[Federal Register Volume 70, Number 10 (Friday, January 14, 2005)]
[Rules and Regulations]
[Pages 2561-2564]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-852]
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Rules and Regulations
Federal Register
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This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
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Federal Register / Vol. 70, No. 10 / Friday, January 14, 2005 / Rules
and Regulations
[[Page 2561]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE214; Special Conditions No. 23-157-SC]
Special Conditions: Thielert Aircraft Engines GmbH, Cessna Model
172 Series, Diesel Cycle Engine Using Turbine (Jet) Fuel
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are issued for the Cessna Model 172
airplane. This airplane as modified by Thielert Aircraft Engines GmbH
will have a novel or unusual design feature(s) associated with the
installation of an aircraft diesel engine. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Effective January 6, 2005.
FOR FURTHER INFORMATION CONTACT: Peter Rouse, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri
64106; 816-329-4135, fax 816-329-4090, e-mail [email protected].
SUPPLEMENTARY INFORMATION:
Background
On February 11, 2002, Thielert Aircraft Engines GmbH applied for a
supplemental type certificate for installation of an aircraft diesel
engine in the Cessna Model 172 airplane. The Cessna 172 series
airplanes are currently approved under Type Certificate No. 3A13, and
they are four-place, high wing, fixed tricycle landing gear,
conventional planform airplanes. The Cessna 172 airplanes affected have
gross weights in the range of 2300 to 2558 pounds in the normal
category. The affected series of airplanes have been equipped with
gasoline reciprocating engines of 160 to 180 horsepower.
Type Certification Basis
Under the provisions of Sec. 21.101, Thielert Aircraft Engines,
GmbH must show that the Cessna Model 172, as changed, continues to meet
the applicable provisions of the regulations incorporated by reference
in Type Certificate No. 3A13 or the applicable regulations in effect on
the date of application for the change. The regulations incorporated by
reference in the type certificate are commonly referred to as the
``original type certification basis.'' The regulations incorporated by
reference in Type Certificate No. 3A13 are as follows:
The certification basis of models 172K, 172L, 172M, 172N, and 172P
is:
Part 3 of the Civil Air Regulations, effective November 1, 1949, as
amended by 3-1 through 3-12. In addition, effective S/N 17271035 and
on, 14 CFR part 23, Sec. 23.1559, effective March 1, 1978. 14 CFR part
36, dated December 1, 1969, plus Amendments 36-1 through 36-5 for Model
172N; 14 CFR part 36, dated December 1, 1969, plus Amendments 36-1
through 36-12 for Model 172P through 172Q. In addition, effective S/N
17276260 and on, 14 CFR part 23, Sec. 23.1545(a), Amendment 23-23,
dated December 1, 1978, including:
Equivalent Safety Items for:
Airspeed Indicator--CAR 3.757
Operating Limitations--CAR 3.778(a)
The certification basis for the model 172R is:
Part 23 of the Federal Aviation Regulations effective February 1,
1965, as amended by 23-1 through 23-6, except as follows:
14 CFR part 23, Sec. Sec. 23.423; 23.611; 23.619; 23.623; 23.689;
23.775; 23.871; 23.1323; and 23.1563, as amended by Amendment 23-7. 14
CFR part 23, Sec. Sec. 23.807 and 23.1524, as amended by Amendment 23-
10. 14 CFR part 23, Sec. Sec. 23.507; 23.771; 23.853(a), (b) and (c);
and 23.1365, as amended by Amendment 23-14. 14 CFR part 23, Sec.
23.951, as amended by Amendment 23-15. 14 CFR part 23, Sec. Sec.
23.607; 23.675; 23.685; 23.733; 23.787; 23.1309 and 23.1322, as amended
by Amendment 23-17. 14 CFR part 23, Sec. 23.1301, as amended by
Amendment 23-20. 14 CFR part 23, Sec. Sec. 23.1353; and 23.1559, as
amended by Amendment 23-21. 14 CFR part 23, Sec. Sec. 23.603; 23.605;
23.613; 23.1329 and 23.1545, as amended by Amendment 23-23. 14 CFR part
23, Sec. Sec. 23.441 and 23.1549, as amended by Amendment 23-28. 14
CFR part 23, Sec. Sec. 23.779 and 23.781, as amended by Amendment 23-
33. 14 CFR part 23, Sec. Sec. 23.1; 23.51 and 23.561, as amended by
Amendment 23-34. 14 CFR part 23, Sec. Sec. 23.301; 23.331; 23.351;
23.427; 23.677; 23.701; 23.735; and 23.831, as amended by Amendment 23-
42. 14 CFR part 23, Sec. Sec. 23.961; 23.1093; 23.1143(g); 23.1147(b);
23.1303; 23.1357; 23.1361 and 23.1385, as amended by Amendment 23-43.
14 CFR part 23.562(a), 23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3,
and 23.562(c)4, as amended by Amendment 23-44. 14 CFR part 23,
Sec. Sec. 23.33; 23.53; 23.305; 23.321; 23.485; 23.621; 23.655 and
23.731, as amended by Amendment 23-45; and 14 CFR part 36, dated
December 1, 1969, as amended by Amendments 36-1 through 36-21.
Equivalent Safety Items for:
Induction System Icing Protection--14 CFR 23.1093
Throttle Control--14 CFR 23.1143(g)
Mixture Control--14 CFR 23.1147(b)
The type certification basis for the modified airplanes is as
stated previously with the following modifications:
The certification basis for the model 172S is:
Part 23 of the Federal Aviation Regulations effective February 1,
1965, as amended by 23-1 through 23-6, except as follows:
14 CFR part 23, Sec. Sec. 23.423; 23.611; 23.619; 23.623; 23.689;
23.775; 23.871; 23.1323; and 23.1563, as amended by Amendment 23-7. 14
CFR part 23, Sec. Sec. 23.807 and 23.1524, as amended by Amendment 23-
10. 14 CFR part 23, Sec. Sec. 23.507; 23.771; 23.853(a), (b) and (c);
and 23.1365, as amended by Amendment 23-14. 14 CFR part 23, Sec.
23.951, as amended by Amendment 23-15. 14 CFR part 23, Sec. Sec.
23.607; 23.675; 23.685; 23.733; 23.787; 23.1309 and 23.1322, as amended
by Amendment 23-17. 14 CFR part 23,
[[Page 2562]]
Sec. 23.1301, as amended by Amendment 23-20. 14 CFR part 23,
Sec. Sec. 23.1353 and 23.1559, as amended by Amendment 23-21. 14 CFR
part 23, Sec. Sec. 23.603; 23.605; 23.613; 23.1329 and 23.1545, as
amended by Amendment 23-23. 14 CFR part 23, Sec. Sec. 23.441 and
23.1549, as amended by Amendment 23-28. 14 CFR part 23, Sec. Sec.
23.779 and 23.781, as amended by Amendment 23-33. 14 CFR part 23,
Sec. Sec. 23.1; 23.51 and 23.561, as amended by Amendment 23-34. 14
CFR part 23, Sec. Sec. 23.301; 23.331; 23.351; 23.427; 23.677; 23.701;
23.735; and 23.831, as amended by Amendment 23-42. 14 CFR part 23,
Sec. Sec. 23.961; 23.1093; 23.1143(g); 23.1147(b); 23.1303; 23.1357;
23.1361 and 23.1385, as amended by Amendment 23-43. 14 CFR part 23,
Sec. Sec. 23.562(a); 23.562(b)2; 23.562(c)1; 23.562(c)2; 23.562(c)3;
and 23.562(c)4, as amended by Amendment 23-44. 14 CFR part 23,
Sec. Sec. 23.33; 23.53; 23.305; 23.321; 23.485; 23.621; 23.655 and
23.731, as amended by Amendment 23-45.
14 CFR part 36, dated December 1, 1969, as amended by Amendments
36-1 through 36-21.
Equivalent Safety Items for:
Induction System Icing Protection--14 CFR 23.1093
Throttle Control--14 CFR 23.1143(g)
Mixture Control--14 CFR 23.1147(b)
14 CFR part 23, at Amendment level 23-51, applicable to the areas
of change:
14 CFR part 23, Sec. Sec. 23.1; 23.3; 23.21; 23.23; 23.25; 23.29;
23.33; 23.45; 23.49; 23.51; 23.53; 23.63; 23.65; 23.69; 23.71; 23.73;
23.77; 23.141; 23.143; 23.145; 23.151; 23.153; 23.155; 23.171; 23.173;
23.175; 23.177; 23.201; 23.221; 23.231; 23.251; 23.301; 23.303; 23.305;
23.307; 23.321; 23.335; 23.337; 23.341; 23.343; 23.361; 23.363; 23.371;
23.572; 23.573; 23.574; 23.601; 23.603; 23.605; 23.607; 23.609; 23.611;
23.613; 23.619; 23.621; 23.623; 23.625; 23.627; 23.629 (at Amendment
23-6 for Cessna 172 models R and S; Civil Aviation Regulation 3.159
applies to all other models); 23.773; 23.777; 23.777(d); 23.779;
23.779(d); 23.781; 23.831; 23.863; 23.865; 23.867; 23.901;
23.901(d)(1); 23.903; 23.905; 23.907; 23.909; 23.925; 23.929; 23.939;
23.943; 23.951; 23.951(c); 23.954; 23.955; 23.959; 23.961; 23.963;
23.965; 23.967; 23.969; 23.971; 23.973; 23.973(f); 23.975; 23.977;
23.991; 23.993; 23.994; 23.995; 23.997; 23.997(a)(2), in place of
Sec. Sec. 23.997(a)(1); 23.999; 23.1011; 23.1013; 23.1015; 23.1017;
23.1019; 23.1021; 23.1023; 23.1041; 23.1043; 23.1047; 23.1061; 23.1063;
23.1091; 23.1093; 23.1103; 23.1107; 23.1121; 23.1123; 23.1141; 23.1143;
23.1145; 23.1163; 23.1165; 23.1181; 23.1182; 23.1183; 23.1191; 23.1193;
23.1301; 23.1305; 23.1309; 23.1311; 23.1321; 23.1322; 23.1327; 23.1331;
23.1337; 23.1351; 23.1353; 23.1357; 23.1359; 23.1361; 23.1365; 23.1367;
23.1381; 23.1431; 23.1461; 23.1501; 23.1519; 23.1521; 23.1527; 23.1529;
23.1541; 23.1543; 23.1549; 23.1551; 23.1555; 23.1557; 23.1567; 23.1581;
23.1583; 23.1585; 23.1587 and 23.1589.
Equivalent levels of safety for:
Cockpit controls--23.777(d)
Motion and effect of cockpit controls--23.779(b)
Liquid Cooling--Installation--23.1061
Ignition switches--23.1145
The type certification basis includes exemptions, if any;
equivalent level of safety findings, if any; and the special conditions
adopted by this rulemaking action.
In addition, if the regulations incorporated by reference do not
provide adequate standards with respect to the change, the applicant
must comply with certain regulations in effect on the date of
application for the change. The type certification basis for the
modified airplanes is as stated previously with the following
modifications:
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 23) do not contain adequate or appropriate
safety standards for the Cessna Model 172 because of a novel or unusual
design feature, special conditions are prescribed under the provisions
of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Cessna Model 172 must comply with the part 23 noise
certification requirements of 14 CFR part 36.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
the special conditions would also apply to the other model under the
provisions of Sec. 21.101.
Novel or Unusual Design Features
The Cessna Model 172 will incorporate the following novel or
unusual design features: The Cessna Model 172, as modified by Thielert
Aircraft Engines GmbH, will incorporate an aircraft diesel engine
utilizing turbine (jet) fuel.
Discussion of Comments
Notice of proposed special conditions No. 23-04-02-SC for the
Thielert Aircraft Engines, GmbH, Cessna Model 172 Series airplanes was
published on November 22, 2004, (69 FR 67860). No comments were
received, and the special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Thielert Aircraft Engines GmbH, Cessna Model 172 Series. Should
Thielert Aircraft Engines GmbH apply at a later date for a supplemental
type certificate to modify any other model included on Type Certificate
No. 3A12 to incorporate the same novel or unusual design feature, the
special conditions would apply to that model as well under the
provisions of Sec. 21.101(a)(1).
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Thielert
Aircraft Engines GmbH, Cessna Model 172 Series is imminent, the FAA
finds that good cause exists to make these special conditions effective
upon issuance.
Conclusion
This action affects only certain novel or unusual design features
on one model series of airplane. It is not a rule of general
applicability, and it affects only the applicant who applied to the FAA
for approval of these features on the airplane.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Thielert Aircraft Engines GmbH, Cessna
Model 172 Series airplanes modified by Thielert Aircraft Engines GmbH.
1. Engine Torque (Provisions Similar to Sec. 23.361, paragraphs (b)(1)
and (c)(3))
(a) For diesel engine installations, the engine mounts and
supporting structure
[[Page 2563]]
must be designed to withstand the following:
(1) A limit engine torque load imposed by sudden engine stoppage
due to malfunction or structural failure.
The effects of sudden engine stoppage may alternately be mitigated
to an acceptable level by utilization of isolators, dampers clutches
and similar provisions, so that unacceptable load levels are not
imposed on the previously certificated structure.
(b) The limit engine torque to be considered under paragraph 14 CFR
part 23, Sec. 23.361(a) must be obtained by multiplying the mean
torque by a factor of four for diesel cycle engines.
(1) If a factor of less than four is utilized, it must be shown
that the limit torque imposed on the engine mount is consistent with
the provisions of Sec. 23.361(c), that is, it must be shown that the
utilization of the factors listed in Sec. 23.361(c)(3) will result in
limit torques being imposed on the mount that are equivalent or less
than those imposed by a conventional gasoline reciprocating engine.
2. Powerplant--Installation (Provisions Similar to Sec. 23.901(d)(1)
for Turbine Engines)
Considering the vibration characteristics of diesel engines, the
applicant must comply with the following:
(a) Each diesel engine installation must be constructed and
arranged to result in vibration characteristics that--
(1) Do not exceed those established during the type certification
of the engine; and
(2) Do not exceed vibration characteristics that a previously
certificated airframe structure has been approved for--
(i) Unless such vibration characteristics are shown to have no
effect on safety or continued airworthiness, or
(ii) Unless mitigated to an acceptable level by utilization of
isolators, dampers clutches and similar provisions, so that
unacceptable vibration levels are not imposed on the previously
certificated structure.
3. Powerplant--Fuel System--Fuel System With Water Saturated Fuel
(Compliance With Sec. 23.951 requirements):
Considering the fuel types used by diesel engines, the applicant
must comply with the following:
Each fuel system for a diesel engine must be capable of sustained
operation throughout its flow and pressure range with fuel initially
saturated with water at 80[deg] F and having 0.75cc of free water per
gallon added and cooled to the most critical condition for icing likely
to be encountered in operation.
Methods of compliance that are acceptable for turbine engine fuel
systems requirements of Sec. 23.951(c) are also considered acceptable
for this requirement.
4. Powerplant--Fuel System--Fuel System Hot Weather Operation
(Compliance With Sec. 23.961 Requirements)
In place of compliance with Sec. 23.961, the applicant must comply
with the following:
Each fuel system must be free from vapor lock when using fuel at
its critical temperature, with respect to vapor formation, when
operating the airplane in all critical operating and environmental
conditions for which approval is requested. For turbine fuel, or for
aircraft equipped with diesel cycle engines that use turbine or diesel
type fuels, the initial temperature must be 110[deg]F, -0[deg], +5[deg]
or the maximum outside air temperature for which approval is requested,
whichever is more critical.
The fuel system must be in an operational configuration that will
yield the most adverse, that is, conservative results.
To comply with this requirement, the applicant must use the turbine
fuel requirements and must substantiate these by flight-testing, as
described in Advisory Circular AC 23-8B, Flight Test Guide for
Certification of Part 23 Airplanes.
5. Powerplant--Fuel System--Fuel Tank Filler Connection (Compliance
With Sec. 23.973(f) Requirements)
In place of compliance with Sec. 23.973(e) and (f), the applicant
must comply with the following:
For airplanes that operate on turbine or diesel type fuels, the
inside diameter of the fuel filler opening must be no smaller than 2.95
inches.
6. Powerplant--Fuel System--Fuel Tank Outlet (Compliance With Sec.
23.977 Requirements)
In place of compliance with Sec. 23.977(a)(1) and (a)(2), the
applicant will comply with the following:
There must be a fuel strainer for the fuel tank outlet or for the
booster pump. This strainer must, for diesel engine powered airplanes,
prevent the passage of any object that could restrict fuel flow or
damage any fuel system component.
7. Powerplant--Powerplant Controls and Accessories--Engine Ignition
Systems (Compliance With Sec. 23.1165 Requirements)
Considering that the FADEC provides the same function as an
ignition system for this diesel engine, in place of compliance toSec.
23.1165, the applicant will comply with the following:
The electrical system must comply with the following requirements:
(a) In case of failure of one power supply of the electrical
system, there will be no significant engine power change. The
electrical power supply to the FADEC must remain stable in such a
failure.
(b) The transition from the actual engine electrical network (FADEC
network) to the remaining electrical system should be made at a single
point only. If several transitions (for example, redundancy reasons)
are needed, then the number of the transitions must be kept as small as
possible.
(c) There must be the ability to separate the FADEC power supply
(alternator) from the battery and from the remaining electrical system.
(d) In case of loss of alternator power the installation must
guarantee that the battery will provide the power for an appropriate
time after appropriate warning to the pilot. This period must be at
least 120 minutes.
(e) FADEC, alternator and battery must be interconnected in an
appropriate way, so that in case of loss of battery power, the supply
of the FADEC is guaranteed by the alternator.
8. Equipment--General--Powerplant Instruments (Compliance With Sec.
23.1305 Requirements)
In place of compliance with Sec. 23.1305, the applicant will
comply with the following:
The following are required powerplant instruments:
(a) A fuel quantity indicator for each fuel tank, installed in
accordance with Sec. 23.1337(b).
(b) An oil pressure indicator.
(c) An oil temperature indicator.
(d) A tachometer indicating propeller speed.
(e) A coolant temperature indicator.
(f) An indicating means for the fuel strainer or filter required by
Sec. 23.997 to indicate the occurrence of contamination of the
strainer or filter before it reaches the capacity established in
accordance with Sec. 23.997(d).
Alternately, no indicator is required if the engine can operate
normally for a specified period with the fuel strainer exposed to the
maximum fuel
[[Page 2564]]
contamination as specified in MIL-5007D and provisions for replacing
the fuel filter at this specified period (or a shorter period) are
included in the maintenance schedule for the engine installation.
(g) Power setting, in percentage.
(h) Fuel temperature.
(i) Fuel flow (engine fuel consumption).
9. Operating Limitations and Information--Powerplant Limitations--Fuel
Grade or Designation (Compliance With Sec. 23.1521(d) Requirements)
Instead of compliance with Sec. 23.1521(d), the applicant must
comply with the following:
The minimum fuel designation (for diesel engines) must be
established so that it is not less than that required for the operation
of the engines within the limitations in paragraphs (b) and (c) of
Sec. 23.1521.
10. Markings and Placards--Miscellaneous Markings and Placards--Fuel,
Oil, and Coolant Filler Openings (Compliance With Sec. 23.1557(c)(1)
Requirements)
Instead of compliance with Sec. 23.1557(c)(1), the applicant must
comply with the following:
Fuel filler openings must be marked at or near the filler cover
with--
For diesel engine-powered airplanes--
(a) The words ``Jet Fuel''; and
(b) The permissible fuel designations, or references to the
Airplane Flight Manual (AFM) for permissible fuel designations.
(c) A warning placard or note that states the following or similar:
``Warning--this airplane equipped with an aircraft diesel engine,
service with approved fuels only.''
The colors of this warning placard should be black and white.
11. Powerplant--Fuel System--Fuel-Freezing
If the fuel in the tanks cannot be shown to flow suitably under all
possible temperature conditions, then fuel temperature limitations are
required. These will be considered as part of the essential operating
parameters for the aircraft and must be limitations.
(1) The takeoff temperature limitation must be determined by
testing or analysis to define the minimum cold-soaked temperature of
the fuel that the airplane can operate on.
(2) The minimum operating temperature limitation must be determined
by testing to define the minimum operating temperature acceptable after
takeoff (with minimum takeoff temperature established in (1) above).
12. Powerplant Installation--Vibration Levels
Vibration levels throughout the engine operating range must be
evaluated and:
(1) Vibration levels imposed on the airframe must be less than or
equivalent to those of the gasoline engine; or
(2) Any vibration level that is higher than that imposed on the
airframe by the replaced gasoline engine must be considered in the
modification and the effects on the technical areas covered by the
following paragraphs must be investigated: 14 CFR part 23, Sec. Sec.
23.251; 23.613; 23.627; 23.629 (or CAR 3.159, as applicable to various
models); 23.572; 23.573; 23.574 and 23.901.
Vibration levels imposed on the airframe can be mitigated to an
acceptable level by utilization of isolators, dampers clutches and
similar provisions, so that unacceptable vibration levels are not
imposed on the previously certificated structure.
13. Powerplant Installation--One Cylinder Inoperative
It must be shown by test or analysis, or by a combination of
methods, that the airframe can withstand the shaking or vibratory
forces imposed by the engine if a cylinder becomes inoperative. Diesel
engines of conventional design typically have extremely high levels of
vibration when a cylinder becomes inoperative. Data must be provided to
the airframe installer/modifier so either appropriate design
considerations or operating procedures, or both, can be developed to
prevent airframe and propeller damage.
14. Powerplant Installation--High Energy Engine Fragments
It may be possible for diesel engine cylinders (or portions
thereof) to fail and physically separate from the engine at high
velocity (due to the high internal pressures). This failure mode will
be considered possible in engine designs with removable cylinders or
other non-integral block designs. The following is required:
(1) It must be shown that the engine construction type (massive or
integral block with non-removable cylinders) is inherently resistant to
liberating high energy fragments in the event of a catastrophic engine
failure; or,
(2) It must be shown by the design of the engine, that engine
cylinders, other engine components or portions thereof (fragments)
cannot be shed or blown off of the engine in the event of a
catastrophic engine failure; or
(3) It must be shown that all possible liberated engine parts or
components do not have adequate energy to penetrate engine cowlings; or
(4) Assuming infinite fragment energy, and analyzing the trajectory
of the probable fragments and components, any hazard due to liberated
engine parts or components will be minimized and the possibility of
crew injury is eliminated. Minimization must be considered during
initial design and not presented as an analysis after design
completion.
Issued in Kansas City, Missouri, on January 6, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-852 Filed 1-13-05; 8:45 am]
BILLING CODE 4910-13-P