Cirrus Aircraft News

EASA Approves ESP

 

Cirrus Aircraft is excited to announce that the European Aviation Safety Agency (EASA) has approved Electronic Stability and Protection (ESP™) by Garmin, found optionally in Cirrus aircraft equipped with Cirrus Perspective™ by Garmin. Now, for the first time, ESP will be available to Cirrus aircraft owners in Europe. The FAA approved ESP for use in the US in December of 2010.

ESP is a highly innovative new technology that addresses both prevention and recovery. It passively and unobtrusively corrects unusual flight attitudes, assisting without distracting from flying quality or enjoyment of the flight experience.

Key components and features of the Perspective ESP system are:

• Operates when the Garmin GFC 700 autopilot has been disengaged, when hand flying the aircraft
• Activates automatically whenever the airplane exceeds one or more flight parameters
• Uses autopilot servos and sensors, yet operates even when the autopilot is turned off
• Recognizes and helps correct excessive pitch attitude, roll attitude, or airspeed
• Augments pilot vigilance; assists, but does not take control
• Can be overridden by the pilot at any time
• Increases corrective pressure as exceedances move beyond safe limits
• Gently returns the aircraft  flight within normal operating envelope
• Operates unobtrusively and simulates aircraft’s natural flight stability

Go here for more information.

Cirrus Hosts FAR 23 Icing Rulemaking Committee

Last week Cirrus World Headquarters in Duluth, MN, hosted the Aviation Rulemaking Committee (ARC) for FAR 23 - flight into known icing. This was the fourth of five planned meetings of this committee in the past year. Forming of ARC's is common now to ensure that all the expertise in the industry and FAA is involved in creating new rules or guidance. This FAR 23 icing ARC follows the release of a notice of proposed rulemaking (NPRM) for FAR 25 - flight into known icing - earlier this year. The purpose of this ARC is to help formulate the icing regulations and advisory circulars for Part 23 airplanes and Part 33 engines. This ARC is composed of representatives from the FAA, airframe and engine manufacturers, and industry icing experts. Thirteen representatives were in attendance for this meeting.

Together committee members review the current regulations and advisory materials and proposed Part 25 regulations and advisory materials to determine what is appropriate for Part 23 airplanes. Following that review, the ARC will submit rule change recommendations and provide suggested wording for advisory materials to the FAA. The FAA is then expected to take these recommendations and formulate a NPRM for Part 23 airplanes in the next year or so.

 

Enviro Air Conditioning Bushings

By Tim Timmerman, Manager SR2X Engineering

The Enviro air conditioning system compressor assembly mounts to the back of the engine. The drive shaft hub assembly is part of the lower assembly that is driven directly by the engine. A pulley is bolted to this drive shaft hub assembly, which through a belt drives the compressor. When this compressor was originally designed, there was no maintenance provision for the drive shaft hub assembly.

Service experience revealed that the original rubber bushings which surround the four drive shaft mounting bolts wore down prematurely resulting in a metal on metal condition. This metal on metal wear results in either a shear failure of those four drive shaft mounting bolts or a worn out bearing. Both of which require the replacement of the entire drive shaft hub assembly because of the significant damage. A timely solution to the root cause problem of premature wear of the rubber bushings was not possible, so to prevent the more significant repair and replacement, the rubber bushings and guidance for the removal of the drive shaft hub assembly in the field to replace those bushings was provided.

A definitive redesign of the drive shaft hub assembly is now available as a spare for the field. This new design makes several configuration changes and replaces the existing rubber bushings with a three-piece design that will be far more robust than the original configuration.

The AMM specifies 100 hour inspections of this part, and it is highly recommended that those who experience field issues with the rubber bushings wearing out replace the entire drive shaft hub assembly as this will solve the root cause problem. However, Cirrus will continue to make the rubber bushings available for those who do not mind making regular on-condition replacements.

If you have any questions about this or any other engineering topic contact Tim Timmerman at ttimmerman@cirrusaircraft.com