of the induced 
vibration that the survey must assess are mechanical, aerodynamic, 
acoustical, or electromagnetic. This survey must be shown by test, 
validated analysis, or a combination thereof.

AM1.2721 Overtorque

    When approval is sought for a transient maximum engine overtorque, 
the applicant must demonstrate by test, validated analysis, or a 
combination thereof, that the engine can continue operation after 
operating at the maximum engine overtorque condition without 
maintenance action. Upon conclusion of overtorque tests conducted to 
show compliance with this subpart, or any other tests that are 
conducted in combination with the overtorque test, each engine part or 
individual groups of components must meet the requirements of AM1.2729.

AM1.2722 Calibration Assurance

    Each engine must be subjected to calibration tests to establish its 
power characteristics and the conditions both before and after the 
endurance and durability demonstrations specified in AM1.2723 and 
AM1.2726.

AM1.2723 Endurance Demonstration

    (a) The applicant must subject the engine to an endurance 
demonstration, acceptable to the Administrator, to demonstrate the 
engine's limit capabilities.
    (b) The endurance demonstration must include increases and 
decreases of the engine's power settings, energy regeneration, and 
dwellings at the power settings or energy regeneration for durations 
that produce the extreme physical conditions the engine experiences at 
rated performance levels, operational limits, and at any other 
conditions or power settings that are required to verify the limit 
capabilities of the engine.

AM1.2724 Temperature Limit

    The engine design must demonstrate its capability to endure 
operation at its temperature limits plus an acceptable margin. The 
applicant must quantify and justify to the Administrator the margin at 
each rated condition. The demonstration must be repeated for all 
declared duty cycles and associated ratings, and operating 
environments, that would impact temperature limits.

AM1.2725 Operation Demonstration

    The engine design must demonstrate safe operating characteristics, 
including but not limited to power cycling, starting, acceleration, and 
overspeeding throughout its declared flight envelope and operating 
range. The declared engine operational characteristics must account for 
installation loads and effects.

AM1.2726 Durability Demonstration

    The engine must be subjected to a durability demonstration to show 
that each part of the engine has been designed and constructed to 
minimize any unsafe condition of the system between overhaul periods or 
between engine replacement intervals if the

[[Page 77760]]

overhaul is not defined. This test must simulate the conditions in 
which the engine is expected to operate in-service, including typical 
start-stop cycles.

AM1.2727 System and Component Tests

    The applicant must show that systems and components will perform 
their intended functions in all declared environmental and operating 
conditions.

AM1.2728 Rotor Locking Demonstration

    If shaft rotation is prevented by locking the rotor(s), the engine 
must demonstrate:
    (a) Reliable rotor locking performance;
    (b) Reliable unlocking performance; and
    (c) That no hazardous engine effects, as specified in 
AM1.2717(d)(2), will occur.

AM1.2729 Teardown Inspection

    The applicant must comply with either paragraph (a) or (b) of this 
section as follows:
    (a) Teardown evaluation.
    (1) After the endurance and durability demonstrations have been 
completed, the engine must be completely disassembled. Each engine 
component and lubricant must be within service limits and eligible for 
continued operation in accordance with the information submitted for 
showing compliance with AM1.1529.
    (2) Each engine component having an adjustment setting and a 
functioning characteristic that can be established independent of 
installation on or in the engine must retain each setting and 
functioning characteristic within the established and recorded limits 
at the beginning of the endurance and durability demonstrations.
    (b) Non-Teardown evaluation.
    If a teardown is not performed for all engine components, then the 
life limits for these components and lubricants must be established 
based on the endurance and durability demonstrations and documented in 
the Instructions for Continued Airworthiness in accordance with 
AM1.1529.

AM1.2730 Containment

    The engine must provide containment features that protect against 
likely hazards from rotating components as follows--
    (a) The design of the case surrounding rotating components must 
provide for the containment of the rotating components in the event of 
failure, unless the applicant shows that the margin to rotor burst 
precludes the possibility of a rotor burst.
    (b) If the margin to rotor burst shows that the case must have 
containment features in the event of failure, the case must provide for 
the containment of the failed rotating components. The applicant must 
define by test, validated analysis, or a combination thereof, and 
document in the engine installation manual, the energy level, 
trajectory, and size of fragments released from damage caused by the 
rotor failure, and that pass forward or aft of the surrounding case.

AM1.2731 Operation With a Variable-Pitch Propeller

    The applicant must conduct functional demonstrations including 
feathering, negative torque, negative thrust, and reverse thrust 
operations, as applicable, with a representative propeller. These 
demonstrations may be conducted in a manner acceptable to the 
Administrator as part of the endurance, durability, and operation 
demonstrations.

AM1.2732 General Conduct of Tests

    (a) Maintenance of the engine may be made during the tests in 
accordance with the service and maintenance instructions submitted in 
compliance with AM1.1529.
    (b) The applicant must subject the engine or its parts to 
maintenance and additional tests that the Administrator finds necessary 
if--
    (1) The frequency of the service is excessive;
    (2) The number of stops due to engine malfunction is excessive;
    (3) Major repairs are needed; or
    (4) Replacement of a part is found necessary during the tests or 
due to the teardown inspection findings.
    (c) Upon completion of all demonstrations and testing specified in 
these airworthiness criteria, the engine and its components must be--
    (1) Within serviceable limits;
    (2) Safe for continued operation; and
    (3) Capable of operating at declared ratings while remaining within 
limits.

AM1.2733 Engine Electrical Systems

    (a) Applicability.
    Any system or device that provides, uses, conditions, or 
distributes electrical power, and is part of the engine type design, 
must provide for the continued airworthiness of the engine and maintain 
electric engine ratings.
    (b) Electrical systems.
    The electrical system must ensure the safe generation and 
transmission of power, electrical load shedding, and the engine does 
not experience any unacceptable operating characteristics or exceed its 
operating limits.
    (c) Electrical-power distribution.
    (1) The engine electrical-power distribution system must be 
designed to provide the safe transfer of electrical energy throughout 
the electrical power plant. The system must be designed to provide 
electrical power so that the loss, malfunction, or interruption of the 
electrical power source will not result in a hazardous engine effect, 
as defined in AM1.2717(d)(2).
    (2) The system must be designed and maintained to withstand normal 
and abnormal conditions during all ground and flight operations.
    (3) The system must provide mechanical or automatic means of 
isolating a faulted electrical-energy generation or storage device from 
affecting the safe transmission of electric energy to the electric 
engine.
    (d) Protection systems.
    The engine electrical devices and systems must interrupt 
transmission of electrical power when power conditions exceed design 
limits.
    (1) The engine electrical system must be designed such that the 
loss, malfunction, or interruption of the electrical power source will 
not result in a hazardous engine effect, as defined in AM1.2717(d)(2).
    (2) The applicant must identify and declare, in the engine 
installation manual, the characteristics of any electrical power 
supplied from the aircraft to the engine, or electrical power supplied 
to the aircraft from the engine from energy regeneration, systems for 
starting and operating the engine, including transient and steady-state 
voltage limits, and any other characteristics necessary for safe 
operation of the engine.
    (e) Environmental limits.
    Environmental limits that cannot be adequately substantiated by 
endurance demonstration, validated analysis, or a combination thereof 
must be demonstrated by the system and component tests in AM1.2727.
    (f) Electrical-system failures.
    The engine electrical system must--
    (1) Have a maximum rate of Loss of Power Control (LOPC) that is 
suitable for the intended aircraft application;
    (2) When in the full-up configuration, be single fault tolerant, as 
determined by the Administrator, for electrical, electrically 
detectable, and electronic failures involving LOPC events;
    (3) Not have any single failure that results in hazardous engine 
effects; and
    (4) Not have any likely failure or malfunction that leads to local 
events in the intended aircraft application.
    (g) System-safety assessment.
    The applicant must perform a system-safety assessment. This 
assessment must

[[Page 77761]]

identify faults or failures that affect normal operation, together with 
the predicted frequency of occurrence of these faults or failures. The 
intended aircraft application must be taken into account to assure the 
assessment of the engine system safety is valid.

SUBPART I--Propeller Requirements

AM1.2805 Propeller Ratings and Operating Limitations

    Propeller ratings and operating limitations must be established by 
the applicant and approved by the Administrator, including ratings and 
limitations based on the operating conditions and information specified 
in this subpart, as applicable, and any other information found 
necessary for safe operation of the propeller.

Sec.  35.7  Features and characteristics.

    (a) through (b) [Applicable to Model M001]

AM1.2815 Safety Analysis

    (a) The applicant must:
    (1) Analyze the propeller 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) The propeller system when installed on the aircraft. When the 
analysis depends on representative components, assumed interfaces, or 
assumed installed conditions, the assumptions must be stated in the 
analysis.
    (ii) Consequential secondary failures and dormant failures.
    (iii) Multiple failures referred to in paragraph (d) of this 
section, or that result in the hazardous propeller effects defined in 
paragraph (g)(1) of this section.
    (2) Summarize those failures that could result in major propeller 
effects or hazardous propeller effects defined in paragraph (g) of this 
section, and estimate the probability of occurrence of those effects.
    (3) Show that hazardous propeller effects are not predicted to 
occur at a rate in excess of that defined as extremely remote 
(probability of 10-7 or less per propeller flight hour). 
Because the estimated probability for individual failures may be 
insufficiently precise to enable the applicant to assess the total rate 
for hazardous propeller effects, compliance may be shown by 
demonstrating that the probability of a hazardous propeller effect 
arising from an individual failure can be predicted to be not greater 
than 10-8 per propeller flight hour. In dealing with 
probabilities of this low order of magnitude, absolute proof is not 
possible, and reliance must be placed on engineering judgment and 
previous experience, combined with sound design and test philosophies.
    (b) If significant doubt exists as to the effects of failures or 
likely combination of failures, the Administrator may require 
assumptions used in the analysis to be verified by test.
    (c) The primary failures of certain single propeller elements (for 
example, blades) cannot be sensibly estimated in numerical terms. If 
the failure of such elements is likely to result in hazardous propeller 
effects, those elements must be identified as propeller critical parts. 
For propeller critical parts, the applicant must meet the prescribed 
integrity specifications of AM1.2816. These instances must be stated in 
the safety analysis.
    (d) If reliance is placed on a safety system to prevent a failure 
progressing to hazardous propeller effects, the possibility of a safety 
system failure, in combination with a basic propeller failure, must be 
included in the analysis. Such a safety system may include safety 
devices, instrumentation, early warning devices, maintenance checks, 
and other similar equipment or procedures.
    (e) If the safety analysis depends on one or more of the following 
items, those items must be identified in the analysis and appropriately 
substantiated.
    (1) Maintenance actions being carried out at stated intervals. This 
includes verifying that items that could fail in a latent manner are 
functioning properly. When necessary to prevent hazardous propeller 
effects, these maintenance actions and intervals must be published in 
the Instructions for Continued Airworthiness required under AM1.1529. 
Additionally, if errors in maintenance of the propeller system could 
lead to hazardous propeller effects, the appropriate maintenance 
procedures must be included in the relevant propeller manuals.
    (2) Verification of the satisfactory functioning of safety or other 
devices at pre-flight or other stated periods. The details of this 
satisfactory functioning must be published in the appropriate manual.
    (3) The provision of specific instrumentation not otherwise 
required. Such instrumentation must be published in the appropriate 
documentation.
    (4) A fatigue assessment.
    (f) If applicable, the safety analysis must include, but not be 
limited to, assessment of indicating equipment, manual and automatic 
controls, governors and propeller-control systems, synchrophasers, 
synchronizers, and propeller thrust reversal systems.
    (g) Unless otherwise approved by the Administrator and stated in 
the safety analysis, the following failure definitions apply to 
compliance with these airworthiness criteria.
    (1) The following are regarded as hazardous propeller effects:
    (i) The development of excessive drag.
    (ii) A significant thrust in the opposite direction to that 
commanded by the pilot.
    (iii) The release of the propeller or any major portion of the 
propeller.
    (iv) A failure that results in excessive unbalance.
    (2) The following are regarded as major propeller effects for 
variable-pitch propellers:
    (i) An inability to feather the propeller for feathering 
propellers.
    (ii) An inability to change propeller pitch when commanded.
    (iii) A significant uncommanded change in pitch.
    (iv) A significant uncontrollable torque or speed fluctuation.

AM1.2816 Propeller Critical Parts

    The integrity of each propeller critical part identified by the 
safety analysis required by AM1.2815 must be established by:
    (a) A defined engineering process for ensuring the integrity of the 
propeller critical part throughout its service life,
    (b) A defined manufacturing process that identifies the 
requirements to consistently produce the propeller critical part as 
required by the engineering process, and
    (c) A defined service-management process that identifies the 
continued airworthiness requirements of the propeller critical part as 
required by the engineering process.

Sec.  35.17  Materials and manufacturing methods.

    (a) through (c) [Applicable to Model M001]

Sec.  35.19  Durability.

    [Applicable to Model M001]

AM1.2821 Variable- and Reversible-Pitch Propellers

    (a) No single failure or malfunction in the propeller system will 
result in unintended travel of the propeller blades to a position below 
the in-flight low-pitch position. The extent of any intended travel 
below the in-flight low-pitch position must be documented by the 
applicant in the appropriate manuals. Failure of structural elements 
need not be considered if the occurrence of such a failure is shown to 
be extremely remote under AM1.2815.

[[Page 77762]]

    (b) For propellers incorporating a method to select blade pitch 
below the in-flight low-pitch position, provisions must be made to 
sense and indicate to the flightcrew that the propeller blades are 
below that position by an amount defined in the installation 
instructions. The method for sensing and indicating the propeller blade 
pitch position must be such that its failure does not affect the 
control of the propeller.

Sec.  35.22  Feathering propellers.

    (a) through (c) [Applicable to Model M001]

AM1.2823 Propeller Control System

    The requirements of this section apply to any system or component 
that controls, limits, or monitors propeller functions.
    (a) The propeller control system must be designed, constructed and 
validated to show that:
    (1) The propeller control system, operating in normal and 
alternative operating modes and in transition between operating modes, 
performs the functions defined by the applicant throughout the declared 
operating conditions and flight envelope.
    (2) The propeller control system functionality is not adversely 
affected by the declared environmental conditions, including 
temperature, electromagnetic interference (EMI), high intensity 
radiated fields (HIRF), and lightning. The environmental limits to 
which the system has been satisfactorily validated must be documented 
in the appropriate propeller manuals.
    (3) A method is provided to indicate that an operating mode change 
has occurred if flightcrew action is required. In such an event, 
operating instructions must be provided in the appropriate manuals.
    (b) The propeller control system must be designed and constructed 
so that, in addition to compliance with AM1.2815:
    (1) No single failure results in a hazardous propeller effect; and
    (2) No likely failures or malfunctions lead to local events in the 
intended aircraft installation.
    (c) Electronic propeller-control-system embedded software must be 
designed and implemented by a method approved by the Administrator that 
is consistent with the criticality of the performed functions and that 
minimizes the existence of software errors.
    (d) The propeller control system must be designed and constructed 
so that the failure or corruption of aircraft-supplied data does not 
result in hazardous propeller effects.
    (e) The propeller control system must be designed and constructed 
so that the loss, interruption, or abnormal characteristic of aircraft-
supplied electrical power does not result in hazardous propeller 
effects. The power quality requirements must be described in the 
appropriate manuals.

Sec.  35.24  Strength.

    [Applicable to Model M001]

Sec.  35.33  General.

    (a) through (c) [Applicable to Model M001]

Sec.  35.34  Inspections, adjustments, and repairs.

    (a) through (b) [Applicable to Model M001]

Sec.  35.35  Centrifugal load tests.

    (a) through (c) [Applicable to Model M001]

Sec.  35.36  Bird impact.

    [Applicable to Model M001]

Sec.  35.37  Fatigue limits and evaluation.

    (a) through (c) [Applicable to Model M001, except replace the 
reference to Sec.  35.15 with AM1.2815, and the reference to ``Sec.  
23.2400(c) or Sec.  25.907'' with AM1.2400(c)]

Sec.  35.38  Lightning strike.

    [Applicable to Model M001]

Sec.  35.39  Endurance test.

    (a) through (c) [Applicable to Model M001, except replace the 
reference to ``part 33'' with ``these airworthiness criteria'']

AM1.2840 Functional Test

    The variable-pitch propeller system must be subjected to the 
applicable functional tests of this section. The same propeller system 
used in the endurance test of Sec.  35.39 must be used in the 
functional tests and must be driven by a representative engine on a 
test stand or on the aircraft. The propeller must complete these tests 
without evidence of failure or malfunction. This test may be combined 
with the endurance test for accumulation of cycles.
    (a) Governing and reversible-pitch propellers. Thirteen-hundred 
complete cycles must be made across the range of forward pitch and 
rotational speed. In addition, 200 complete cycles of control must be 
made from lowest normal pitch to maximum reverse pitch. During each 
cycle, the propeller must run for 30 seconds at the maximum power and 
rotational speed selected by the applicant for maximum reverse pitch.
    (b) Feathering propellers. Fifty cycles of feather and unfeather 
operation must be made.
    (c) An analysis based on tests of propellers of similar design may 
be used in place of the tests of this section.

Sec.  35.41  Overspeed and overtorque.

    (a) through (b) [Applicable to Model M001]

Sec.  35.42  Components of the propeller control system.

    [Applicable to Model M001]

Sec.  35.43  Propeller hydraulic components.

    (a) through (b) [Applicable to Model M001]

Appendix A to Part 23--Instructions for Continued Airworthiness

    A23.1 through A23.3(g) and A23.4 [Applicable to Model M001]
    A23.3(h) [Not applicable to Model M001]

Appendix A1--Instructions for Continued Airworthiness (Electric Engine)

AAM1.2701 General

    (a) This appendix specifies requirements for the preparation of 
Instructions for Continued Airworthiness for the engines as required 
by AM1.1529.
    (b) The Instructions for Continued Airworthiness for the engine 
must include the Instructions for Continued Airworthiness for all 
engine parts.
    (c) The applicant must submit to the FAA a program to show how 
the applicant's changes to the Instructions for Continued 
Airworthiness will be distributed, if applicable.

A33.2 Format

    (a) through (b) [Applicable to Model M001]

A33.3 Content

    (a) and (b) [Applicable to Model M001]
    (c) [Not applicable to Model M001]

A33.4 Airworthiness Limitations Section

    (a) [Applicable to Model M001]
    (b) [Not applicable to Model M001]

Appendix A2--Instructions for Continued Airworthiness (Propellers)

AAM1.2801 General

    (a) This appendix specifies requirements for the preparation of 
Instructions for Continued Airworthiness for the propellers as 
required by AM1.1529.
    (b) The Instructions for Continued Airworthiness for the 
propeller must include the Instructions for Continued Airworthiness 
for all propeller parts.
    (c) The applicant must submit to the FAA a program to show how 
changes to the Instructions for Continued Airworthiness made by the 
applicant or by the manufacturers of propeller parts will be 
distributed, if applicable.

A35.2 Format

    (a) through (b) [Applicable to Model M001]

A35.3 Content

    (a) through (b) [Applicable to Model M001]

[[Page 77763]]

A35.4 Airworthiness Limitations Section

    [Applicable to Model M001]

    Issued in Washington, DC, on December 12, 2022.
Victor W. Wicklund,
Acting Director, Policy and Innovation Division, Aircraft Certification 
Service.
[FR Doc. 2022-27445 Filed 12-19-22; 8:45 am]
BILLING CODE 4910-13-P