14 C.F.R. Subpart D—Block Tests; Reciprocating Aircraft Engines
Title 14 - Aeronautics and Space
This subpart prescribes the block tests and inspections for reciprocating aircraft engines. Before each endurance test required by this subpart, the adjustment setting and functioning characteristic of each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must be established and recorded. [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] (a) Each engine must undergo a vibration survey to establish the torsional and bending vibration characteristics of the crankshaft and the propeller shaft or other output shaft, over the range of crankshaft speed and engine power, under steady state and transient conditions, from idling speed to either 110 percent of the desired maximum continuous speed rating or 103 percent of the maximum desired takeoff speed rating, whichever is higher. The survey must be conducted using, for airplane engines, the same configuration of the propeller type which is used for the endurance test, and using, for other engines, the same configuration of the loading device type which is used for the endurance test. (b) The torsional and bending vibration stresses of the crankshaft and the propeller shaft or other output shaft may not exceed the endurance limit stress of the material from which the shaft is made. If the maximum stress in the shaft cannot be shown to be below the endurance limit by measurement, the vibration frequency and amplitude must be measured. The peak amplitude must be shown to produce a stress below the endurance limit; if not, the engine must be run at the condition producing the peak amplitude until, for steel shafts, 10 million stress reversals have been sustained without fatigue failure and, for other shafts, until it is shown that fatigue will not occur within the endurance limit stress of the material. (c) Each accessory drive and mounting attachment must be loaded, with the loads imposed by each accessory used only for an aircraft service being the limit load specified by the applicant for the drive or attachment point. (d) The vibration survey described in paragraph (a) of this section must be repeated with that cylinder not firing which has the most adverse vibration effect, in order to establish the conditions under which the engine can be operated safely in that abnormal state. However, for this vibration survey, the engine speed range need only extend from idle to the maximum desired takeoff speed, and compliance with paragraph (b) of this section need not be shown. [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974, as amended by Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] (a) Each engine must be subjected to the calibration tests necessary to establish its power characteristics and the conditions for the endurance test specified in §33.49. The results of the power characteristics calibration tests form the basis for establishing the characteristics of the engine over its entire operating range of crankshaft rotational speeds, manifold pressures, fuel/air mixture settings, and altitudes. Power ratings are based upon standard atmospheric conditions with only those accessories installed which are essential for engine functioning. (b) A power check at sea level conditions must be accomplished on the endurance test engine after the endurance test. Any change in power characteristics which occurs during the endurance test must be determined. Measurements taken during the final portion of the endurance test may be used in showing compliance with the requirements of this paragraph. [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] Each engine must be tested to establish that the engine can function without detonation throughout its range of intended conditions of operation. (a) General. Each engine must be subjected to an endurance test that includes a total of 150 hours of operation (except as provided in paragraph (e)(1)(iii) of this section) and, depending upon the type and contemplated use of the engine, consists of one of the series of runs specified in paragraphs (b) through (e) of this section, as applicable. The runs must be made in the order found appropriate by the Administrator for the particular engine being tested. During the endurance test the engine power and the crankshaft rotational speed must be kept within ±3 percent of the rated values. During the runs at rated takeoff power and for at least 35 hours at rated maximum continuous power, one cylinder must be operated at not less than the limiting temperature, the other cylinders must be operated at a temperature not lower than 50 degrees F. below the limiting temperature, and the oil inlet temperature must be maintained within ±10 degrees F. of the limiting temperature. An engine that is equipped with a propeller shaft must be fitted for the endurance test with a propeller that thrust-loads the engine to the maximum thrust which the engine is designed to resist at each applicable operating condition specified in this section. Each accessory drive and mounting attachment must be loaded. During operation at rated takeoff power and rated maximum continuous power, the load imposed by each accessory used only for an aircraft service must be the limit load specified by the applicant for the engine drive or attachment point. (b) Unsupercharged engines and engines incorporating a gear-driven single-speed supercharger. For engines not incorporating a supercharger and for engines incorporating a gear-driven single-speed supercharger the applicant must conduct the following runs: (1) A 30-hour run consisting of alternate periods of 5 minutes at rated takeoff power with takeoff speed, and 5 minutes at maximum best economy cruising power or maximum recommended cruising power. (2) A 20-hour run consisting of alternate periods of 1 (3) A 20-hour run consisting of alternate periods of 1 (4) A 20-hour run consisting of alternate periods of 1 (5) A 20-hour run consisting of alternate periods of 1 (6) A 20-hour run consisting of alternate periods of 1 (7) A 20-hour run consisting of alternate periods of 2 (c) Engines incorporating a gear-driven two-speed supercharger. For engines incorporating a gear-driven two-speed supercharger the applicant must conduct the following runs: (1) A 30-hour run consisting of alternate periods in the lower gear ratio of 5 minutes at rated takeoff power with takeoff speed, and 5 minutes at maximum best economy cruising power or at maximum recommended cruising power. If a takeoff power rating is desired in the higher gear ratio, 15 hours of the 30-hour run must be made in the higher gear ratio in alternate periods of 5 minutes at the observed horsepower obtainable with the takeoff critical altitude manifold pressure and takeoff speed, and 5 minutes at 70 percent high ratio rated maximum continuous power and 89 percent high ratio maximum continuous speed. (2) A 15-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and (3) A 15-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and (4) A 30-hour run in the higher gear ratio at rated maximum continuous power with maximum continuous speed. (5) A 5-hour run consisting of alternate periods of 5 minutes in each of the supercharger gear ratios. The first 5 minutes of the test must be made at maximum continuous speed in the higher gear ratio and the observed horsepower obtainable with 90 percent of maximum continuous manifold pressure in the higher gear ratio under sea level conditions. The condition for operation for the alternate 5 minutes in the lower gear ratio must be that obtained by shifting to the lower gear ratio at constant speed. (6) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 65 percent rated maximum continuous power and 87 percent maximum continuous speed. (7) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 60 percent rated maximum continuous power and 84.5 percent maximum continuous speed. (8) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 50 percent rated maximum continuous power and 79.5 percent maximum continuous speed. (9) A 20-hour run consisting of alternate periods in the lower gear ratio of 2 hours at rated maximum continuous power with maximum continuous speed, and 2 hours at maximum best economy cruising power and speed or at maximum recommended cruising power. (10) A 5-hour run in the lower gear ratio at maximum best economy cruising power and speed or at maximum recommended cruising power and speed. Where simulated altitude test equipment is not available when operating in the higher gear ratio, the runs may be made at the observed horsepower obtained with the critical altitude manifold pressure or specified percentages thereof, and the fuel-air mixtures may be adjusted to be rich enough to suppress detonation. (d) Helicopter engines. To be eligible for use on a helicopter each engine must either comply with paragraphs (a) through (j) of §29.923 of this chapter, or must undergo the following series of runs: (1) A 35-hour run consisting of alternate periods of 30 minutes each at rated takeoff power with takeoff speed, and at rated maximum continuous power with maximum continuous speed. (2) A 25-hour run consisting of alternate periods of 2 (3) A 25-hour run consisting of alternate periods of 2 (4) A 25-hour run consisting of alternate periods of 2 (5) A 25-hour run consisting of alternate periods of 2 (6) A 15-hour run at 105 percent rated maximum continuous power with 105 percent maximum continuous speed or at full throttle and corresponding speed at standard sea level carburetor entrance pressure, if 105 percent of the rated maximum continuous power is not exceeded. (e) Turbosupercharged engines. For engines incorporating a turbosupercharger the following apply except that altitude testing may be simulated provided the applicant shows that the engine and supercharger are being subjected to mechanical loads and operating temperatures no less severe than if run at actual altitude conditions: (1) For engines used in airplanes the applicant must conduct the runs specified in paragraph (b) of this section, except— (i) The entire run specified in paragraph (b)(1) of this section must be made at sea level altitude pressure; (ii) The portions of the runs specified in paragraphs (b)(2) through (7) of this section at rated maximum continuous power must be made at critical altitude pressure, and the portions of the runs at other power must be made at 8,000 feet altitude pressure; and (iii) The turbosupercharger used during the 150-hour endurance test must be run on the bench for an additional 50 hours at the limiting turbine wheel inlet gas temperature and rotational speed for rated maximum continuous power operation unless the limiting temperature and speed are maintained during 50 hours of the rated maximum continuous power operation. (2) For engines used in helicopters the applicant must conduct the runs specified in paragraph (d) of this section, except— (i) The entire run specified in paragraph (d)(1) of this section must be made at critical altitude pressure; (ii) The portions of the runs specified in paragraphs (d)(2) and (3) of this section at rated maximum continuous power must be made at critical altitude pressure and the portions of the runs at other power must be made at 8,000 feet altitude pressure; (iii) The entire run specified in paragraph (d)(4) of this section must be made at 8,000 feet altitude pressure; (iv) The portion of the runs specified in paragraph (d)(5) of this section at 80 percent of rated maximum continuous power must be made at 8,000 feet altitude pressure and the portions of the runs at other power must be made at critical altitude pressure; (v) The entire run specified in paragraph (d)(6) of this section must be made at critical altitude pressure; and (vi) The turbosupercharger used during the endurance test must be run on the bench for 50 hours at the limiting turbine wheel inlet gas temperature and rotational speed for rated maximum continuous power operation unless the limiting temperature and speed are maintained during 50 hours of the rated maximum continuous power operation. [Amdt. 33–3, 32 FR 3736, Mar. 4, 1967, as amended by Amdt. 33–6, 39 FR 35465, Oct. 1, 1974; Amdt. 33–10, 49 FR 6851, Feb. 23, 1984] The operation test must include the testing found necessary by the Administrator to demonstrate backfire characteristics, starting, idling, acceleration, overspeeding, functioning of propeller and ignition, and any other operational characteristic of the engine. If the engine incorporates a multispeed supercharger drive, the design and construction must allow the supercharger to be shifted from operation at the lower speed ratio to the higher and the power appropriate to the manifold pressure and speed settings for rated maximum continuous power at the higher supercharger speed ratio must be obtainable within five seconds. [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–3, 32 FR 3737, Mar. 4, 1967] (a) For each engine that cannot be adequately substantiated by endurance testing in accordance with §33.49, the applicant must conduct additional tests to establish that components are able to function reliably in all normally anticipated flight and atmospheric conditions. (b) Temperature limits must be established for each component that requires temperature controlling provisions in the aircraft installation to assure satisfactory functioning, reliability, and durability. After completing the endurance test— (a) Each engine must be completely disassembled; (b) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and (c) Each engine component must conform to the type design and be eligible for incorporation into an engine for continued operation, in accordance with information submitted in compliance with §33.4. [Amdt. 33–6, 39 FR 35466, Oct. 1, 1974, as amended by Amdt. 33–9, 45 FR 60181, Sept. 11, 1980] (a) The applicant may, in conducting the block tests, use separate engines of identical design and construction in the vibration, calibration, detonation, endurance, and operation tests, except that, if a separate engine is used for the endurance test it must be subjected to a calibration check before starting the endurance test. (b) The applicant may service and make minor repairs to the engine during the block tests in accordance with the service and maintenance instructions submitted in compliance with §33.4. If the frequency of the service is excessive, or the number of stops due to engine malfunction is excessive, or a major repair, or replacement of a part is found necessary during the block tests or as the result of findings from the teardown inspection, the engine or its parts may be subjected to any additional test the Administrator finds necessary. (c) Each applicant must furnish all testing facilities, including equipment and competent personnel, to conduct the block tests. [Doc. No. 3025, 29 FR 7453, June 10, 1964, as amended by Amdt. 33–6, 39 FR 35466, Oct. 1, 1974; Amdt. 33–9, 45 FR 60181, Sept. 11, 1980]
Title 14: Aeronautics and Space
PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES
Subpart D—Block Tests; Reciprocating Aircraft Engines
§ 33.41 Applicability.
§ 33.42 General.
§ 33.43 Vibration test.
§ 33.45 Calibration tests.
§ 33.47 Detonation test.
§ 33.49 Endurance test.
§ 33.51 Operation test.
§ 33.53 Engine component tests.
§ 33.55 Teardown inspection.
§ 33.57 General conduct of block tests.
