If Boeing switch to Li-Mn batteries will they have to recertify the A/C?
ECC
25.1351
25.1353
25.1355
25.1362
25.1363
§ 25.1351 General.
(a) Electrical system capacity. The required generating capacity, and number and kinds of power sources must—
(1) Be determined by an electrical load analysis; and
(2) Meet the requirements of § 25.1309.
(b) Generating system. The generating system includes electrical power sources, main power busses, transmission cables, and associated control, regulation, and protective devices. It must be designed so that—
(1) Power sources function properly when independent and when connected in combination;
(2) No failure or malfunction of any power source can create a hazard or impair the ability of remaining sources to supply essential loads;
(3) The system voltage and frequency (as applicable) at the terminals of all essential load equipment can be maintained within the limits for which the equipment is designed, during any probable operating condition; and
(4) System transients due to switching, fault clearing, or other causes do not make essential loads inoperative, and do not cause a smoke or fire hazard.
(5) There are means accessible, in flight, to appropriate crewmembers for the individual and collective disconnection of the electrical power sources from the system.
(6) There are means to indicate to appropriate crewmembers the generating system quantities essential for the safe operation of the system, such as the voltage and current supplied by each generator.
(c) External power. If provisions are made for connecting external power to the airplane, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, or a reverse phase sequence, can supply power to the airplane's electrical system.
(d) Operation without normal electrical power. It must be shown by analysis, tests, or both, that the airplane can be operated safely in VFR conditions, for a period of not less than five minutes, with the normal electrical power (electrical power sources excluding the battery) inoperative, with critical type fuel (from the standpoint of flameout and restart capability), and with the airplane initially at the maximum certificated altitude. Parts of the electrical system may remain on if—
(1) A single malfunction, including a wire bundle or junction box fire, cannot result in loss of both the part turned off and the part turned on; and
(2) The parts turned on are electrically and mechanically isolated from the parts turned off.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25-41, 42 FR 36970, July 18, 1977; Amdt. 25-72, 55 FR 29785, July 20, 1990]
§ 25.1353 Electrical equipment and installations.
(a) Electrical equipment and controls must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other electrical unit or system essential to safe operation. Any electrical interference likely to be present in the airplane must not result in hazardous effects on the airplane or its systems.
(b) Storage batteries must be designed and installed as follows:
(1) Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition. No uncontrolled increase in cell temperature may result when the battery is recharged (after previous complete discharge)—
(i) At maximum regulated voltage or power;
(ii) During a flight of maximum duration; and
(iii) Under the most adverse cooling condition likely to occur in service.
(2) Compliance with paragraph (b)(1) of this section must be shown by test unless experience with similar batteries and installations has shown that maintaining safe cell temperatures and pressures presents no problem.
(3) No explosive or toxic gases emitted by any battery in normal operation, or as the result of any probable malfunction in the charging system or battery installation, may accumulate in hazardous quantities within the airplane.
(4) No corrosive fluids or gases that may escape from the battery may damage surrounding airplane structures or adjacent essential equipment.
(5) Each nickel cadmium battery installation must have provisions to prevent any hazardous effect on structure or essential systems that may be caused by the maximum amount of heat the battery can generate during a short circuit of the battery or of individual cells.
(6) Nickel cadmium battery installations must have—
(i) A system to control the charging rate of the battery automatically so as to prevent battery overheating;
(ii) A battery temperature sensing and over-temperature warning system with a means for disconnecting the battery from its charging source in the event of an over-temperature condition; or
(iii) A battery failure sensing and warning system with a means for disconnecting the battery from its charging source in the event of battery failure.
(c) Electrical bonding must provide an adequate electrical return path under both normal and fault conditions, on airplanes having grounded electrical systems.
[Amdt. 25-123, 72 FR 63405, Nov. 8, 2007]
§ 25.1355 Distribution system.
(a) The distribution system includes the distribution busses, their associated feeders, and each control and protective device.
(b) [Reserved]
(c) If two independent sources of electrical power for particular equipment or systems are required by this chapter, in the event of the failure of one power source for such equipment or system, another power source (including its separate feeder) must be automatically provided or be manually selectable to maintain equipment or system operation.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25-23, 35 FR 5679, Apr. 8, 1970; Amdt. 25-38, 41 FR 55468, Dec. 20, 1976]
§ 25.1362 Electrical supplies for emergency conditions.
A suitable electrical supply must be provided to those services required for emergency procedures after an emergency landing or ditching. The circuits for these services must be designed, protected, and installed so that the risk of the services being rendered ineffective under these emergency conditions is minimized.
[Amdt. 25-123, 72 FR 63406, Nov. 8, 2007]
§ 25.1363 Electrical system tests.
(a) When laboratory tests of the electrical system are conducted—
(1) The tests must be performed on a mock-up using the same generating equipment used in the airplane;
(2) The equipment must simulate the electrical characteristics of the distribution wiring and connected loads to the extent necessary for valid test results; and
(3) Laboratory generator drives must simulate the actual prime movers on the airplane with respect to their reaction to generator loading, including loading due to faults.
(b) For each flight condition that cannot be simulated adequately in the laboratory or by ground tests on the airplane, flight tests must be made.
How big a deal? Probably not too bad, it is a package but then there is a few DER's there in Boeing looking at improving their resume a bit, a fair incentive to keep it going. Pretty sure that the FAA ACO will put all the rest of us doing certification programs on the back burner, I for one won't object to that, the B787 program is a key program.