81_FR_23644 81 FR 23566 - Special Conditions: Dassault Aviation Model Falcon 5X Airplane; Use of Automatic Power Reserve (APR), an Automatic Takeoff Thrust Control System (ATTCS) for Go-Around Performance Credit

81 FR 23566 - Special Conditions: Dassault Aviation Model Falcon 5X Airplane; Use of Automatic Power Reserve (APR), an Automatic Takeoff Thrust Control System (ATTCS) for Go-Around Performance Credit

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 81, Issue 78 (April 22, 2016)

Page Range23566-23570
FR Document2016-09333

These special conditions are issued for the Dassault Aviation (Dassault) Model Falcon 5X airplane. This airplane will have a novel or unusual design feature associated with go-around performance credit when using an automatic takeoff thrust-control system. 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.

Federal Register, Volume 81 Issue 78 (Friday, April 22, 2016) 
[Federal Register Volume 81, Number 78 (Friday, April 22, 2016)]
[Rules and Regulations]
[Pages 23566-23570]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2016-09333]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2014-1078; Special Conditions No. 25-616-SC]


Special Conditions: Dassault Aviation Model Falcon 5X Airplane; 
Use of Automatic Power Reserve (APR), an Automatic Takeoff Thrust 
Control System (ATTCS) for Go-Around Performance Credit

AGENCY:  Federal Aviation Administration (FAA), DOT.

ACTION:  Final special conditions; request for comments.

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SUMMARY:  These special conditions are issued for the Dassault Aviation 
(Dassault) Model Falcon 5X airplane. This airplane will have a novel or 
unusual design feature associated with go-around performance credit 
when using an automatic takeoff thrust-control system. 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:  This action is effective on Dassault Aviation on April 22, 
2016. We must receive your comments by June 6, 2016.

ADDRESSES:  Send comments identified by docket number FAA-2014-1078 
using any of the following methods:
     Federal eRegulations Portal: Go to http://www.regulations.gov/ and follow the online instructions for sending 
your comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S. 
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room 
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery or Courier: Take comments to Docket 
Operations in Room W12-140 of the West Building Ground Floor at 1200 
New Jersey Avenue SE., Washington, DC, between 9

[[Page 23567]]

a.m. and 5 p.m., Monday through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at 202-493-2251.
    Privacy: The FAA will post all comments it receives, without 
change, to http://www.regulations.gov/, including any personal 
information the commenter provides. Using the search function of the 
docket Web site, anyone can find and read the electronic form of all 
comments received into any FAA docket, including the name of the 
individual sending the comment (or signing the comment for an 
association, business, labor union, etc.). DOT's complete Privacy Act 
Statement can be found in the Federal Register published on April 11, 
2000 (65 FR 19477-19478), as well as at http://DocketsInfo.dot.gov/ gov/.
    Docket: Background documents or comments received may be read at 
http://www.regulations.gov/ at any time. Follow the online instructions 
for accessing the docket or go to Docket Operations in Room W12-140 of 
the West Building Ground Floor at 1200 New Jersey Avenue SE., 
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Chris Parker, FAA, Propulsion and 
Mechanical Systems Branch, ANM-112, Transport Airplane Directorate, 
Aircraft Certification Service, 1601 Lind Avenue SW., Renton, 
Washington 98057-3356; telephone 425-227-1509; facsimile 425-227-1320.

SUPPLEMENTARY INFORMATION: The substance of these special conditions 
has been subject to the public comment process in several prior 
instances with no substantive comments received. The FAA therefore 
finds that good cause exists for making these special conditions 
effective upon publication in the Federal Register.

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, or views. The most helpful comments 
reference a specific portion of the special conditions, explain the 
reason for any recommended change, and include supporting data.
    We will consider all comments we receive by the closing date for 
comments. We may change these special conditions based on the comments 
we receive.

Background

    On July 1, 2012, Dassault Aviation applied for a type certificate 
for their new Model Falcon 5X airplane. This airplane is a transport-
category airplane to be operated in private/corporate transportation 
with a maximum of 19 passengers. The Model Falcon 5X airplane 
incorporates a low, swept wing and twin rear-fuselage-mounted Snecma 
Silvercrest turbofan engines. The fuselage is about 23 m long with a 26 
m wingspan.
    The current requirements of Title 14, Code of Federal Regulations 
(14 CFR) part 25 are inadequate for addressing approach climb using 
ATTCS. Part 25 appendix I limits the application of performance credit 
for ATTCS to takeoff only.

Type Certification Basis

    Under the provisions of 14 CFR 21.17, Dassault Aviation must show 
that the Model Falcon 5X airplane meets the applicable provisions of 
part 25, as amended by Amendments 25-1 through 25-136.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for the Model Falcon 5X airplane because 
of a novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec.  21.16.
    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, these special conditions would also apply to 
the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model Falcon 5X airplane 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.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance with Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The Dassault Aviation Model Falcon 5X airplane will incorporate the 
following novel or unusual design feature.
    An automatic takeoff thrust-control system (ATTCS), described as an 
automatic power reserve (APR) system, which is available at all times 
without any additional action or input from the pilot; and which the 
applicant proposes would not only function during the go-around, in 
addition to the takeoff phase of flight, but also allow the applicant 
to take performance credit for the system's function during that phase.

Discussion

    Dassault Aviation proposes to include an APR system (a part 23 
term; the part 25 term is ATTCS) in the Model Falcon 5X airplane. 
Dassault proposes to use the APR system during go-around, and is 
requesting approach climb performance credit for the use of the 
additional power APR up-trim provides.
    The Model Falcon 5X powerplant control system comprises a full-
authority digital electronic control (FADEC) for the Snemca Silvercrest 
engine. The engine FADEC system includes APR system functions. The 
proposed configuration, which is novel or unusual, provides for APR 
activation during takeoff and go-around flight operations, requiring no 
additional action from the pilot. The airplane performance data will be 
based on the availability of the up-trim power during takeoff and 
approach climb.
    The part 25 standards applicable to the automatic advancement of 
reserve power, known as ATTCS and contained in Sec.  25.904 and 
appendix I, specifically restrict performance credit for ATTCS to the 
takeoff phase of flight. At the time these standards were issued, the 
FAA considered including other phases of flight, including go-around. 
Concerns about flightcrew workload precluded including those additional 
phases of flight. As the preamble of Amendment 25-62 to part 25 states:

    In regard to ATTCS credit for approach climb and go-around 
maneuvers, current regulations preclude a higher power for the 
approach climb (Section 25.121(d)) than for the landing climb 
(Section 25.119). The workload required for the flightcrew to 
monitor and select from multiple in-flight power settings in the 
event of an engine failure during a critical point in the approach, 
landing, or go-around operations is excessive. Therefore, the FAA 
does not agree that the scope of the amendment should be changed to 
include the use of ATTCS for anything except the takeoff phase.

    The ATTCS incorporated on the Model Falcon 5X airplane allows the 
pilot to use the same power-setting procedure during a go-around 
regardless of whether or not an engine fails. Because the ATTCS is 
always active, it will function automatically following an engine 
failure, and will advance the remaining engine to the APR power level.
    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.

[[Page 23568]]

Applicability

    As discussed above, these special conditions are applicable to the 
Model Falcon 5X airplane. Should Dassault Aviation apply at a later 
date for a change to the type certificate to include another model 
incorporating the same novel or unusual design feature, these special 
conditions would apply to that model as well.

Conclusion

    This action affects only a certain novel or unusual design feature 
on one model of airplane. It is not a rule of general applicability.
    The substance of these special conditions has been subjected to the 
notice and comment period in several prior instances and has been 
derived without substantive change from those previously issued. It is 
unlikely that prior public comment would result in a significant change 
from the substance contained herein. Therefore, the FAA has determined 
that prior public notice and comment are unnecessary and impracticable, 
and good cause exists for adopting these special conditions upon 
publication in the Federal Register. The FAA is requesting comments to 
allow interested persons to submit views that may not have been 
submitted in response to the prior opportunities for comment described 
above.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

    The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Special Conditions

    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 Dassault Aviation Model Falcon 5X 
airplanes.
    1. The Model Falcon 5X airplane must comply with the requirements 
of 14 CFR 25.904 and appendix I to 14 CFR part 25 and the following 
requirements pertaining to the go-around phase of flight:
    2. Definitions
    a. Takeoff/go-around (TOGA): Throttle lever in takeoff or go-around 
position.
    b. Automatic takeoff thrust control system (ATTCS): The ATTCS in 
Model Falcon 5X airplanes is defined as the entire automatic system 
available during takeoff and in go-around mode, including all devices, 
both mechanical and electrical, that sense engine failure, transmit 
signals, actuate fuel controls or power levers (or increase engine 
power by other means on operating engines to achieve scheduled thrust 
or power increase), and furnish cockpit information on system 
operation.
    c. Critical time interval: The definition of the critical time 
interval in 14 CFR appendix I 25.2(b) must be expanded to include the 
following:
    i. When conducting an approach for landing using ATTCS, the 
critical time interval is defined as follows:
    1. The critical time interval begins at a point on a 2.5 degree 
approach glide path from which, assuming a simultaneous engine and 
ATTCS failure, the resulting approach climb flight path intersects a 
flight path originating at a later point on the same approach path 
corresponding that corresponds to the 14 CFR part 25 one-engine-
inoperative approach climb gradient. The period of time from the point 
of simultaneous engine and ATTCS failure to the intersection of these 
flight paths must be no shorter than the time interval used in 
evaluating the critical time interval for takeoff beginning from the 
point of simultaneous engine and ATTCS failure and ending upon reaching 
a height of 400 feet.
    2. The critical time interval ends at the point on a minimum 
performance, all-engines-operating go-around flight path from which, 
assuming a simultaneous engine and ATTCS failure, the resulting minimum 
approach climb flight path intersects a flight path corresponding to 
the 14 CFR part 25 minimum one-engine-inoperative approach climb 
gradient. The all-engines-operating go-around flight path and the 14 
CFR part 25 one-engine-inoperative approach climb gradient flight path 
originate from a common point on a 2.5 degree approach path. The period 
of time from the point of simultaneous engine and ATTCS failure to the 
intersection of these flight paths must be no shorter than the time 
interval used in evaluating the critical time interval for the takeoff 
beginning from the point of simultaneous engine and ATTCS failure and 
ending upon reaching a height of 400 feet.
    ii. The critical time interval must be determined at the altitude 
resulting in the longest critical time interval for which one-engine-
inoperative approach climb performance data are presented in the 
airplane flight manual (AFM).
    iii. The critical time interval is illustrated in the following 
figure:

[[Page 23569]]

[GRAPHIC] [TIFF OMITTED] TR22AP16.057

    The all-engines-operating go-around flight path, and the 14 CFR 
part 25 one-engine-inoperative approach climb gradient flight path 
(engine failed, ATTCS operating path in Figure 1), originate from a 
common point, point C, on a 2.5-degree approach path. The period of 
time, ``time interval DE,'' from the point of simultaneous engine and 
ATTCS failure, point D, to the intersection of these flight paths, 
point E, must be no shorter than the corresponding time in Figure 2, 
``I25.2(b) time interval FG.''
    d. The critical time interval must be determined at the altitude 
resulting in the longest critical time interval for which one-engine-
inoperative approach climb performance data are presented in the AFM.
    e. The ``critical time interval AD'' is illustrated in Figure 1.
    [GRAPHIC] [TIFF OMITTED] TR22AP16.058
    
    3. Performance and system reliability requirements: The applicant 
must comply with the performance and ATTCS reliability requirements as 
follows:

[[Page 23570]]

    a. An ATTCS failure or a combination of failures in the ATTCS 
during the critical time interval (Figure 2):
    i. Must not prevent the insertion of the maximum approved go-around 
thrust or power, or must be shown to be a remote event.
    ii. Must not result in a significant loss or reduction in thrust or 
power, or must be shown to be an extremely improbable event.
    b. The concurrent existence of an ATTCS failure and an engine 
failure during the critical time interval must be shown to be extremely 
improbable.
    c. All applicable performance requirements of 14 CFR part 25 must 
be met with an engine failure occurring at the most critical point 
during go-around with the ATTCS functioning.
    d. The probability analysis must include consideration of ATTCS 
failure occurring after the time at which the flightcrew last verifies 
that the ATTCS is in a condition to operate until the beginning of the 
critical time interval.
    e. The propulsive thrust obtained from the operating engine after 
failure of the critical engine during a go-around used to show 
compliance with the one-engine-inoperative climb requirements of Sec.  
25.121(d) may not be greater than the lesser of:
    i. The actual propulsive thrust resulting from the initial setting 
of power or thrust controls with the ATTCS functioning; or
    ii. 111% of the propulsive thrust resulting from the initial 
setting of power or thrust controls with the ATTCS failing to reset 
thrust or power and without any action by the flightcrew to reset 
thrust or power.
    4. Thrust setting
    a. The initial go-around thrust setting on each engine at the 
beginning of the go-around phase may not be less than any of the 
following:
    i. That required to permit normal operation of all safety-related 
systems and equipment dependent upon engine thrust or power lever 
position; or
    ii. That shown to be free of hazardous engine response 
characteristics and not to result in any unsafe aircraft operating or 
handling characteristics when thrust or power is advanced from the 
initial go-around position to the maximum approved power setting.
    b. For approval to use an ATTCS for go-arounds, the thrust setting 
procedure must be the same for go-arounds initiated with all engines 
operating as for go-arounds initiated with one engine inoperative.
    5. Powerplant controls
    a. In addition to the requirements of Sec.  25.1141, no single 
failure or malfunction, or probable combination thereof, of the ATTCS, 
including associated systems, may cause the failure of any powerplant 
function necessary for safety.
    b. The ATTCS must be designed to:
    i. Apply thrust or power on the operating engine(s), following any 
one-engine failure during a go-around, to achieve the maximum approved 
go-around thrust without exceeding the engine operating limits;
    ii. Permit manual decrease or increase in thrust or power up to the 
maximum go-around thrust approved for the airplane under the existing 
conditions through the use of the power lever. For airplanes equipped 
with limiters that automatically prevent the engine operating limits 
from being exceeded under existing ambient conditions, other means may 
be used to increase the thrust in the event of an ATTCS failure, 
provided that the means:
    1. Is located on or forward of the power levers;
    2. Is easily identified and operated under all operating conditions 
by a single action of either pilot with the hand that is normally used 
to actuate the power levers; and
    3. Meets the requirements of Sec.  25.777(a), (b), and (c).
    iii. Provide a means to verify to the flightcrew before beginning 
an approach for landing that the ATTCS is in a condition to operate 
(unless it can be demonstrated that an ATTCS failure combined with an 
engine failure during an entire flight is extremely improbable); and
    iv. Provide a means for the flightcrew to deactivate the automatic 
function. This means must be designed to prevent inadvertent 
deactivation.
    6. Powerplant instruments: In addition to the requirements of Sec.  
25.1305:
    a. A means must be provided to indicate when the ATTCS is in the 
armed or ready condition; and
    b. If the inherent flight characteristics of the airplane do not 
provide adequate warning that an engine has failed, a warning system 
that is independent of the ATTCS must be provided to give the pilot a 
clear warning of any engine failure during a go-around.

    Issued in Renton, Washington, on April 8, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-09333 Filed 4-21-16; 8:45 am]
 BILLING CODE 4910-13-P

23566 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations guaranteed bond resulting in a Loss that actually paid by the Surety for travel ■ b. Remove paragraph (a)(5) and has not been fully reimbursed to SBA, expenses of the Surety’s claims staff. redesignate paragraph (a)(6) as new or SBA has not been fully reimbursed The cost of the consultant’s services and paragraph (a)(5). for any Imminent Breach payments. the travel expenses of the Surety’s Maria Contreras-Sweet, * * * * * claims staff must be reasonable and Administrator. (b) Reinstatement of Principal’s necessary and must specifically concern [FR Doc. 2016–09302 Filed 4–21–16; 8:45 am] eligibility. At any time after a Principal the investigation, adjustment, negotiation, compromise, settlement of, BILLING CODE 8025–01–P becomes ineligible for further bond guarantees under paragraph (a) of this or resistance to a claim for Loss section: resulting from the breach of the terms of (1) A Prior Approval Surety may the bonded Contract. The cost allocation DEPARTMENT OF TRANSPORTATION recommend that such Principal’s method must be reasonable and must eligibility be reinstated, and OSG may comply with generally accepted Federal Aviation Administration agree to reinstate the Principal if: accounting principles; and (i) The Surety has settled its claim 14 CFR Part 25 * * * * * with the Principal, or any of its [Docket No. FAA–2014–1078; Special (f) * * * Affiliates, for an amount that results in Conditions No. 25–616–SC] no Loss to SBA or in no amount owed (1) Any unallocated expenses, all for Imminent Breach payments, or OSG direct and indirect costs incurred by the Special Conditions: Dassault Aviation finds good cause for reinstating the Surety’s salaried claims staff (except for Model Falcon 5X Airplane; Use of Principal notwithstanding the Loss to reasonable and necessary travel Automatic Power Reserve (APR), an SBA or amount owed for Imminent expenses of such staff), or any clear Automatic Takeoff Thrust Control Breach payments; or mark-up on expenses or any overhead of System (ATTCS) for Go-Around (ii) OSG and the Surety determine the Surety, its attorney, or any other Performance Credit that further bond guarantees are consultant hired by the Surety or the appropriate after the Principal was attorney; AGENCY: Federal Aviation deemed ineligible for further SBA bond Administration (FAA), DOT. * * * * * guarantees under paragraph (a)(1), (2), ACTION: Final special conditions; (3), (5) or (6) of this section. ■ 6. Amend § 115.18 by revising request for comments. (2) A PSB Surety may: paragraph (a)(2) to read as follows: (i) Recommend that such Principal’s SUMMARY: These special conditions are § 115.18 Refusal to issue further issued for the Dassault Aviation eligibility be reinstated, and OSG may guarantees; suspension and termination of agree to reinstate the Principal, if the (Dassault) Model Falcon 5X airplane. PSB status. This airplane will have a novel or Surety has settled its claim with the Principal, or any of its Affiliates, for an (a) * * * unusual design feature associated with amount that results in no Loss to SBA go-around performance credit when (2) Regulatory violations, fraud. Acts or in no amount owed for Imminent using an automatic takeoff thrust- of wrongdoing such as fraud, material Breach payments, or OSG finds good control system. The applicable misrepresentation, breach of the Prior cause for reinstating the Principal airworthiness regulations do not contain Approval or PSB Agreement, the notwithstanding the Loss to SBA or adequate or appropriate safety standards Surety’s failure to continue to comply amount owed for Imminent Breach for this design feature. These special with the requirements set forth in payments; or conditions contain the additional safety § 115.11, or regulatory violations (as (ii) Reinstate a Principal’s eligibility standards that the Administrator defined in § 115.19(d) and (h)) also considers necessary to establish a level upon the Surety’s determination that constitute sufficient grounds for refusal further bond guarantees are appropriate of safety equivalent to that established to issue further guarantees, or in the by the existing airworthiness standards. after the Principal was deemed case of a PSB Surety, termination of ineligible for further SBA bond DATES: This action is effective on preferred status. guarantees under paragraph (a)(1), (2), Dassault Aviation on April 22, 2016. We * * * * * must receive your comments by June 6, (3), (5) or (6) of this section. (c) Underwriting after reinstatement. ■ 7. Amend § 115.36 as follows: 2016. A guarantee application submitted after ■ a. Revise the section heading; ADDRESSES: Send comments identified reinstatement of the Principal’s by docket number FAA–2014–1078 ■ b. Remove the paragraph designation eligibility is subject to a very stringent using any of the following methods: underwriting review. and heading ‘‘(a) Indemnity • Federal eRegulations Portal: Go to settlements.’’; http://www.regulations.gov/ and follow ■ 5. Amend § 115.16 by revising paragraphs (e)(1) and (f)(1) to read as ■ c. Remove paragraphs (b) and (c); and the online instructions for sending your follows: ■ d. Redesignate paragraphs (1), (2), and comments electronically. (3), as (a), (b), and (c). • Mail: Send comments to Docket § 115.16 Determination of Surety’s Loss. Operations, M–30, U.S. Department of * * * * * § 115.36 Indemnity settlements. Transportation (DOT), 1200 New Jersey asabaliauskas on DSK3SPTVN1PROD with RULES (e) * * * * * * * * Avenue SE., Room W12–140, West (1) Amounts actually paid by the Building Ground Floor, Washington, DC Surety for specialized services that are § 115.60 [Amended] 20590–0001. provided under contract by an outside • Hand Delivery or Courier: Take consultant, which is not an Affiliate of ■ 8. Amend § 115.60 as follows: comments to Docket Operations in the Surety, provided that such services ■ a. Amend paragraph (a)(1) by Room W12–140 of the West Building are beyond the capability of the Surety’s removing ‘‘$2,000,000’’ and adding Ground Floor at 1200 New Jersey salaried claims staff, and amounts ‘‘$6,500,000’’ in its place; and Avenue SE., Washington, DC, between 9 VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 E:\FR\FM\22APR1.SGM 22APR1

Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations 23567 a.m. and 5 p.m., Monday through airplane is a transport-category airplane of flight, but also allow the applicant to Friday, except Federal holidays. to be operated in private/corporate take performance credit for the system’s • Fax: Fax comments to Docket transportation with a maximum of 19 function during that phase. Operations at 202–493–2251. passengers. The Model Falcon 5X Discussion Privacy: The FAA will post all airplane incorporates a low, swept wing comments it receives, without change, and twin rear-fuselage-mounted Snecma Dassault Aviation proposes to include to http://www.regulations.gov/, Silvercrest turbofan engines. The an APR system (a part 23 term; the part including any personal information the fuselage is about 23 m long with a 26 25 term is ATTCS) in the Model Falcon commenter provides. Using the search m wingspan. 5X airplane. Dassault proposes to use function of the docket Web site, anyone The current requirements of Title 14, the APR system during go-around, and can find and read the electronic form of Code of Federal Regulations (14 CFR) is requesting approach climb all comments received into any FAA part 25 are inadequate for addressing performance credit for the use of the docket, including the name of the approach climb using ATTCS. Part 25 additional power APR up-trim provides. individual sending the comment (or appendix I limits the application of The Model Falcon 5X powerplant signing the comment for an association, performance credit for ATTCS to takeoff control system comprises a full- business, labor union, etc.). DOT’s only. authority digital electronic control complete Privacy Act Statement can be (FADEC) for the Snemca Silvercrest Type Certification Basis engine. The engine FADEC system found in the Federal Register published on April 11, 2000 (65 FR 19477–19478), Under the provisions of 14 CFR 21.17, includes APR system functions. The as well as at http://DocketsInfo.dot. Dassault Aviation must show that the proposed configuration, which is novel gov/. Model Falcon 5X airplane meets the or unusual, provides for APR activation applicable provisions of part 25, as during takeoff and go-around flight Docket: Background documents or amended by Amendments 25–1 through operations, requiring no additional comments received may be read at 25–136. action from the pilot. The airplane http://www.regulations.gov/ at any time. If the Administrator finds that the performance data will be based on the Follow the online instructions for applicable airworthiness regulations availability of the up-trim power during accessing the docket or go to Docket (i.e., 14 CFR part 25) do not contain takeoff and approach climb. Operations in Room W12–140 of the The part 25 standards applicable to West Building Ground Floor at 1200 adequate or appropriate safety standards for the Model Falcon 5X airplane the automatic advancement of reserve New Jersey Avenue SE., Washington, power, known as ATTCS and contained DC, between 9 a.m. and 5 p.m., Monday because of a novel or unusual design feature, special conditions are in § 25.904 and appendix I, specifically through Friday, except Federal holidays. restrict performance credit for ATTCS to prescribed under the provisions of FOR FURTHER INFORMATION CONTACT: the takeoff phase of flight. At the time § 21.16. Chris Parker, FAA, Propulsion and Special conditions are initially these standards were issued, the FAA Mechanical Systems Branch, ANM–112, applicable to the model for which they considered including other phases of Transport Airplane Directorate, Aircraft are issued. Should the type certificate flight, including go-around. Concerns Certification Service, 1601 Lind Avenue for that model be amended later to about flightcrew workload precluded SW., Renton, Washington 98057–3356; include any other model that including those additional phases of telephone 425–227–1509; facsimile incorporates the same novel or unusual flight. As the preamble of Amendment 425–227–1320. design feature, these special conditions 25–62 to part 25 states: SUPPLEMENTARY INFORMATION: The would also apply to the other model In regard to ATTCS credit for approach substance of these special conditions under § 21.101. climb and go-around maneuvers, current has been subject to the public comment In addition to the applicable regulations preclude a higher power for the process in several prior instances with airworthiness regulations and special approach climb (Section 25.121(d)) than for no substantive comments received. The the landing climb (Section 25.119). The conditions, the Model Falcon 5X workload required for the flightcrew to FAA therefore finds that good cause airplane must comply with the fuel-vent monitor and select from multiple in-flight exists for making these special and exhaust-emission requirements of power settings in the event of an engine conditions effective upon publication in 14 CFR part 34, and the noise- failure during a critical point in the the Federal Register. certification requirements of 14 CFR approach, landing, or go-around operations is part 36. excessive. Therefore, the FAA does not agree Comments Invited that the scope of the amendment should be The FAA issues special conditions, as We invite interested people to take defined in 14 CFR 11.19, in accordance changed to include the use of ATTCS for part in this rulemaking by sending anything except the takeoff phase. with § 11.38, and they become part of written comments, data, or views. The the type certification basis under The ATTCS incorporated on the most helpful comments reference a § 21.17(a)(2). Model Falcon 5X airplane allows the specific portion of the special pilot to use the same power-setting conditions, explain the reason for any Novel or Unusual Design Features procedure during a go-around regardless recommended change, and include The Dassault Aviation Model Falcon of whether or not an engine fails. supporting data. 5X airplane will incorporate the Because the ATTCS is always active, it We will consider all comments we following novel or unusual design will function automatically following an receive by the closing date for feature. engine failure, and will advance the asabaliauskas on DSK3SPTVN1PROD with RULES comments. We may change these special An automatic takeoff thrust-control remaining engine to the APR power conditions based on the comments we system (ATTCS), described as an level. receive. automatic power reserve (APR) system, These special conditions contain the which is available at all times without additional safety standards that the Background any additional action or input from the Administrator considers necessary to On July 1, 2012, Dassault Aviation pilot; and which the applicant proposes establish a level of safety equivalent to applied for a type certificate for their would not only function during the go- that established by the existing new Model Falcon 5X airplane. This around, in addition to the takeoff phase airworthiness standards. VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\22APR1.SGM 22APR1

23568 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations Applicability The Special Conditions corresponds to the 14 CFR part 25 one- Accordingly, pursuant to the engine-inoperative approach climb As discussed above, these special gradient. The period of time from the conditions are applicable to the Model authority delegated to me by the Administrator, the following special point of simultaneous engine and Falcon 5X airplane. Should Dassault ATTCS failure to the intersection of Aviation apply at a later date for a conditions are issued as part of the type certification basis for Dassault Aviation these flight paths must be no shorter change to the type certificate to include than the time interval used in evaluating another model incorporating the same Model Falcon 5X airplanes. 1. The Model Falcon 5X airplane must the critical time interval for takeoff novel or unusual design feature, these beginning from the point of special conditions would apply to that comply with the requirements of 14 CFR 25.904 and appendix I to 14 CFR part simultaneous engine and ATTCS failure model as well. and ending upon reaching a height of 25 and the following requirements Conclusion pertaining to the go-around phase of 400 feet. flight: 2. The critical time interval ends at This action affects only a certain 2. Definitions the point on a minimum performance, novel or unusual design feature on one a. Takeoff/go-around (TOGA): all-engines-operating go-around flight model of airplane. It is not a rule of Throttle lever in takeoff or go-around path from which, assuming a general applicability. position. simultaneous engine and ATTCS The substance of these special b. Automatic takeoff thrust control failure, the resulting minimum conditions has been subjected to the system (ATTCS): The ATTCS in Model approach climb flight path intersects a notice and comment period in several Falcon 5X airplanes is defined as the flight path corresponding to the 14 CFR prior instances and has been derived entire automatic system available during part 25 minimum one-engine- without substantive change from those takeoff and in go-around mode, inoperative approach climb gradient. previously issued. It is unlikely that including all devices, both mechanical The all-engines-operating go-around prior public comment would result in a and electrical, that sense engine failure, flight path and the 14 CFR part 25 one- significant change from the substance transmit signals, actuate fuel controls or engine-inoperative approach climb contained herein. Therefore, the FAA power levers (or increase engine power gradient flight path originate from a has determined that prior public notice by other means on operating engines to common point on a 2.5 degree approach and comment are unnecessary and achieve scheduled thrust or power path. The period of time from the point impracticable, and good cause exists for increase), and furnish cockpit of simultaneous engine and ATTCS adopting these special conditions upon information on system operation. failure to the intersection of these flight publication in the Federal Register. The c. Critical time interval: The paths must be no shorter than the time FAA is requesting comments to allow definition of the critical time interval in interval used in evaluating the critical interested persons to submit views that 14 CFR appendix I 25.2(b) must be time interval for the takeoff beginning may not have been submitted in expanded to include the following: i. When conducting an approach for from the point of simultaneous engine response to the prior opportunities for and ATTCS failure and ending upon comment described above. landing using ATTCS, the critical time interval is defined as follows: reaching a height of 400 feet. List of Subjects in 14 CFR Part 25 1. The critical time interval begins at ii. The critical time interval must be a point on a 2.5 degree approach glide determined at the altitude resulting in Aircraft, Aviation safety, Reporting the longest critical time interval for and recordkeeping requirements. path from which, assuming a simultaneous engine and ATTCS which one-engine-inoperative approach The authority citation for these failure, the resulting approach climb climb performance data are presented in special conditions is as follows: flight path intersects a flight path the airplane flight manual (AFM). Authority: 49 U.S.C. 106(g), 40113, 44701, originating at a later point on the same iii. The critical time interval is 44702, 44704. approach path corresponding that illustrated in the following figure: asabaliauskas on DSK3SPTVN1PROD with RULES VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\22APR1.SGM 22APR1

Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations 23569 The all-engines-operating go-around the point of simultaneous engine and the longest critical time interval for flight path, and the 14 CFR part 25 one- ATTCS failure, point D, to the which one-engine-inoperative approach engine-inoperative approach climb intersection of these flight paths, point climb performance data are presented in gradient flight path (engine failed, E, must be no shorter than the the AFM. ATTCS operating path in Figure 1), corresponding time in Figure 2, e. The ‘‘critical time interval AD’’ is originate from a common point, point C, ‘‘I25.2(b) time interval FG.’’ illustrated in Figure 1. on a 2.5-degree approach path. The d. The critical time interval must be period of time, ‘‘time interval DE,’’ from determined at the altitude resulting in asabaliauskas on DSK3SPTVN1PROD with RULES ER22AP16.058</GPH> 3. Performance and system reliability comply with the performance and ATTCS reliability requirements as requirements: The applicant must follows: ER22AP16.057</GPH> VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 E:\FR\FM\22APR1.SGM 22APR1

23570 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations a. An ATTCS failure or a combination thereof, of the ATTCS, including DEPARTMENT OF TRANSPORTATION of failures in the ATTCS during the associated systems, may cause the critical time interval (Figure 2): failure of any powerplant function Federal Aviation Administration i. Must not prevent the insertion of necessary for safety. the maximum approved go-around b. The ATTCS must be designed to: 14 CFR Part 25 thrust or power, or must be shown to be a remote event. i. Apply thrust or power on the [Docket No. FAA–2015–7301; Special operating engine(s), following any one- Conditions No. 25–614–SC] ii. Must not result in a significant loss or reduction in thrust or power, or must engine failure during a go-around, to achieve the maximum approved go- Special Conditions: Gulfstream be shown to be an extremely improbable Aerospace Corporation Model GVII– event. around thrust without exceeding the engine operating limits; G500 Airplanes, Pilot Compartment b. The concurrent existence of an View Requirements With an Enhanced ATTCS failure and an engine failure ii. Permit manual decrease or increase Flight Vision System during the critical time interval must be in thrust or power up to the maximum shown to be extremely improbable. go-around thrust approved for the AGENCY: Federal Aviation c. All applicable performance airplane under the existing conditions Administration (FAA), DOT. requirements of 14 CFR part 25 must be through the use of the power lever. For ACTION: Final special conditions; met with an engine failure occurring at airplanes equipped with limiters that request for comments. the most critical point during go-around automatically prevent the engine with the ATTCS functioning. operating limits from being exceeded SUMMARY: These special conditions are d. The probability analysis must under existing ambient conditions, issued for the Gulfstream Aerospace include consideration of ATTCS failure other means may be used to increase the Corporation (Gulfstream) Model GVII– occurring after the time at which the thrust in the event of an ATTCS failure, G500 airplane. This airplane will have flightcrew last verifies that the ATTCS provided that the means: a novel or unusual design feature when is in a condition to operate until the compared to the state of technology beginning of the critical time interval. 1. Is located on or forward of the envisioned in the airworthiness e. The propulsive thrust obtained power levers; standards for transport category from the operating engine after failure of 2. Is easily identified and operated airplanes. This design feature is an the critical engine during a go-around under all operating conditions by a enhanced flight vision system (EFVS) used to show compliance with the one- single action of either pilot with the that includes a head-up display (HUD) engine-inoperative climb requirements hand that is normally used to actuate capable of displaying forward-looking of § 25.121(d) may not be greater than the power levers; and infrared (FLIR) imagery, intended to be the lesser of: 3. Meets the requirements of used for instrument approaches under i. The actual propulsive thrust § 25.777(a), (b), and (c). provisions of Title 14, Code of Federal resulting from the initial setting of Regulations (14 CFR) 91.175(l) and (m). power or thrust controls with the iii. Provide a means to verify to the flightcrew before beginning an approach The applicable airworthiness ATTCS functioning; or regulations do not contain adequate or ii. 111% of the propulsive thrust for landing that the ATTCS is in a condition to operate (unless it can be appropriate safety standards for this resulting from the initial setting of design feature. These special conditions power or thrust controls with the demonstrated that an ATTCS failure combined with an engine failure during contain the additional safety standards ATTCS failing to reset thrust or power that the Administrator considers and without any action by the an entire flight is extremely improbable); and necessary to establish a level of safety flightcrew to reset thrust or power. equivalent to that established by the 4. Thrust setting iv. Provide a means for the flightcrew existing airworthiness standards. a. The initial go-around thrust setting to deactivate the automatic function. DATES: This action is effective on on each engine at the beginning of the This means must be designed to prevent go-around phase may not be less than Gulfstream Aerospace Corporation on inadvertent deactivation. April 22, 2016. We must receive your any of the following: 6. Powerplant instruments: In i. That required to permit normal comments by June 6, 2016. addition to the requirements of ADDRESSES: Send comments identified operation of all safety-related systems § 25.1305: by docket number FAA–2015–7301 and equipment dependent upon engine thrust or power lever position; or a. A means must be provided to using any of the following methods: ii. That shown to be free of hazardous indicate when the ATTCS is in the • Federal eRegulations Portal: Go to engine response characteristics and not armed or ready condition; and http://www.regulations.gov/and follow to result in any unsafe aircraft operating b. If the inherent flight characteristics the online instructions for sending your or handling characteristics when thrust of the airplane do not provide adequate comments electronically. or power is advanced from the initial warning that an engine has failed, a • Mail: Send comments to Docket go-around position to the maximum warning system that is independent of Operations, M–30, U.S. Department of approved power setting. the ATTCS must be provided to give the Transportation (DOT), 1200 New Jersey b. For approval to use an ATTCS for pilot a clear warning of any engine Avenue SE., Room W12–140, West go-arounds, the thrust setting procedure failure during a go-around. Building Ground Floor, Washington, DC asabaliauskas on DSK3SPTVN1PROD with RULES must be the same for go-arounds 20590–0001. Issued in Renton, Washington, on April 8, • Hand Delivery or Courier: Take initiated with all engines operating as 2016. comments to Docket Operations in for go-arounds initiated with one engine inoperative. Michael Kaszycki, Room W12–140 of the West Building 5. Powerplant controls Acting Manager, Transport Airplane Ground Floor at 1200 New Jersey a. In addition to the requirements of Directorate, Aircraft Certification Service. Avenue SE., Washington, DC, between 9 § 25.1141, no single failure or [FR Doc. 2016–09333 Filed 4–21–16; 8:45 am] a.m. and 5 p.m., Monday through malfunction, or probable combination BILLING CODE 4910–13–P Friday, except Federal holidays. VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 E:\FR\FM\22APR1.SGM 22APR1


Document Created: 2017-08-22 23:36:29
Document Modified: 2017-08-22 23:36:29
CategoryRegulatory Information
CollectionFederal Register
sudoc ClassAE 2.7:
GS 4.107:
AE 2.106:
PublisherOffice of the Federal Register, National Archives and Records Administration
SectionRules and Regulations
ActionFinal special conditions; request for comments.
DatesThis action is effective on Dassault Aviation on April 22, 2016. We must receive your comments by June 6, 2016.
ContactChris Parker, FAA, Propulsion and Mechanical Systems Branch, ANM-112, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 425-227-1509; facsimile 425-227-1320.
FR Citation81 FR 23566 
CFR AssociatedAircraft; Aviation Safety and Reporting and Recordkeeping Requirements
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