82 FR 14117 - Definition with High-Speed-Protection System
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 82, Issue 51 (March 17, 2017)
Federal Aviation Administration
Federal Register Volume 82, Issue 51 (March 17, 2017)
| Page Range | 14117-14119 | |
| FR Document | 2017-05329 |
[Federal Register Volume 82, Number 51 (Friday, March 17, 2017)] [Rules and Regulations] [Pages 14117-14119] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2017-05329] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2016-9403; Special Conditions No. 25-643-SC] Special Conditions: Embraer, S.A., Model ERJ 190-300 Airplane; Dive-Speed Definition with High-Speed-Protection System AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued for the Embraer, S.A., (Embraer) Model ERJ 190-300 airplane. This airplane will have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport-category airplanes. This design feature is a high-speed-protection 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 Embraer on March 17, 2017. We must receive your comments by May 1, 2017. ADDRESSES: Send comments identified by docket number FAA-2016-9403 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 [[Page 14118]] Ground Floor at 1200 New Jersey Avenue SE., Washington, DC, between 9 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/. 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: Greg Schneider, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-2116; facsimile 425-227-1320. SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and opportunity for prior public comment on, these special conditions is impracticable because these procedures could delay issuance of the design approval and thus delivery of the affected airplane. In addition, 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. 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. 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 September 13, 2013, Embraer S.A. applied for an amendment to Type Certificate No. A57NM to include the new Model ERJ 190-300 series airplanes. The ERJ 190-300, which is a derivative of the ERJ 190-100 STD currently approved under Type Certificate No. A57NM, is a 97 to 114-passenger transport-category airplane designed with a new wing with a high aspect ratio and raked wingtip, and a new electrical- distribution system. The maximum take-off weight is 124,340 lbs (56,400 kg). Type Certification Basis Under the provisions of Sec. 21.101, Embraer must show that the ERJ 190-300 meets the applicable provisions of the regulations listed in Type Certificate No. A57NM, or the applicable regulations in effect on the date of application for the change, except for earlier amendments as agreed upon by the FAA. 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 Embraer Model ERJ 190-300 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, or should any other model already included on the same type certificate be modified to incorporate 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 Embraer Model ERJ 190-300 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. 21.101. Novel or Unusual Design Features The Embraer Model ERJ 190-300 airplane will incorporate the following novel or unusual design feature: a high-speed-protection system. Discussion Section 25.335(b)(1) addresses a dive-speed condition, that was originally adopted in part 4b of the Civil Air Regulations, to provide an acceptable speed margin between design cruise speed and design dive speed. Design dive speed impacts flutter-clearance design speeds and airframe design loads. While the initial condition for the upset specified in the rule is 1 g level flight, protection is provided for other inadvertent overspeed conditions as well. Section 25.335(b)(1) is intended as a conservative enveloping condition for potential overspeed conditions, including non-symmetric conditions. To ensure that potential overspeed conditions are covered, the applicant should demonstrate that the airplane will not exceed dive speed in inadvertent, or gust-induced, upsets resulting in initiation of the dive from non-symmetric attitudes; or that the airplane is protected, by the flight-control laws, from getting into non-symmetric upset conditions. The applicant should conduct a demonstration that includes a comprehensive set of conditions, as described in the special conditions. These special conditions are in lieu of Sec. 25.335(b)(1). Section 25.335(b)(2), which also addresses the design dive speed, is applied separately. Advisory Circular (AC) 25.335-1A, Design Dive Speed, dated September 29, 2000, provides an acceptable means of compliance to Sec. 25.335(b)(2)). Special conditions are necessary to address the high-speed- protection system on the Embraer Model ERJ 190-300 airplane. The special conditions identify various symmetric and non-symmetric maneuvers that will ensure that an appropriate design dive speed, V D /MD , is established. 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. Applicability As discussed above, these special conditions are applicable to the Embraer Model ERJ 190-300 airplane. Should Embraer apply at a later date for a change to the type certificate to include [[Page 14119]] 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 certain novel or unusual design features 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, because a delay would significantly affect the certification of the airplane, 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 Embraer Model ERJ 190-300 airplanes. 1. In lieu of compliance with Sec. 25.335(b)(1), if the flight- control system includes functions that act automatically to initiate recovery before the end of the 20-second period specified in Sec. 25.335(b)(1), VD /MD must be determined from the greater of the speeds resulting from special conditions 1(a) and 1(b), below. The speed increase occurring in these maneuvers may be calculated if reliable or conservative aerodynamic data are used. a. From an initial condition of stabilized flight at VC / MC , the airplane is upset so as to take up a new flight path 7.5 degrees below the initial path. Control application, up to full authority, is made to try to maintain this new flight path. Twenty seconds after initiating the upset, manual recovery is made at a load factor of 1.5 g (0.5 g acceleration increment), or such greater load factor that is automatically applied by the system with the pilot's pitch control neutral. Power, as specified in Sec. 25.175(b)(1)(iv), is assumed until recovery is initiated, at which time power reduction and the use of pilot-controlled drag devices may be used. b. From a speed below VC /MC , with power to maintain stabilized level flight at this speed, the airplane is upset so as to accelerate through VC /MC at a flight path 15 degrees below the initial path (or at the steepest nose-down attitude that the system will permit with full control authority if less than 15 degrees). The pilot's controls may be in the neutral position after reaching VC /MC and before recovery is initiated. Recovery may be initiated three seconds after operation of the high-speed warning system by application of a load of 1.5 g (0.5 g acceleration increment), or such greater load factor that is automatically applied by the system with the pilot's pitch control neutral. Power may be reduced simultaneously. All other means of decelerating the airplane, the use of which is authorized up to the highest speed reached in the maneuver, may be used. The interval between successive pilot actions must not be less than one second. 2. The applicant must also demonstrate that the speed margin, established as above, will not be exceeded in inadvertent or gust- induced upsets resulting in initiation of the dive from non-symmetric attitudes, unless the airplane is protected, by the flight-control laws, from getting into non-symmetric upset conditions. The upset maneuvers described in Advisory Circular 25-7C, ``Flight Test Guide for Certification of Transport Category Airplanes,'' section 8, paragraph 32, sub-paragraphs c(3)(a) and (b), may be used to comply with this requirement. 3. The probability of any failure of the high-speed-protection system that would result in an airspeed exceeding those determined by special conditions 1 and 2, above, must be less than 10-5 per flight hour. 4. Failures of the system must be annunciated to the pilots. Airplane flight-manual instructions must be provided that reduce the maximum operating speeds, VMO /MMO . With the system failed, the operating speed must be reduced to a value that maintains a speed margin between VMO /MMO and VD /MD , and that is consistent with showing compliance with Sec. 25.335(b) without the benefit of the high-speed- protection system. 5. Dispatch of the airplane with the high-speed-protection system inoperative could be allowed under an approved minimum equipment list that would require airplane flight-manual instructions to indicate reduced maximum operating speeds, as described in special condition 4, above. In addition, the flight-deck display of the reduced operating speeds, as well as the overspeed warning for exceeding those speeds, must be equivalent to that of the normal airplane with the high-speed- protection system operative. Also, the applicant must show that no additional hazards are introduced with the high-speed-protection system inoperative. Issued in Renton, Washington, on February 7, 2017. Michael Kaszycki, Assistant Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2017-05329 Filed 3-16-17; 8:45 am] BILLING CODE 4910-13-P
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another model incorporating the same load factor that is automatically applied would require airplane flight-manual
novel or unusual design feature, these by the system with the pilot’s pitch instructions to indicate reduced
special conditions would apply to that control neutral. Power, as specified in maximum operating speeds, as
model as well. § 25.175(b)(1)(iv), is assumed until described in special condition 4, above.
recovery is initiated, at which time In addition, the flight-deck display of
Conclusion
power reduction and the use of pilot- the reduced operating speeds, as well as
This action affects only certain novel controlled drag devices may be used. the overspeed warning for exceeding
or unusual design features on one model b. From a speed below VC/MC, with those speeds, must be equivalent to that
of airplane. It is not a rule of general power to maintain stabilized level flight of the normal airplane with the high-
applicability. at this speed, the airplane is upset so as speed-protection system operative. Also,
The substance of these special to accelerate through VC/MC at a flight the applicant must show that no
conditions has been subjected to the path 15 degrees below the initial path additional hazards are introduced with
notice and comment period in several (or at the steepest nose-down attitude the high-speed-protection system
prior instances and has been derived that the system will permit with full inoperative.
without substantive change from those control authority if less than 15 Issued in Renton, Washington, on February
previously issued. It is unlikely that degrees). The pilot’s controls may be in 7, 2017.
prior public comment would result in a the neutral position after reaching VC/ Michael Kaszycki,
significant change from the substance MC and before recovery is initiated. Assistant Manager, Transport Airplane
contained herein. Therefore, because a Recovery may be initiated three seconds Directorate, Aircraft Certification Service.
delay would significantly affect the after operation of the high-speed [FR Doc. 2017–05329 Filed 3–16–17; 8:45 am]
certification of the airplane, the FAA warning system by application of a load
BILLING CODE 4910–13–P
has determined that prior public notice of 1.5 g (0.5 g acceleration increment),
and comment are unnecessary and or such greater load factor that is
impracticable, and good cause exists for automatically applied by the system DEPARTMENT OF TRANSPORTATION
adopting these special conditions upon with the pilot’s pitch control neutral.
publication in the Federal Register. The Power may be reduced simultaneously. Federal Aviation Administration
FAA is requesting comments to allow All other means of decelerating the
interested persons to submit views that airplane, the use of which is authorized 14 CFR Part 25
may not have been submitted in up to the highest speed reached in the
maneuver, may be used. The interval [Docket No. FAA–2016–9401; Special
response to the prior opportunities for
Conditions No. 25–651–SC]
comment described above. between successive pilot actions must
not be less than one second. Special Conditions: Avionics Design
List of Subjects in 14 CFR Part 25 2. The applicant must also Services Ltd., Textron Model 550/S550/
Aircraft, Aviation safety, Reporting demonstrate that the speed margin, 560/560XL Airplanes; Rechargeable
and recordkeeping requirements. established as above, will not be Lithium Batteries and Battery Systems
The authority citation for these exceeded in inadvertent or gust-induced
special conditions is as follows: upsets resulting in initiation of the dive AGENCY: Federal Aviation
Authority: 49 U.S.C. 106(g), 40113, 44701, from non-symmetric attitudes, unless Administration (FAA), DOT.
44702, 44704. the airplane is protected, by the flight- ACTION: Final special conditions; request
control laws, from getting into non- for comments.
The Special Conditions symmetric upset conditions. The upset
Accordingly, pursuant to the maneuvers described in Advisory SUMMARY: These special conditions are
authority delegated to me by the Circular 25–7C, ‘‘Flight Test Guide for issued for the Textron Model 550/S550/
Administrator, the following special Certification of Transport Category 560/560XL airplanes. These airplanes,
conditions are issued as part of the type Airplanes,’’ section 8, paragraph 32, as modified by Avionics Design Services
certification basis for Embraer Model sub-paragraphs c(3)(a) and (b), may be Ltd., will have a novel or unusual
ERJ 190–300 airplanes. used to comply with this requirement. design feature when compared to the
1. In lieu of compliance with 3. The probability of any failure of the state of technology envisioned in the
§ 25.335(b)(1), if the flight-control high-speed-protection system that airworthiness standards for transport-
system includes functions that act would result in an airspeed exceeding category airplanes. This design feature
automatically to initiate recovery before those determined by special conditions is rechargeable lithium batteries and
the end of the 20-second period 1 and 2, above, must be less than 10¥5 battery systems installed in the
specified in § 25.335(b)(1), VD/MD must per flight hour. airplanes. The applicable airworthiness
be determined from the greater of the 4. Failures of the system must be regulations do not contain adequate or
speeds resulting from special conditions annunciated to the pilots. Airplane appropriate safety standards for this
1(a) and 1(b), below. The speed increase flight-manual instructions must be design feature. These special conditions
occurring in these maneuvers may be provided that reduce the maximum contain the additional safety standards
calculated if reliable or conservative operating speeds, VMO/MMO. With the that the Administrator considers
aerodynamic data are used. system failed, the operating speed must necessary to establish a level of safety
a. From an initial condition of be reduced to a value that maintains a equivalent to that established by the
stabilized flight at VC/MC, the airplane speed margin between VMO/MMO and existing airworthiness standards.
is upset so as to take up a new flight VD/MD, and that is consistent with DATES: This action is effective on
mstockstill on DSK3G9T082PROD with RULES
path 7.5 degrees below the initial path. showing compliance with § 25.335(b) Textron on March 17, 2017. We must
Control application, up to full authority, without the benefit of the high-speed- receive your comments by May 1, 2017.
is made to try to maintain this new protection system. ADDRESSES: Send comments identified
flight path. Twenty seconds after 5. Dispatch of the airplane with the by docket number FAA–2016–9401
initiating the upset, manual recovery is high-speed-protection system using any of the following methods:
made at a load factor of 1.5 g (0.5 g inoperative could be allowed under an b Federal eRegulations Portal: Go to
acceleration increment), or such greater approved minimum equipment list that http://www.regulations.gov/and follow
VerDate Sep<11>2014 19:31 Mar 16, 2017 Jkt 241001 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 E:\FR\FM\17MRR1.SGM 17MRR1](https://thefederalregister.org/doc/82_FR_14168/page/3.svg)
Document Created: 2017-03-17 02:48:38
Document Modified: 2017-03-17 02:48:38
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Rules and Regulations | |
| Action | Final special conditions; request for comments. | |
| Dates | This action is effective on Embraer on March 17, 2017. We must receive your comments by May 1, 2017. | |
| Contact | Greg Schneider, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-2116; facsimile 425-227-1320. | |
| FR Citation | 82 FR 14117 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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