[Federal Register Volume 71, Number 150 (Friday, August 4, 2006)]
[Rules and Regulations]
[Pages 44181-44182]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E6-12660]



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  Federal Register / Vol. 71, No. 150 / Friday, August 4, 2006 / Rules 
and Regulations  

[[Page 44181]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE253, Special Conditions No. 23-193-SC]


Special Conditions; Cessna Aircraft Company Model 510 Airplane; 
Turbofan Engines and Engine Location

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions.

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SUMMARY: These special conditions are issued for the Cessna Aircraft 
Company, Model 510 airplane. This new airplane will have novel and 
unusual design features not typically associated with normal, utility, 
acrobatic, and commuter category airplanes. These design features 
include turbofan engines and engine location, for which the applicable 
regulations do not contain adequate or appropriate airworthiness 
standards. These special conditions contain the additional 
airworthiness standards that the Administrator considers necessary to 
establish a level of safety equivalent to that established by the 
existing airworthiness standards.

DATES: Effective Date: July 27, 2006.

FOR FURTHER INFORMATION CONTACT: Peter L. 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.

SUPPLEMENTARY INFORMATION:

Background

    On August 30, 2003, Cessna Aircraft Company; One Cessna Boulevard; 
Post Office Box 7704; Wichita, KS 67277, made an application to the FAA 
for a new Type Certificate for the Cessna Model 510 Mustang. The Cessna 
Model 510 Mustang is an all new, high performance, low wing, aft 
fuselage mounted twin turbofan engine powered aircraft in the Normal 
Category including flight into known icing conditions and single pilot 
operations. The Model 510 is to use existing Cessna Citation 
construction materials and methods. The design criteria includes: 8,480 
pounds maximum ramp weight, 8,395 pounds maximum takeoff weight, 250 
KCAS/0.63 Mach VMO/MMO, and a 41,000 foot maximum 
altitude.

Type Certification Basis

    Under the provisions of 14 CFR, part 21, Sec.  21.17, Cessna 
Aircraft Company must show that the Cessna Model 510 Mustang meets the 
applicable provisions of 14 CFR, part 23, effective February 1, 1965, 
as amended by Amendments 23-1 through Amendment 23-54, effective 
September 14, 2000; exemptions, if any; and the special conditions 
adopted by this rulemaking action.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 23) do not contain adequate or 
appropriate safety standards for the Cessna Model 510 Mustang 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 510 Mustang must comply with the fuel vent 
and exhaust emission requirements of 14 CFR part 34 and the noise 
certification requirements of 14 CFR part 36, and the FAA must issue a 
finding of regulatory adequacy pursuant to Sec.  611 of Public Law 92-
574, the ``Noise Control Act of 1972.''

Discussion

    Special conditions, as appropriate, as defined in 11.19, are issued 
in accordance with Sec.  11.38, and become part of the type 
certification basis in accordance with Sec.  21.17(a)(2).
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same novel or 
unusual design feature, the special conditions would also apply to the 
other model under the provisions of Sec.  21.101.

Novel or Unusual Design Features

    The Cessna Model 510 Mustang will incorporate the following novel 
or unusual design features:
    The Model 510 design includes engines mounted aft on the fuselage; 
therefore, early visual detection of engine fires is precluded. The 
applicable existing regulations do not require fire extinguishing 
systems for engines. Aft mounted engine installations were not 
envisaged in the development of part 23; therefore, special conditions 
for a fire extinguishing system with the applicable agents, containers, 
and materials for the engines of the Model 510 are appropriate.

Discussion of Comments

    A notice of proposed special conditions No. 23-06-05-SC for the 
Cessna Model 510 Mustang was published in the Federal Register on June 
23, 2006 (71 FR 36040). No comments were received, and the special 
conditions are adopted as proposed.

Applicability

    As discussed above, these special conditions are applicable to the 
Cessna Model 510 Mustang. Should Cessna apply at a later date for a 
change to the type certificate to include another model incorporating 
the same novel or unusual design feature, the special conditions would 
apply to that model as well under the provisions of Sec.  21.101.

Conclusion

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

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

0
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 
21.17; and 14 CFR 11.38 and 11.19.

[[Page 44182]]

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 the Cessna Aircraft Model 510 
airplane:

SC23.1195 Engine Fire Extinguishing System

    (a) Fire extinguishing systems must be installed and compliance 
must be shown with the following:
    (1) Except for combustor, turbine, and tailpipe sections of 
turbine-engine installations that contain lines or components carrying 
flammable fluids or gases for which a fire originating in these 
sections is shown to be controllable, a fire extinguisher system must 
serve each engine compartment.
    (2) The fire extinguishing system, the quantity of the 
extinguishing agent, the rate of discharge, and the discharge 
distribution must be adequate to extinguish fires. An individual ``one 
shot'' system may be used.
    (3) The fire extinguishing system for a nacelle must be able to 
simultaneously protect each compartment of the nacelle for which 
protection is provided.
    (b) Fire extinguishing agents must meet the following requirements:
    (1) Be capable of extinguishing flames emanating from any burning 
fluids or other combustible materials in the area protected by the fire 
extinguishing system; and
    (2) Have thermal stability over the temperature range likely to be 
experienced in the compartment in which they are stored.
    (3) If any toxic extinguishing agent is used, provisions must be 
made to prevent harmful concentrations of fluid or fluid vapors (from 
leakage during normal operation of the airplane or as a result of 
discharging the fire extinguisher on the ground or in flight) from 
entering any personnel compartment, even though a defect may exist in 
the extinguishing system. This must be shown by test except for built-
in carbon dioxide fuselage compartment fire extinguishing systems for 
which:
    (i) Five pounds or less of carbon dioxide will be discharged, under 
established fire control procedures, into any fuselage compartment; or
    (ii) Protective breathing equipment is available for each flight 
crewmember on flight deck duty.
    (c) Fire extinguishing agent containers must meet the following 
requirements:
    (1) Each extinguishing agent container must have a pressure relief 
to prevent bursting of the container by excessive internal pressures.
    (2) The discharge end of each discharge line from a pressure relief 
connection must be located so that discharge of the fire extinguishing 
agent would not damage the airplane. The line must also be located or 
protected to prevent clogging caused by ice or other foreign matter.
    (3) A means must be provided for each fire extinguishing agent 
container to indicate that the container has discharged or that the 
charging pressure is below the established minimum necessary for proper 
functioning.
    (4) The temperature of each container must be maintained, under 
intended operating conditions, to prevent the pressure in the container 
from falling below that necessary to provide an adequate rate of 
discharge, or rising high enough to cause premature discharge.
    (5) If a pyrotechnic capsule is used to discharge the extinguishing 
agent, each container must be installed so that temperature conditions 
will not cause hazardous deterioration of the pyrotechnic capsule.
    (d) Fire extinguisher system materials must meet the following 
requirements:
    (1) No material in any fire extinguishing system may react 
chemically with any extinguishing agent so as to create a hazard.
    (2) Each system component in an engine compartment must be 
fireproof.

    Issued in Kansas City, Missouri on July 27, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
 [FR Doc. E6-12660 Filed 8-3-06; 8:45 am]
BILLING CODE 4910-13-P