82_FR_37961 82 FR 37806 - Special Conditions: Embraer S.A. Model ERJ 190-300 Airplane; Flight Envelope Protection: High Incidence Protection System

82 FR 37806 - Special Conditions: Embraer S.A. Model ERJ 190-300 Airplane; Flight Envelope Protection: High Incidence Protection System

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 82, Issue 155 (August 14, 2017)

Page Range37806-37811
FR Document2017-17072

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-incidence protection function that limits the angle of attack (AOA) at which the airplane can be flown during normal low-speed operation, and that cannot be overridden by the flightcrew. 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 82 Issue 155 (Monday, August 14, 2017) 
[Federal Register Volume 82, Number 155 (Monday, August 14, 2017)]
[Rules and Regulations]
[Pages 37806-37811]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2017-17072]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2017-0316; Special Conditions No. 25-699-SC]


Special Conditions: Embraer S.A. Model ERJ 190-300 Airplane; 
Flight Envelope Protection: High Incidence Protection System

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 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-incidence protection function 
that limits the angle of attack (AOA) at which the airplane can be 
flown during normal low-speed operation, and that cannot be overridden 
by the flightcrew. 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 S.A. on August 14, 2017. We 
must receive your comments by September 28, 2017.

ADDRESSES: Send comments identified by docket number FAA-2017-0316 
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 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/,

[[Page 37807]]

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).
    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: Joe Jacobsen, FAA, Airplane and Flight 
Crew Interface, ANM-111, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2011; facsimile 425-227-1320.

SUPPLEMENTARY INFORMATION: The substance of these special conditions 
has been subject 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.
    In addition, since 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 finds it unnecessary to 
delay the effective date and finds that 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.

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 applied for an amendment to Type 
Certificate No. A57NM to include the new Model ERJ 190-300 airplane. 
The Model ERJ 190-300 airplane, which is a derivative of the Embraer 
Model ERJ 190-100 STD airplane 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 title 14, Code of Federal Regulations (14 
CFR) 21.101, Embraer must show that the Model ERJ 190-300 airplane 
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 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-incidence protection function that limits the angle of 
attack (AOA) at which the airplane can be flown during normal low-speed 
operation, and that cannot be overridden by the flightcrew.

Discussion

    The Model ERJ 190-300 airplane design has a complex, full-digital 
flight-control system, referred to as fly-by-wire (FBW) architecture. 
This FBW architecture provides closed-loop flight-control laws and 
multiple protection functions.
    The Model ERJ 190-300 airplane is equipped with a high-incidence 
protection function that limits the angle of attack (AOA) at which the 
airplane can be flown during normal low-speed operation, and cannot be 
overridden by the flightcrew. The application of this AOA limit impacts 
the stall-speed determination, the stall characteristics and stall-
warning demonstration, and the longitudinal airplane-handling 
characteristics. The high-incidence protection function prevents the 
airplane from stalling at low speeds and, therefore, a stall warning 
system is backed up during normal flight conditions. If the high-
incidence protection function has a failure that is not shown to be 
extremely improbable, stall warning must be provided in a conventional 
manner. Also, the flight characteristics at the AOA for 
VCLmax (AOA at the maximum lift co-efficient and associated 
speed) must be suitable in the traditional sense. Per 14 CFR 21.16, 
therefore, special conditions are needed to address the unique features 
of the high-incidence protection function installed on the Model ERJ 
190-300 airplane.
    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 
Model ERJ 190-300 airplane. Should Embraer 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.

[[Page 37808]]

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplane. It is not a rule of general applicability.

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 the Embraer Model ERJ 190-300 
airplane.

Flight Envelope Protection: High Incidence Protection System

    The current airworthiness standards do not contain adequate safety 
standards for the unique features of the high incidence protection 
system on the Embraer Model ERJ 190-300 airplane. Part I of the 
following special conditions are issued in lieu of the specified 
paragraphs of Sec. Sec.  25.103, 25.145, 25.201, 25.203, 25.207, and 
25.1323 of title 14, Code of Federal Regulations (CFR) or in addition 
to the requirements of Sec.  25.21. Part II are in lieu of the 
specified paragraphs of Sec. Sec.  25.103, 25.105, 25.107, 25.121, 
25.123, 25.125, 25.143, and 25.207 of title 14 CFR.

Special Conditions Part I

Stall Protection and Scheduled Operating Speeds

    The following special conditions are in lieu of Sec. Sec.  25.103, 
25.145(a), 25.145(b)(6), 25.201, 25.203, 25.207, and 25.1323(d) or in 
addition to the requirements of Sec.  25.21.

Foreword

    In the following paragraphs, ``in icing conditions'' means with the 
ice accretions (relative to the relevant flight phase) as defined in 14 
CFR part 25, Amendment 121, appendix C.
1. Definitions
    The following are terms relating to the novel or unusual design 
features these special conditions address:
     High incidence protection system: A system that operates 
directly and automatically on the airplane's flying controls to limit 
the maximum angle of attack that can be attained to a value below that 
at which an aerodynamic stall would occur.
     Alpha-limit: The maximum angle of attack at which the 
airplane stabilizes with the high incidence protection system 
operating, and the longitudinal control held on its aft stop.
     Vmin: The minimum steady flight speed in the airplane 
configuration under consideration with the high incidence protection 
system operating. See Part I, section 3 of these special conditions.
     Vmin1g: Vmin corrected to 1g conditions. See 
Part I, section 3 of these special conditions. It is the minimum 
calibrated airspeed at which the airplane can develop a lift force 
normal to the flight path and equal to its weight when at an angle of 
attack not greater than that determined for Vmin.
2. Capability and Reliability of the High Incidence Protection System
    The capability and reliability of the high incidence protection 
system can be established by flight test, simulation, and analysis as 
appropriate. The capability and reliability required are as follows:
    1. It must not be possible during pilot-induced maneuvers to 
encounter a stall, and handling characteristics must be acceptable, as 
required by section 5 of Part I of these special conditions.
    2. The airplane must be protected against stalling due to the 
effects of wind-shears and gusts at low speeds as required by section 6 
of Part I of these special conditions.
    3. The ability of the high incidence protection system to 
accommodate any reduction in stalling incidence must be verified in 
icing conditions.
    4. The high incidence protection system must be provided in each 
abnormal configuration of the high lift devices that is likely to be 
used in flight following system failures.
    5. The reliability of the system and the effects of failures must 
be acceptable in accordance with Sec.  25.1309.
3. Minimum Steady Flight Speed and Reference Stall Speed
    In lieu of Sec.  25.103, the following requirements apply:
    (a) The minimum steady flight speed, Vmin, is the final 
stabilized calibrated airspeed obtained when the airplane is 
decelerated until the longitudinal control is on its stop in such a way 
that the entry rate does not exceed 1 knot per second.
    (b) The minimum steady flight speed, Vmin, must be 
determined if it is used to determine compliance with a required 
performance standard or other requirements demonstrations in icing or 
non-icing conditions with:
    (1) The high incidence protection system operating normally;
    (2) Idle thrust and automatic thrust system (if applicable) 
inhibited;
    (3) All combinations of flap settings and landing gear position for 
which Vmin is required to be determined;
    (4) The weight used when reference stall speed, VSR, is 
being used as a factor to determine compliance with a required 
performance standard;
    (5) The most unfavorable center of gravity allowable; and
    (6) The airplane trimmed for straight flight at a speed selected by 
the applicant, but not less than 1.13 VSR and not greater 
than 1.3 VSR.
    (c) The 1-g minimum steady flight speed, Vmin1g, is the 
minimum calibrated airspeed at which the airplane can develop a lift 
force (normal to the flight path) equal to its weight, while at an 
angle of attack not greater than that at which the minimum steady 
flight speed of subparagraph (a) was determined. It must be determined 
if it is used to determine compliance with a required performance 
standard or other requirements demonstrations in icing or non-icing 
conditions.
    (d) The reference stall speed, VSR, is a calibrated 
airspeed defined by the applicant. VSR may not be less than 
a 1g stall speed. VSR must be determined in non-icing 
conditions (and as an option, in icing conditions) and expressed as:

[[Page 37809]]

[GRAPHIC] [TIFF OMITTED] TR14AU17.027

    (e) VCLmax is determined with:
    (1) Engines idling, or, if that resultant thrust causes an 
appreciable decrease in stall speed, not more than zero thrust at the 
stall speed;
    (2) The airplane in other respects (such as flaps, landing gear, 
and ice accretions) in the condition existing in the test or 
performance standard in which VSR is being used;
    (3) The weight used when VSR is being used as a factor 
to determine compliance with a required performance standard;
    (4) The center of gravity position that results in the highest 
value of reference stall speed;
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system, but not less than 1.13 VSR and 
not greater than 1.3 VSR; and
    (6) The high incidence protection system adjusted or disabled, at 
the option of the applicant, to allow higher incidence than is possible 
with the normal production system.
    (7) Starting from the stabilized trim condition, apply the 
longitudinal control to decelerate the airplane so that the speed 
reduction does not exceed 1 knot per second.
4. Stall Warning
    In lieu of Sec.  25.207, the following requirements apply:
4.1 Normal Operation
    If the capability requirements of the high incidence protection 
system are successfully demostrated, then the conditions of section 2, 
``Capability and Reliability of the High Incidence Protection System,'' 
are satisfied. These conditions provide safety equivalent to Sec.  
25.207, Stall warning, so the provision of an additional, unique 
warning device is not required.
4.2 High Incidence Protection System Failure
    Following failures of the high incidence protection system, not 
shown to be extremely improbable, such that the capability of the 
system no longer satisfies items (1), (2), and (3) of section 2, 
``Capability and Reliability of the High Incidence Protection System,'' 
stall warning must be provided and must protect against encountering 
unacceptable stall characteristics and against encountering stall.
    (a) Stall warning with the flaps and landing gear in any normal 
position must be clear and distinctive to the pilot and meet the 
requirements specified in paragraphs (d) and (e) below.
    (b) Stall warning must also be provided in each abnormal 
configuration of the high lift devices that is likely to be used in 
flight following system failures.
    (c) The warning may be furnished either through the inherent 
aerodynamic qualities of the airplane or by a device that will give 
clearly distinguishable indications under expected conditions of 
flight. However, a visual stall warning device that requires the 
attention of the crew within the cockpit is not acceptable by itself. 
If a warning device is used, it must provide a warning in each of the 
airplane configurations prescribed in paragraph (a) above and for the 
conditions prescribed in paragraphs (d) and (e) below.
    (d) In non-icing conditions stall warning must provide sufficient 
margin to prevent encountering unacceptable stall characteristics and 
encountering stall in the following conditions:
    (1) In power off (engine power or thrust at flight idle) straight 
deceleration not exceeding 1 knot per second to a speed 5 knots or 5 
percent calibrated airspeed, whichever is greater, below the warning 
onset.
    (2) In turning flight stall deceleration at entry rates up to 3 
knots per second when recovery is initiated not less than 1 second 
after the warning onset.
    (e) In icing conditions stall warning must provide sufficient 
margin to prevent encountering unacceptable characteristics and 
encountering stall, in power-off (engine power or thrust at flight 
idle) straight and turning flight decelerations not exceeding 1 knot 
per

[[Page 37810]]

second, when the pilot starts a recovery maneuver not less than three 
seconds after the onset of stall warning.
    (f) An airplane is considered stalled when the behavior of the 
airplane gives the pilot a clear and distinctive indication of an 
acceptable nature that the airplane is stalled. Acceptable indications 
of a stall, occurring either individually or in combination are:
    (1) A nose-down pitch that cannot be readily arrested;
    (2) Buffeting, of a magnitude and severity that is strong and 
effective deterrent to further speed reduction; or
    (3) The pitch control reaches the aft stop and no further increase 
in pitch attitude occurs when the control is held full aft for a short 
time before recovery is initiated.
    (g) An aircraft exhibits unacceptable characteristics during 
straight or turning flight decelerations if it is not always possible 
to produce and to correct roll and yaw by unreversed use of aileron and 
rudder controls, or abnormal nose-up pitching occurs.
5. Handling Characteristics at High Incidence
    In lieu of Sec. Sec.  25.201 and 25.203, the following requirements 
apply:
5.1 High Incidence Handling Demonstration
    In lieu of Sec.  25.201:
    (a) Maneuvers to the limit of the longitudinal control, in the 
nose-up pitch, must be demonstrated in straight flight and in 30[deg] 
banked turns with:
    (1) The high incidence protection system operating normally;
    (2) Initial power conditions of:
    i. Power off (engine power or thrust at flight idle); and
    ii. The power necessary to maintain level flight at 1.5 
VSR1, where VSR1 is the reference stall speed 
with flaps in approach position, the landing gear retracted, and 
maximum landing weight;
    (3) Flaps, landing gear, and deceleration devices in any likely 
combination of positions;
    (4) Representative weights within the range for which certification 
is requested; and
    (5) The airplane trimmed for straight flight at a speed selected by 
the applicant, but not less than 1.13 V SR and not greater than 1.3 
VSR.
    (b) The following procedures must be used to show compliance in 
non-icing and icing conditions:
    (1) Starting at a speed sufficiently above the minimum steady 
flight speed to ensure that a steady rate of speed reduction can be 
established, apply the longitudinal control so that the speed reduction 
does not exceed 1 knot per second until the control reaches the stop;
    (2) The longitudinal control must be maintained at the stop until 
the airplane has reached a stabilized flight condition and must then be 
recovered by normal recovery techniques;
    (3) Maneuvers with increased deceleration rates:
    (i) In non-icing conditions, the requirements must also be met with 
increased rates of entry to the incidence limit, up to the maximum 
practical entry rate; and
    (ii) In icing conditions, with the anti-ice system working 
normally, the requirements must also be met with increased rates of 
entry to the incidence limit, up to 3 knots per second; and
    (4) Maneuver with ice accretion prior to operation of the normal 
anti-ice system. With the ice accretion prior to operation of the 
normal anti-ice system, the requirements must also be met in 
deceleration at 1 knot per second. The deceleration must be continued 
until one second after the activation of the tactile stall warning 
system or three seconds after reaching full back stick, whichever 
occurs first. A primary ice detection system must automatically 
activate the ice protection.
5.2 Characteristics in High Incidence Maneuvers
    In lieu of Sec.  25.203:
    In icing and non-icing conditions:
    (a) Throughout maneuvers with a rate of deceleration of not more 
than 1 knot per second, both in straight flight and in 30[deg] banked 
turns, the airplane's characteristics must be as follows:
    (1) There must not be any abnormal nose-up pitching.
    (2) There must not be any uncommanded nose-down pitching, which 
would be indicative of stall. However, reasonable attitude changes 
associated with stabilizing the incidence at Alpha limit as the 
longitudinal control reaches the stop would be acceptable.
    (3) There must not be any uncommanded lateral or directional motion 
and the pilot must retain good lateral and directional control, by 
conventional use of the controls, throughout the maneuver.
    (4) The airplane must not exhibit buffeting of a magnitude and 
severity that would act as a deterrent from completing the maneuver 
specified in paragraph 5.1(a).
    (b) In maneuvers with increased rates of deceleration, some 
degradation of characteristics is acceptable, associated with a 
transient excursion beyond the stabilized Alpha limit. However, the 
airplane must not exhibit dangerous characteristics or characteristics 
that would deter the pilot from holding the longitudinal control on the 
stop for a period of time appropriate to the maneuver.
    (c) It must always be possible to reduce incidence by conventional 
use of the controls.
    (d) The rate at which the airplane can be maneuvered from trim 
speeds associated with scheduled operating speeds such as V2 
and VREF up to Alpha limit must not be unduly damped or be 
significantly slower than can be achieved on conventionally controlled 
transport airplanes.
5.3 Characteristics Up to Maximum Lift Angle of Attack
    Also in lieu of Sec.  25.201:
    (a) In non-icing conditions:
    Maneuvers with a rate of deceleration of not more than 1 knot per 
second up to the angle of attack at which VCLmax was 
obtained as defined in section 3, ``Minimum Steady Flight Speed and 
Reference Stall Speed,'' must be demonstrated in straight flight and in 
30[deg] banked turns in the following configurations:
    (1) The high incidence protection deactivated or adjusted, at the 
option of the applicant, to allow higher incidence than is possible 
with the normal production system;
    (2) Automatic thrust increase system inhibited (if applicable);
    (3) Engines idling;
    (4) Flaps and landing gear in any likely combination of positions; 
and
    (5) The airplane trimmed for straight flight at a speed selected by 
the applicant, but not less than 1.13 VSR and not greater 
than 1.3 VSR.
    (b) In icing conditions:
    Maneuvers with a rate of deceleration of not more than 1 knot per 
second up to the maximum angle of attack reached during maneuvers from 
paragraph 5.1(b)(3)(ii) must be demonstrated in straight flight with:
    (1) The high incidence protection deactivated or adjusted, at the 
option of the applicant, to allow higher incidence than is possible 
with the normal production system;
    (2) Automatic thrust increase system inhibited (if applicable);
    (3) Engines idling;
    (4) Flaps and landing gear in any likely combination of positions, 
and
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    (c) During the maneuvers used to show compliance with paragraphs 
(a) and (b) above, the airplane must not exhibit dangerous 
characteristics, and it

[[Page 37811]]

must always be possible to reduce angle of attack by conventional use 
of the controls. The pilot must retain good lateral and directional 
control, by conventional use of the controls, throughout the maneuver.
6. Atmospheric Disturbances
    Operation of the high incidence protection system must not 
adversely affect aircraft control during expected levels of atmospheric 
disturbances, nor impede the application of recovery procedures in case 
of wind-shear. This must be demonstrated in non-icing and icing 
conditions.
7. Proof of Compliance
    In addition to the requirements of Sec.  25.21, the following 
requirement applies:
    (b) The flying qualities must be evaluated at the most unfavorable 
center-of-gravity position.
8. Sections 25.145(a), 25.145(b)(6), and 25.1323(d)
    The following requirements apply:
     For Sec.  25.145(a), add ``Vmin'' in lieu of 
``stall identification.''
     For Sec.  25.145(b)(6), and ``Vmin'' in lieu of 
``VSW.''
     For Sec.  25.1323(d), add ``From 1.23 VSR to 
Vmin . . .,'' in lieu of, ``1.23 VSR to the speed 
at which stall warning begins . . .,'' and, ``. . . speeds below 
Vmin . . .'' in lieu of, ``. . . speeds below stall 
warning.''

Special Conditions Part II

Credit for Robust Envelope Protection in Icing Conditions

    The following special conditions are in lieu of the specified 
paragraphs of Sec. Sec.  25.103, 25.105, 25.107, 25.121, 25.123, 
25.125, 25.143, and 25.207.
    1. Define the stall speed as provided in these special conditions, 
Part I, in lieu of Sec.  25.103.
    2. In lieu of Sec.  25.105(a)(2)(i), the following requirement 
applies:
    (i) The V2 speed scheduled in non-icing conditions does 
not provide the maneuvering capability specified in Sec.  25.143(h) for 
the takeoff configuration, or
    3. In lieu of Sec.  25.107(c) and (g), the following requirements 
apply, with additional sections (c') and (g'):
    Takeoff speeds:
    (c) In non-icing conditions V2, in terms of calibrated 
airspeed, must be selected by the applicant to provide at least the 
gradient of climb required by Sec.  25.121(b) but may not be less 
than--
    (1) V2MIN;
    (2) VR plus the speed increment attained (in accordance 
with Sec.  25.111(c)(2)) before reaching a height of 35 feet above the 
takeoff surface; and
    (3) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (c') In icing conditions with the ``takeoff ice'' accretion defined 
in part 25, appendix C, V2 may not be less than--
    (1) The V2 speed determined in non-icing conditions; and
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (g) In non-icing conditions, VFTO, in terms of 
calibrated airspeed, must be selected by the applicant to provide at 
least the gradient of climb required by Sec.  25.121(c), but may not be 
less than--
    (1) 1.18 VSR; and
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (g') In icing conditions with the ``final takeoff ice'' accretion 
defined in part 25, appendix C, VFTO, may not be less than--
    (1) The VFTO speed determined in non-icing conditions.
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    4. In lieu of Sec. Sec.  25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), 
and 25.121(d)(2)(ii), the following requirements apply:
    In lieu of Sec.  25.121(b)(2)(ii)(A):
    (A) The V2 speed scheduled in non-icing conditions does 
not provide the maneuvering capability specified in Sec.  25.143(h) for 
the takeoff configuration; or
    In lieu of Sec.  25.121(c)(2)(ii)(A):
    (A) The VFTO speed scheduled in non-icing conditions 
does not provide the maneuvering capability specified in Sec.  
25.143(h) for the en-route configuration; or
    In lieu of Sec.  25.121(d)(2)(ii):
    (d)(2) The requirements of subparagraph (d)(1) of this paragraph 
must be met: (ii) In icing conditions with the approach ice accretion 
defined in appendix C, in a configuration corresponding to the normal 
all-engines-operating procedure in which Vmin1g for this 
configuration does not exceed 110% of the Vmin1g for the 
related all-engines-operating landing configuration in icing, with a 
climb speed established with normal landing procedures, but not more 
than 1.4 VSR (VSR determined in non-icing 
conditions).
    5. In lieu of Sec.  25.123(b)(2)(i), the following requirements 
apply:
    (i) The minimum en-route speed scheduled in non-icing conditions 
does not provide the maneuvering capability specified in Sec.  
25.143(h) for the en-route configuration, or
    6. In lieu of Sec. Sec.  25.125(b)(2)(ii)(B) and 
25.125(b)(2)(ii)(C), the following requirements apply:
    (B) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h) with the landing ice accretion defined in part 25, 
appendix C.
    (C) 1.17 Vmin1g.
    7. In lieu of Sec.  25.143(j)(1), the following requirement 
applies:
    (1) The airplane is controllable in a pull-up maneuver up to 1.5 g 
load factor or lower if limited by angle of attack protection; and
    8. In lieu of Sec.  25.207, Stall warning, to read as the 
requirements defined in these special conditions Part I, Section 4.

    Issued in Renton, Washington, on July 31, 2017.
Victor Wicklund,
Manager, Transport Standards Branch, Aircraft Certification Service.
[FR Doc. 2017-17072 Filed 8-11-17; 8:45 am]
 BILLING CODE 4910-13-P

37806 Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations same novel or unusual design feature, Applicability DEPARTMENT OF TRANSPORTATION these special conditions would also apply to the other model under § 21.101. As discussed above, these special Federal Aviation Administration In addition to the applicable conditions are applicable to Beechcraft airworthiness regulations and special Model 400A airplanes modified by 14 CFR Part 25 conditions, the Beechcraft Model 400A Garmin. Should Garmin apply at a later [Docket No. FAA–2017–0316; Special airplanes must comply with the fuel- date for a supplemental type certificate Conditions No. 25–699–SC] vent and exhaust-emission requirements to incorporate the same novel or of 14 CFR part 34, and the noise- unusual design feature for any other Special Conditions: Embraer S.A. certification requirements of 14 CFR model included on the same type Model ERJ 190–300 Airplane; Flight part 36. certificate, these special conditions Envelope Protection: High Incidence The FAA issues special conditions, as would apply to that model as well. Protection System defined in 14 CFR 11.19, in accordance AGENCY: Federal Aviation Conclusion with § 11.38, and they become part of Administration (FAA), DOT. the type certification basis under This action affects only a certain ACTION: Final special conditions; request § 21.101. novel or unusual design feature on one for comments. Novel or Unusual Design Features model of airplane. It is not a rule of general applicability and affects only SUMMARY: These special conditions are The Beechcraft Model 400A airplanes, issued for the Embraer S.A. (Embraer) the applicant who applied to the FAA as modified by Garmin, will incorporate Model ERJ 190–300 airplane. This for approval of this feature on the the following novel or unusual design airplane will have a novel or unusual airplane. feature: design feature when compared to the Installation of the Garmin G5000 List of Subjects in 14 CFR Part 25 state of technology envisioned in the satellite-based navigation system into airworthiness standards for transport- the airplanes. Aircraft, Aviation safety, Reporting category airplanes. This design feature and recordkeeping requirements. is a high-incidence protection function Discussion The authority citation for these that limits the angle of attack (AOA) at The Garmin G5000 satellite-based special conditions is as follows: which the airplane can be flown during navigation-system design, installed in normal low-speed operation, and that Beechcraft Model 400A airplanes, Authority: 49 U.S.C. 106(g), 40113, 44701, cannot be overridden by the flightcrew. introduces the potential for 44702, 44704. The applicable airworthiness unauthorized persons, accessing the The Special Conditions regulations do not contain adequate or passenger-services domain, to access the appropriate safety standards for this airplane-control domain and airplane Accordingly, pursuant to the design feature. These special conditions information-services domain; and authority delegated to me by the contain the additional safety standards further may introduce security Administrator, the following special that the Administrator considers vulnerabilities related to the conditions are issued as part of the type necessary to establish a level of safety introduction of viruses, worms, user certification basis for Beechcraft Model equivalent to that established by the errors, and intentional sabotage of 400A airplanes modified by Garmin. existing airworthiness standards. airplane networks, systems, and DATES: This action is effective on databases. 1. The applicant must ensure that the design provides isolation from, or Embraer S.A. on August 14, 2017. We The operating systems for current must receive your comments by airplane systems usually are airplane electronic-system security protection against, access by September 28, 2017. proprietary. Therefore, they are not as ADDRESSES: Send comments identified susceptible to corruption from worms, unauthorized sources internal to the airplane. The design must prevent by docket number FAA–2017–0316 viruses, and other malicious actions as using any of the following methods: are more widely used commercial inadvertent and malicious changes to, • Federal eRegulations Portal: Go to operating systems, such as Microsoft and all adverse impacts upon, airplane http://www.regulations.gov/and follow Windows, because access to the design equipment, systems, networks, or other the online instructions for sending your details of these proprietary operating assets required for safe flight and comments electronically. systems is limited to the system operations. • Mail: Send comments to Docket developer and airplane integrator. Some 2. The applicant must establish Operations, M–30, U.S. Department of systems installed on the Beechcraft appropriate procedures to allow the Transportation (DOT), 1200 New Jersey Model 400A airplanes will use operator to ensure that continued Avenue SE., Room W12–140, West operating systems that are widely used airworthiness of the airplane is Building Ground Floor, Washington, DC and commercially available from third- maintained, including all post-type- 20590–0001. party software suppliers. The security certification modifications that may • Hand Delivery or Courier: Take vulnerabilities of these operating comments to Docket Operations in have an impact on the approved systems may be more widely known Room W12–140 of the West Building than proprietary operating systems electronic-system security safeguards. Ground Floor at 1200 New Jersey currently used by avionics Issued in Renton, Washington, on July 31, Avenue SE., Washington, DC, between 9 sradovich on DSK3GMQ082PROD with RULES manufacturers. 2017. a.m. and 5 p.m., Monday through These special conditions contain the Victor Wicklund, Friday, except Federal holidays. additional safety standards that the Manager, Transport Standards Branch, • Fax: Fax comments to Docket Administrator considers necessary to Aircraft Certification Service. Operations at 202–493–2251. establish a level of safety equivalent to [FR Doc. 2017–17071 Filed 8–11–17; 8:45 am] Privacy: The FAA will post all that established by the existing BILLING CODE 4910–13–P comments it receives, without change, airworthiness standards. to http://www.regulations.gov/, VerDate Sep<11>2014 15:51 Aug 11, 2017 Jkt 241001 PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 E:\FR\FM\14AUR1.SGM 14AUR1

Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations 37807 including any personal information the recommended change, and include the type certification basis under commenter provides. Using the search supporting data. § 21.101. function of the docket Web site, anyone We will consider all comments we receive by the closing date for Novel or Unusual Design Features can find and read the electronic form of all comments received into any FAA comments. We may change these special The Embraer Model ERJ 190–300 docket, including the name of the conditions based on the comments we airplane will incorporate the following individual sending the comment (or receive. novel or unusual design feature: signing the comment for an association, Background A high-incidence protection function business, labor union, etc.). DOT’s that limits the angle of attack (AOA) at complete Privacy Act Statement can be On September 13, 2013, Embraer which the airplane can be flown during found in the Federal Register published applied for an amendment to Type normal low-speed operation, and that on April 11, 2000 (65 FR 19477–19478). Certificate No. A57NM to include the cannot be overridden by the flightcrew. Docket: Background documents or new Model ERJ 190–300 airplane. The comments received may be read at Model ERJ 190–300 airplane, which is a Discussion http://www.regulations.gov/ at any time. derivative of the Embraer Model ERJ The Model ERJ 190–300 airplane Follow the online instructions for 190–100 STD airplane currently design has a complex, full-digital flight- accessing the docket or go to Docket approved under Type Certificate No. control system, referred to as fly-by-wire Operations in Room W12–140 of the A57NM, is a 97- to 114-passenger (FBW) architecture. This FBW West Building Ground Floor at 1200 transport-category airplane, designed architecture provides closed-loop flight- New Jersey Avenue SE., Washington, with a new wing with a high aspect control laws and multiple protection DC, between 9 a.m. and 5 p.m., Monday ratio and raked wingtip, and a new functions. through Friday, except Federal holidays. electrical-distribution system. The The Model ERJ 190–300 airplane is FOR FURTHER INFORMATION CONTACT: Joe maximum take-off weight is 124,340 lbs equipped with a high-incidence Jacobsen, FAA, Airplane and Flight (56,400 kg). protection function that limits the angle Crew Interface, ANM–111, Transport Type Certification Basis of attack (AOA) at which the airplane Airplane Directorate, Aircraft Under the provisions of title 14, Code can be flown during normal low-speed Certification Service, 1601 Lind Avenue of Federal Regulations (14 CFR) 21.101, operation, and cannot be overridden by SW., Renton, Washington 98057–3356; Embraer must show that the Model ERJ the flightcrew. The application of this telephone 425–227–2011; facsimile 190–300 airplane meets the applicable AOA limit impacts the stall-speed 425–227–1320. provisions of the regulations listed in determination, the stall characteristics SUPPLEMENTARY INFORMATION: The Type Certificate No. A57NM, or the and stall-warning demonstration, and substance of these special conditions applicable regulations in effect on the the longitudinal airplane-handling has been subject to the notice and date of application for the change, characteristics. The high-incidence comment period in several prior except for earlier amendments as agreed protection function prevents the instances and has been derived without upon by the FAA. airplane from stalling at low speeds and, substantive change from those If the Administrator finds that the therefore, a stall warning system is previously issued. It is unlikely that applicable airworthiness regulations backed up during normal flight prior public comment would result in a (i.e., 14 CFR part 25) do not contain conditions. If the high-incidence significant change from the substance adequate or appropriate safety standards protection function has a failure that is contained herein. Therefore, because a for the Model ERJ 190–300 airplane not shown to be extremely improbable, delay would significantly affect the because of a novel or unusual design stall warning must be provided in a certification of the airplane, the FAA feature, special conditions are conventional manner. Also, the flight has determined that prior public notice prescribed under the provisions of characteristics at the AOA for VCLmax and comment are unnecessary and § 21.16. (AOA at the maximum lift co-efficient impracticable. Special conditions are initially and associated speed) must be suitable In addition, since the substance of applicable to the model for which they in the traditional sense. Per 14 CFR these special conditions has been are issued. Should the type certificate 21.16, therefore, special conditions are subject to the public comment process for that model be amended later to needed to address the unique features of in several prior instances with no include any other model that the high-incidence protection function substantive comments received, the incorporates the same novel or unusual installed on the Model ERJ 190–300 FAA finds it unnecessary to delay the design feature, or should any other airplane. effective date and finds that good cause model already included on the same These special conditions contain the exists for adopting these special type certificate be modified to additional safety standards that the conditions upon publication in the incorporate the same novel or unusual Administrator considers necessary to Federal Register. design feature, these special conditions establish a level of safety equivalent to The FAA is requesting comments to would also apply to the other model that established by the existing allow interested persons to submit under § 21.101. airworthiness standards. views that may not have been submitted In addition to the applicable Applicability in response to the prior opportunities airworthiness regulations and special for comment described above. conditions, the Embraer Model ERJ 190– As discussed above, these special 300 airplane must comply with the fuel- conditions are applicable to the Model sradovich on DSK3GMQ082PROD with RULES Comments Invited ERJ 190–300 airplane. Should Embraer vent and exhaust-emission requirements We invite interested people to take of 14 CFR part 34, and the noise- apply at a later date for a change to the part in this rulemaking by sending certification requirements of 14 CFR type certificate to include another written comments, data, or views. The part 36. model incorporating the same novel or most helpful comments reference a The FAA issues special conditions, as unusual design feature, these special specific portion of the special defined in 14 CFR 11.19, in accordance conditions would apply to that model as conditions, explain the reason for any with § 11.38, and they become part of well. VerDate Sep<11>2014 15:51 Aug 11, 2017 Jkt 241001 PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 E:\FR\FM\14AUR1.SGM 14AUR1

37808 Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations Conclusion 1. Definitions 5. The reliability of the system and The following are terms relating to the the effects of failures must be acceptable This action affects only certain novel in accordance with § 25.1309. or unusual design features on one model novel or unusual design features these of airplane. It is not a rule of general special conditions address: 3. Minimum Steady Flight Speed and applicability. • High incidence protection system: A Reference Stall Speed system that operates directly and List of Subjects in 14 CFR Part 25 automatically on the airplane’s flying In lieu of § 25.103, the following controls to limit the maximum angle of requirements apply: Aircraft, Aviation safety, Reporting (a) The minimum steady flight speed, attack that can be attained to a value and recordkeeping requirements. below that at which an aerodynamic Vmin, is the final stabilized calibrated The authority citation for these stall would occur. airspeed obtained when the airplane is special conditions is as follows: • Alpha-limit: The maximum angle of decelerated until the longitudinal attack at which the airplane stabilizes control is on its stop in such a way that Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. with the high incidence protection the entry rate does not exceed 1 knot per system operating, and the longitudinal second. The Special Conditions control held on its aft stop. (b) The minimum steady flight speed, • Vmin: The minimum steady flight Vmin, must be determined if it is used to Accordingly, pursuant to the speed in the airplane configuration determine compliance with a required authority delegated to me by the under consideration with the high performance standard or other Administrator, the following special incidence protection system operating. requirements demonstrations in icing or conditions are issued as part of the type See Part I, section 3 of these special non-icing conditions with: certification basis for the Embraer conditions. (1) The high incidence protection Model ERJ 190–300 airplane. • Vmin1g: Vmin corrected to 1g system operating normally; Flight Envelope Protection: High conditions. See Part I, section 3 of these (2) Idle thrust and automatic thrust Incidence Protection System special conditions. It is the minimum system (if applicable) inhibited; calibrated airspeed at which the (3) All combinations of flap settings The current airworthiness standards airplane can develop a lift force normal and landing gear position for which Vmin do not contain adequate safety to the flight path and equal to its weight is required to be determined; standards for the unique features of the when at an angle of attack not greater (4) The weight used when reference high incidence protection system on the than that determined for Vmin. stall speed, VSR, is being used as a factor Embraer Model ERJ 190–300 airplane. 2. Capability and Reliability of the High to determine compliance with a Part I of the following special conditions Incidence Protection System required performance standard; are issued in lieu of the specified (5) The most unfavorable center of paragraphs of §§ 25.103, 25.145, 25.201, The capability and reliability of the gravity allowable; and 25.203, 25.207, and 25.1323 of title 14, high incidence protection system can be Code of Federal Regulations (CFR) or in established by flight test, simulation, (6) The airplane trimmed for straight addition to the requirements of § 25.21. and analysis as appropriate. The flight at a speed selected by the Part II are in lieu of the specified capability and reliability required are as applicant, but not less than 1.13 VSR and paragraphs of §§ 25.103, 25.105, 25.107, follows: not greater than 1.3 VSR. 25.121, 25.123, 25.125, 25.143, and 1. It must not be possible during pilot- (c) The 1-g minimum steady flight 25.207 of title 14 CFR. induced maneuvers to encounter a stall, speed, Vmin1g, is the minimum and handling characteristics must be calibrated airspeed at which the Special Conditions Part I acceptable, as required by section 5 of airplane can develop a lift force (normal Stall Protection and Scheduled Part I of these special conditions. to the flight path) equal to its weight, Operating Speeds 2. The airplane must be protected while at an angle of attack not greater against stalling due to the effects of than that at which the minimum steady The following special conditions are wind-shears and gusts at low speeds as flight speed of subparagraph (a) was in lieu of §§ 25.103, 25.145(a), required by section 6 of Part I of these determined. It must be determined if it 25.145(b)(6), 25.201, 25.203, 25.207, and special conditions. is used to determine compliance with a 25.1323(d) or in addition to the 3. The ability of the high incidence required performance standard or other requirements of § 25.21. protection system to accommodate any requirements demonstrations in icing or Foreword reduction in stalling incidence must be non-icing conditions. verified in icing conditions. (d) The reference stall speed, VSR, is In the following paragraphs, ‘‘in icing 4. The high incidence protection a calibrated airspeed defined by the conditions’’ means with the ice system must be provided in each applicant. VSR may not be less than a 1g accretions (relative to the relevant flight abnormal configuration of the high lift stall speed. VSR must be determined in phase) as defined in 14 CFR part 25, devices that is likely to be used in flight non-icing conditions (and as an option, Amendment 121, appendix C. following system failures. in icing conditions) and expressed as: sradovich on DSK3GMQ082PROD with RULES VerDate Sep<11>2014 15:51 Aug 11, 2017 Jkt 241001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 E:\FR\FM\14AUR1.SGM 14AUR1

Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations 37809 (e) VCLmax is determined with: 4.1 Normal Operation (c) The warning may be furnished (1) Engines idling, or, if that resultant either through the inherent aerodynamic If the capability requirements of the qualities of the airplane or by a device thrust causes an appreciable decrease in high incidence protection system are that will give clearly distinguishable stall speed, not more than zero thrust at successfully demostrated, then the indications under expected conditions the stall speed; conditions of section 2, ‘‘Capability and of flight. However, a visual stall warning (2) The airplane in other respects Reliability of the High Incidence device that requires the attention of the (such as flaps, landing gear, and ice Protection System,’’ are satisfied. These crew within the cockpit is not accretions) in the condition existing in conditions provide safety equivalent to acceptable by itself. If a warning device the test or performance standard in § 25.207, Stall warning, so the provision is used, it must provide a warning in which VSR is being used; of an additional, unique warning device each of the airplane configurations (3) The weight used when VSR is is not required. prescribed in paragraph (a) above and being used as a factor to determine compliance with a required 4.2 High Incidence Protection System for the conditions prescribed in performance standard; Failure paragraphs (d) and (e) below. (4) The center of gravity position that (d) In non-icing conditions stall results in the highest value of reference Following failures of the high warning must provide sufficient margin stall speed; incidence protection system, not shown to prevent encountering unacceptable (5) The airplane trimmed for straight to be extremely improbable, such that stall characteristics and encountering flight at a speed achievable by the the capability of the system no longer stall in the following conditions: automatic trim system, but not less than satisfies items (1), (2), and (3) of section (1) In power off (engine power or 1.13 VSR and not greater than 1.3 VSR; 2, ‘‘Capability and Reliability of the thrust at flight idle) straight deceleration and High Incidence Protection System,’’ stall not exceeding 1 knot per second to a (6) The high incidence protection warning must be provided and must speed 5 knots or 5 percent calibrated system adjusted or disabled, at the protect against encountering airspeed, whichever is greater, below option of the applicant, to allow higher unacceptable stall characteristics and the warning onset. incidence than is possible with the against encountering stall. (2) In turning flight stall deceleration normal production system. (a) Stall warning with the flaps and at entry rates up to 3 knots per second (7) Starting from the stabilized trim landing gear in any normal position when recovery is initiated not less than condition, apply the longitudinal must be clear and distinctive to the pilot 1 second after the warning onset. sradovich on DSK3GMQ082PROD with RULES control to decelerate the airplane so that and meet the requirements specified in (e) In icing conditions stall warning the speed reduction does not exceed 1 paragraphs (d) and (e) below. must provide sufficient margin to knot per second. (b) Stall warning must also be prevent encountering unacceptable provided in each abnormal characteristics and encountering stall, in 4. Stall Warning configuration of the high lift devices power-off (engine power or thrust at In lieu of § 25.207, the following that is likely to be used in flight flight idle) straight and turning flight ER14AU17.027</GPH> requirements apply: following system failures. decelerations not exceeding 1 knot per VerDate Sep<11>2014 15:51 Aug 11, 2017 Jkt 241001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\14AUR1.SGM 14AUR1

37810 Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations second, when the pilot starts a recovery reduction does not exceed 1 knot per airplane must not exhibit dangerous maneuver not less than three seconds second until the control reaches the characteristics or characteristics that after the onset of stall warning. stop; would deter the pilot from holding the (f) An airplane is considered stalled (2) The longitudinal control must be longitudinal control on the stop for a when the behavior of the airplane gives maintained at the stop until the airplane period of time appropriate to the the pilot a clear and distinctive has reached a stabilized flight condition maneuver. indication of an acceptable nature that and must then be recovered by normal (c) It must always be possible to the airplane is stalled. Acceptable recovery techniques; reduce incidence by conventional use of indications of a stall, occurring either (3) Maneuvers with increased the controls. individually or in combination are: deceleration rates: (d) The rate at which the airplane can (1) A nose-down pitch that cannot be (i) In non-icing conditions, the be maneuvered from trim speeds readily arrested; requirements must also be met with associated with scheduled operating (2) Buffeting, of a magnitude and increased rates of entry to the incidence speeds such as V2 and VREF up to Alpha severity that is strong and effective limit, up to the maximum practical limit must not be unduly damped or be deterrent to further speed reduction; or entry rate; and significantly slower than can be (3) The pitch control reaches the aft (ii) In icing conditions, with the anti- achieved on conventionally controlled stop and no further increase in pitch ice system working normally, the transport airplanes. attitude occurs when the control is held requirements must also be met with full aft for a short time before recovery increased rates of entry to the incidence 5.3 Characteristics Up to Maximum is initiated. limit, up to 3 knots per second; and Lift Angle of Attack (g) An aircraft exhibits unacceptable (4) Maneuver with ice accretion prior Also in lieu of § 25.201: characteristics during straight or turning to operation of the normal anti-ice (a) In non-icing conditions: flight decelerations if it is not always system. With the ice accretion prior to Maneuvers with a rate of deceleration possible to produce and to correct roll operation of the normal anti-ice system, of not more than 1 knot per second up and yaw by unreversed use of aileron the requirements must also be met in to the angle of attack at which VCLmax and rudder controls, or abnormal nose- deceleration at 1 knot per second. The was obtained as defined in section 3, up pitching occurs. deceleration must be continued until ‘‘Minimum Steady Flight Speed and one second after the activation of the Reference Stall Speed,’’ must be 5. Handling Characteristics at High tactile stall warning system or three demonstrated in straight flight and in Incidence seconds after reaching full back stick, 30° banked turns in the following In lieu of §§ 25.201 and 25.203, the whichever occurs first. A primary ice configurations: following requirements apply: detection system must automatically (1) The high incidence protection activate the ice protection. deactivated or adjusted, at the option of 5.1 High Incidence Handling the applicant, to allow higher incidence Demonstration 5.2 Characteristics in High Incidence than is possible with the normal In lieu of § 25.201: Maneuvers production system; (a) Maneuvers to the limit of the In lieu of § 25.203: (2) Automatic thrust increase system longitudinal control, in the nose-up In icing and non-icing conditions: inhibited (if applicable); pitch, must be demonstrated in straight (a) Throughout maneuvers with a rate (3) Engines idling; flight and in 30° banked turns with: of deceleration of not more than 1 knot (4) Flaps and landing gear in any (1) The high incidence protection per second, both in straight flight and in likely combination of positions; and system operating normally; 30° banked turns, the airplane’s (5) The airplane trimmed for straight (2) Initial power conditions of: characteristics must be as follows: flight at a speed selected by the i. Power off (engine power or thrust at (1) There must not be any abnormal applicant, but not less than 1.13 VSR and flight idle); and nose-up pitching. not greater than 1.3 VSR. ii. The power necessary to maintain (2) There must not be any (b) In icing conditions: level flight at 1.5 VSR1, where VSR1 is the uncommanded nose-down pitching, Maneuvers with a rate of deceleration reference stall speed with flaps in which would be indicative of stall. of not more than 1 knot per second up approach position, the landing gear However, reasonable attitude changes to the maximum angle of attack reached retracted, and maximum landing associated with stabilizing the incidence during maneuvers from paragraph weight; at Alpha limit as the longitudinal 5.1(b)(3)(ii) must be demonstrated in (3) Flaps, landing gear, and control reaches the stop would be straight flight with: deceleration devices in any likely acceptable. (1) The high incidence protection combination of positions; (3) There must not be any deactivated or adjusted, at the option of (4) Representative weights within the uncommanded lateral or directional the applicant, to allow higher incidence range for which certification is motion and the pilot must retain good than is possible with the normal requested; and lateral and directional control, by production system; (5) The airplane trimmed for straight conventional use of the controls, (2) Automatic thrust increase system flight at a speed selected by the throughout the maneuver. inhibited (if applicable); applicant, but not less than 1.13 V SR (4) The airplane must not exhibit (3) Engines idling; and not greater than 1.3 VSR. buffeting of a magnitude and severity (4) Flaps and landing gear in any (b) The following procedures must be that would act as a deterrent from likely combination of positions, and sradovich on DSK3GMQ082PROD with RULES used to show compliance in non-icing completing the maneuver specified in (5) The airplane trimmed for straight and icing conditions: paragraph 5.1(a). flight at a speed achievable by the (1) Starting at a speed sufficiently (b) In maneuvers with increased rates automatic trim system. above the minimum steady flight speed of deceleration, some degradation of (c) During the maneuvers used to to ensure that a steady rate of speed characteristics is acceptable, associated show compliance with paragraphs (a) reduction can be established, apply the with a transient excursion beyond the and (b) above, the airplane must not longitudinal control so that the speed stabilized Alpha limit. However, the exhibit dangerous characteristics, and it VerDate Sep<11>2014 15:51 Aug 11, 2017 Jkt 241001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\14AUR1.SGM 14AUR1

Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations 37811 must always be possible to reduce angle (3) A speed that provides the (B) A speed that provides the of attack by conventional use of the maneuvering capability specified in maneuvering capability specified in controls. The pilot must retain good § 25.143(h). § 25.143(h) with the landing ice lateral and directional control, by (c′) In icing conditions with the accretion defined in part 25, appendix conventional use of the controls, ‘‘takeoff ice’’ accretion defined in part C. throughout the maneuver. 25, appendix C, V2 may not be less (C) 1.17 Vmin1g. than— 7. In lieu of § 25.143(j)(1), the 6. Atmospheric Disturbances (1) The V2 speed determined in non- following requirement applies: Operation of the high incidence icing conditions; and (1) The airplane is controllable in a protection system must not adversely (2) A speed that provides the pull-up maneuver up to 1.5 g load factor affect aircraft control during expected maneuvering capability specified in or lower if limited by angle of attack levels of atmospheric disturbances, nor § 25.143(h). protection; and impede the application of recovery (g) In non-icing conditions, VFTO, in 8. In lieu of § 25.207, Stall warning, to procedures in case of wind-shear. This terms of calibrated airspeed, must be read as the requirements defined in must be demonstrated in non-icing and selected by the applicant to provide at these special conditions Part I, Section icing conditions. least the gradient of climb required by 4. § 25.121(c), but may not be less than— 7. Proof of Compliance (1) 1.18 VSR; and Issued in Renton, Washington, on July 31, In addition to the requirements of (2) A speed that provides the 2017. § 25.21, the following requirement maneuvering capability specified in Victor Wicklund, applies: § 25.143(h). Manager, Transport Standards Branch, (b) The flying qualities must be (g′) In icing conditions with the ‘‘final Aircraft Certification Service. evaluated at the most unfavorable takeoff ice’’ accretion defined in part 25, [FR Doc. 2017–17072 Filed 8–11–17; 8:45 am] center-of-gravity position. appendix C, VFTO, may not be less BILLING CODE 4910–13–P than— 8. Sections 25.145(a), 25.145(b)(6), and (1) The VFTO speed determined in 25.1323(d) non-icing conditions. DEPARTMENT OF TRANSPORTATION The following requirements apply: (2) A speed that provides the • For § 25.145(a), add ‘‘Vmin’’ in lieu maneuvering capability specified in Federal Aviation Administration of ‘‘stall identification.’’ § 25.143(h). • For § 25.145(b)(6), and ‘‘Vmin’’ in 4. In lieu of §§ 25.121(b)(2)(ii)(A), 14 CFR Part 25 lieu of ‘‘VSW.’’ 25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), • For § 25.1323(d), add ‘‘From 1.23 the following requirements apply: [Docket No. FAA–2017–0484; Special VSR to Vmin . . .,’’ in lieu of, ‘‘1.23 VSR In lieu of § 25.121(b)(2)(ii)(A): Conditions No. 25–700–SC] to the speed at which stall warning (A) The V2 speed scheduled in non- begins . . .,’’ and, ‘‘. . . speeds below icing conditions does not provide the Special Conditions: Textron Aviation Vmin . . .’’ in lieu of, ‘‘. . . speeds below maneuvering capability specified in Inc. Model 700 Airplanes; Use of stall warning.’’ § 25.143(h) for the takeoff configuration; Automatic Power Reserve for Go- or Around Performance Credit Special Conditions Part II In lieu of § 25.121(c)(2)(ii)(A): AGENCY: Federal Aviation Credit for Robust Envelope Protection (A) The VFTO speed scheduled in non- Administration (FAA), DOT. in Icing Conditions icing conditions does not provide the maneuvering capability specified in ACTION: Final special conditions; request The following special conditions are for comments. in lieu of the specified paragraphs of § 25.143(h) for the en-route §§ 25.103, 25.105, 25.107, 25.121, configuration; or SUMMARY: These special conditions are In lieu of § 25.121(d)(2)(ii): 25.123, 25.125, 25.143, and 25.207. issued for the Textron Aviation Inc. (d)(2) The requirements of 1. Define the stall speed as provided (Textron) Model 700 airplane. This subparagraph (d)(1) of this paragraph in these special conditions, Part I, in airplane will have a novel or unusual lieu of § 25.103. must be met: (ii) In icing conditions with the approach ice accretion defined design feature when compared to the 2. In lieu of § 25.105(a)(2)(i), the state of technology envisioned in the following requirement applies: in appendix C, in a configuration corresponding to the normal all-engines- airworthiness standards for transport- (i) The V2 speed scheduled in non- category airplanes. This design feature icing conditions does not provide the operating procedure in which Vmin1g for this configuration does not exceed is an Automatic Takeoff Thrust Control maneuvering capability specified in System (ATTCS), referred to as an § 25.143(h) for the takeoff configuration, 110% of the Vmin1g for the related all- engines-operating landing configuration Automatic Power Reserve (APR), to set or the performance level for approach- 3. In lieu of § 25.107(c) and (g), the in icing, with a climb speed established with normal landing procedures, but not climb operation after an engine failure. following requirements apply, with The applicable airworthiness additional sections (c′) and (g′): more than 1.4 VSR (VSR determined in non-icing conditions). regulations do not contain adequate or Takeoff speeds: (c) In non-icing conditions V2, in 5. In lieu of § 25.123(b)(2)(i), the appropriate safety standards for this terms of calibrated airspeed, must be following requirements apply: design feature. These special conditions selected by the applicant to provide at (i) The minimum en-route speed contain the additional safety standards sradovich on DSK3GMQ082PROD with RULES least the gradient of climb required by scheduled in non-icing conditions does that the Administrator considers § 25.121(b) but may not be less than— not provide the maneuvering capability necessary to establish a level of safety (1) V2MIN; specified in § 25.143(h) for the en-route equivalent to that established by the (2) VR plus the speed increment configuration, or existing airworthiness standards. attained (in accordance with 6. In lieu of §§ 25.125(b)(2)(ii)(B) and DATES: This action is effective on § 25.111(c)(2)) before reaching a height 25.125(b)(2)(ii)(C), the following Textron on August 14, 2017. Send your of 35 feet above the takeoff surface; and requirements apply: comments by September 28, 2017. 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Document Created: 2018-10-24 11:51:54
Document Modified: 2018-10-24 11:51:54
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 Embraer S.A. on August 14, 2017. We must receive your comments by September 28, 2017.
ContactJoe Jacobsen, FAA, Airplane and Flight Crew Interface, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-2011; facsimile 425-227-1320.
FR Citation82 FR 37806 
CFR AssociatedAircraft; Aviation Safety and Reporting and Recordkeeping Requirements
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