82 FR 37811 - Special Conditions: Textron Aviation Inc. Model 700 Airplanes; Use of Automatic Power Reserve for Go-Around Performance Credit

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

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

Page Range		37811-37814
FR Document		2017-17073

These special conditions are issued for the Textron Aviation Inc. (Textron) Model 700 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 an Automatic Takeoff Thrust Control System (ATTCS), referred to as an Automatic Power Reserve (APR), to set the performance level for approach-climb operation after an engine failure. 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 37811-37814]
From the Federal Register Online [www.thefederalregister.org]
[FR Doc No: 2017-17073]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2017-0484; Special Conditions No. 25-700-SC]

Special Conditions: Textron Aviation Inc. Model 700 Airplanes;
Use of Automatic Power Reserve for Go-Around Performance Credit

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Textron Aviation
Inc. (Textron) Model 700 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 an Automatic Takeoff Thrust Control
System (ATTCS), referred to as an Automatic Power Reserve (APR), to set
the performance level for approach-climb operation after an engine
failure. 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 Textron on August 14, 2017. Send
your comments by September 28, 2017.

[[Page 37812]]

ADDRESSES: Send comments identified by docket number FAA-2017-0484
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/, 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
Flightcrew 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 November 20, 2014, Textron applied for a type certificate for
their new Model 700 airplane. The Model 700 airplane is a turbofan-
powered executive-jet airplane with seating for two crewmembers and 12
passengers. This airplane will have a maximum takeoff weight of 38,514
pounds.

Type Certification Basis

Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, Textron must show that the Model 700 airplane meets the
applicable provisions of part 25, as amended by Amendments 25-1 through
25-139, 25-141, and 25-143.
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 Textron Model 700 airplane because
of a novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Model 700 airplane must comply with the fuel-vent and
exhaust-emission requirements of 14 CFR part 34, and the noise-
certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.17(a)(2).

Novel or Unusual Design Features

The Model 700 airplane will incorporate the following novel or
unusual design feature: An Automatic Takeoff Thrust Control System,
referred to as an Automatic Power Reserve, to set the performance level
for approach-climb operation after an engine failure.

Discussion

Textron proposes using the ATTCS function of the Model 700 airplane
during go-around and requests approach-climb performance credit for the
use of the additional power. The Model 700 powerplant control system
comprises a Full Authority Digital Electronic Control (FADEC) for the
AS907-2-1S engine. The control system includes an ATTCS feature,
referred to as Maximum Takeoff Thrust (MTO), and in the airplane flight
manual (AFM), Automatic Power Reserve.
Section 25.904 and part 25, appendix I, limit the application of
performance credit for ATTCS to takeoff only. Because the airworthiness
regulations do not contain appropriate safety standards for approach-
climb performance using ATTCS, special conditions are required to
ensure a level of safety equivalent to that established in the
regulations.
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
Textron Model 700 airplane. Should Textron apply at a later date for a
change to the type certificate to include another model incorporating
the same novel or unusual design feature, these special conditions
would apply to that model as well.

Conclusion

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

[[Page 37813]]

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

The Textron Model 700 airplane must comply with the requirements of
14 CFR 25.904, and appendix I, and the following requirements for the
go-around phase of flight:
1. Definitions
a. Takeoff/go-around (TOGA): Throttle lever in takeoff or go-around
position.
b. Automatic Takeoff Thrust Control System: The ATTCS in Model 700
airplanes is defined as the entire automatic system available during
takeoff and in go-around mode, including all devices, both mechanical
and electrical, that sense engine failure, transmit signals, actuate
fuel controls or power levers (or increase engine power by other means
on operating engines to achieve scheduled thrust or power increase),
and furnish cockpit information on system operation.
c. Critical time interval:
(1) When conducting an approach for landing using ATTCS, the
critical time interval is defined as follows:
(i) The critical time interval begins at a point on a 2.5-degree
approach glide path from which, assuming a simultaneous engine and
ATTCS failure, the resulting approach-climb flight path intersects a
flight path originating at a later point on the same approach path that
corresponds to the part 25 one-engine-inoperative approach-climb
gradient. The period of time from the point of simultaneous engine and
ATTCS failure, to the intersection of these flight paths, must be no
shorter than the time interval used in evaluating the critical time
interval for takeoff, beginning from the point of simultaneous engine
and ATTCS failure and ending upon reaching a height of 400 feet.
(ii) The critical time interval ends at the point on a minimum
performance, all-engines-operating go-around flight path from which,
assuming a simultaneous engine and ATTCS failure, the resulting minimum
approach-climb flight path intersects a flight path corresponding to
the part 25 minimum one-engine-inoperative approach-climb gradient. The
all-engines-operating go-around flight path, and the part 25 one-
engine-inoperative approach-climb gradient flight path, originate from
a common point on a 2.5-degree approach path. The period of time from
the point of simultaneous engine and ATTCS failure, to the intersection
of these flight paths, must be no shorter than the time interval used
in evaluating the critical time interval for the takeoff, beginning
from the point of simultaneous engine and ATTCS failure and ending upon
reaching a height of 400 feet.
(2) The critical time interval must be determined at the altitude
resulting in the longest critical time interval for which one-engine-
inoperative approach-climb performance data are presented in the
airplane flight manual.
(3) The critical time interval is illustrated in the following
figure:
[GRAPHIC] [TIFF OMITTED] TR14AU17.028

2. Performance and system reliability requirements: The applicant
must comply with the performance and ATTCS reliability requirements as
follows:
a. An ATTCS failure or a combination of failures in the ATTCS
during the critical time interval:
(1) Must not prevent the insertion of the maximum approved go-
around thrust or power, or must be shown to be a remote event.
(2) Must not result in a significant loss or reduction in thrust or
power, or must be shown to be an extremely improbable event.
b. The concurrent existence of an ATTCS failure and an engine
failure during the critical time interval must be shown to be extremely
improbable.
c. All applicable performance requirements of part 25 must be met
with an engine failure occurring at the most critical point during go-
around with the ATTCS functioning.
d. The probability analysis must include consideration of ATTCS
failure occurring after the time at which the flightcrew last verifies
that the ATTCS is in a condition to operate until the beginning of the
critical time interval.
e. The propulsive thrust obtained from the operating engine, after
failure of the critical engine during a go-around used to show
compliance with the one-engine-inoperative climb requirements of Sec.
25.121(d), may not be greater than the lesser of:
(1) The actual propulsive thrust resulting from the initial setting
of power or thrust controls with the ATTCS functioning, or
(2) 111 percent of the propulsive thrust resulting from the initial
setting of power or thrust controls with the ATTCS failing to reset
thrust or power, and without any action by the flightcrew to reset
thrust or power.
3. Thrust setting
a. The initial go-around thrust setting on each engine at the
beginning of the go-around phase may not be less than any of the
following:

[[Page 37814]]

(1) That required to permit normal operation of all safety-related
systems and equipment dependent upon engine thrust or power lever
position; or
(2) That are shown to be free of hazardous engine-response
characteristics, and not to result in any unsafe airplane operating or
handling characteristics when thrust or power is advanced from the
initial go-around position to the maximum approved power setting.
b. For approval to use an ATTCS for go-arounds, the thrust-setting
procedure must be the same for go-arounds initiated with all engines
operating as for go-around initiated with one engine inoperative.
4. Powerplant controls
a. In addition to the requirements of Sec. 25.1141, no single
failure or malfunction, or probable combination thereof, of the ATTCS,
including associated systems, may cause the failure of any powerplant
function necessary for safety.
b. The ATTCS must be designed to:
(1) Apply thrust or power to the operating engine(s), following any
one-engine failure during a go-around, to achieve the maximum approved
go-around thrust without exceeding the engine operating limits;
(2) Permit manual decrease or increase in thrust or power up to the
maximum go-around thrust approved for the airplane, under the existing
conditions, through the use of the power lever. For airplanes equipped
with limiters that automatically prevent the engine operating limits
from being exceeded under existing ambient conditions, other means may
be used to increase the thrust in the event of an ATTCS failure,
provided that the means:
(i) Is located on or forward of the power levers;
(ii) Is easily identified and operated under all operating
conditions by a single action of either pilot with the hand that is
normally used to actuate the power levers; and
(iii) Meets the requirements of Sec. 25.777(a), (b), and (c).
(3) Provide a means to verify to the flightcrew, before beginning
an approach for landing, that the ATTCS is in a condition to operate
(unless it can be demonstrated that an ATTCS failure, combined with an
engine failure during an entire flight, is extremely improbable); and
(4) Provide a means for the flightcrew to deactivate the automatic
function. This means must be designed to prevent inadvertent
deactivation.
5. Powerplant instruments: In addition to the requirements of Sec.
25.1305:
a. A means must be provided to indicate when the ATTCS is in the
OFF or FAILED condition; and
b. If the inherent flight characteristics of the airplane do not
provide adequate warning that an engine has failed, a warning system
that is independent of the ATTCS must be provided to give the pilot a
clear warning of any engine failure during a go-around.

Issued in Renton, Washington, on August 8, 2017.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2017-17073 Filed 8-11-17; 8:45 am]
BILLING CODE 4910-13-P

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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37814 Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations

(1) That required to permit normal a. A means must be provided to History
operation of all safety-related systems indicate when the ATTCS is in the OFF The FAA published a final rule,
and equipment dependent upon engine or FAILED condition; and technical amendment in the Federal
thrust or power lever position; or b. If the inherent flight characteristics Register (82 FR 28404, June 22, 2017)
(2) That are shown to be free of of the airplane do not provide adequate Docket No. FAA–2017–0222, amending
hazardous engine-response warning that an engine has failed, a Class E Airspace designated as an
characteristics, and not to result in any warning system that is independent of extension, removing the Notice to
unsafe airplane operating or handling the ATTCS must be provided to give the Airmen (NOTAM) part-time status at
characteristics when thrust or power is pilot a clear warning of any engine Hilo International, General Lyman
advanced from the initial go-around failure during a go-around. Field, Hilo, HI. Subsequent to
position to the maximum approved publication, the FAA found the airport
Issued in Renton, Washington, on August
power setting. 8, 2017. name was incorrect and is now
b. For approval to use an ATTCS for
Victor Wicklund, corrected from Hilo International,
go-arounds, the thrust-setting procedure
Manager, Transport Standards Branch, Policy General Lyman Field, to Hilo
must be the same for go-arounds
and Innovation Division, Aircraft International Airport.
initiated with all engines operating as In making the airport name change in
Certification Service.
for go-around initiated with one engine Class E airspace designated as an
[FR Doc. 2017–17073 Filed 8–11–17; 8:45 am]
inoperative. extension, the FAA realized that the
4. Powerplant controls BILLING CODE 4910–13–P
airport name change for Hilo
a. In addition to the requirements of
International Airport also affects Class D
§ 25.1141, no single failure or
DEPARTMENT OF TRANSPORTATION airspace, Class E surface area airspace,
malfunction, or probable combination
and Class E airspace extending upward
thereof, of the ATTCS, including
Federal Aviation Administration from 700 feet above the surface. This
associated systems, may cause the
technical amendment correction
failure of any powerplant function
14 CFR Part 71 includes amending the above airspace
necessary for safety.
b. The ATTCS must be designed to: areas by removing General Lyman Field
(1) Apply thrust or power to the [Docket No. FAA–2017–0222; Airspace from the airport name, and does not
operating engine(s), following any one- Docket No. 17–AWP–8] affect the boundaries or operating
engine failure during a go-around, to requirements of the airport in the
Amendment of Class D and E associated airspace.
achieve the maximum approved go-
Airspace; Hilo, HI
around thrust without exceeding the Authority: 49 U.S.C. 106(f), 106(g); 40103,
engine operating limits; 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR,
AGENCY:Federal Aviation
(2) Permit manual decrease or 1959–1963 Comp., p. 389.
Administration (FAA), DOT.
increase in thrust or power up to the Correction to Final Rule
maximum go-around thrust approved Final rule, technical
ACTION:
for the airplane, under the existing amendment, correction. ■ Accordingly, pursuant to the authority
conditions, through the use of the power delegated to me, in the Federal Register
lever. For airplanes equipped with SUMMARY: This action corrects a final of June 22, 2017 (82 FR 28404) FR Doc.
limiters that automatically prevent the rule, technical amendment published in 2017–13048, Amendment of Class E
engine operating limits from being Federal Register on June 22, 2017, that Airspace; Hilo HI, is corrected as
exceeded under existing ambient amends Class E airspace designated as follows:
conditions, other means may be used to an extension at Hilo International,
General Lyman Field, Hilo, HI. The § 71.1 [Amended]
increase the thrust in the event of an
ATTCS failure, provided that the means: airport name is corrected to Hilo Paragraph 5000 Class D Airspace.
(i) Is located on or forward of the International Airport, Hilo, HI,
* * * * *
power levers; removing ‘‘General Lyman Field’’ from
the airport name to match the FAA’s AWP HI D Hilo, HI [Amended]
(ii) Is easily identified and operated
under all operating conditions by a aeronautical database. This technical Hilo International Airport, HI
single action of either pilot with the amendment also corrects the airport (Lat. 19°43′13″ N., long. 155°02′55″ W.)
hand that is normally used to actuate name in Class D, Class E surface area That airspace extending upward from the
the power levers; and airspace, and Class E airspace extending surface to and including 2,500 feet MSL
(iii) Meets the requirements of upward from 700 feet above the surface. within a 4.3-mile radius of Hilo International
Airport. This Class D airspace area is
§ 25.777(a), (b), and (c). DATES: Effective 0901 UTC, August 17, effective during the specific dates and times
(3) Provide a means to verify to the 2017. The Director of the Federal established in advance by a Notice to
flightcrew, before beginning an Register approves this incorporation by Airmen. The effective date and time will
approach for landing, that the ATTCS is reference action under Title 1, Code of thereafter be continuously published in the
in a condition to operate (unless it can Federal Regulations, Part 51, subject to Pacific Chart Supplement.
be demonstrated that an ATTCS failure, the annual revision of FAA Order Paragraph 6002 Class E Airspace Areas
combined with an engine failure during 7400.11 and publication of conforming Designated as a Surface Area.
an entire flight, is extremely amendments.
improbable); and * * * * *
sradovich on DSK3GMQ082PROD with RULES

FOR FURTHER INFORMATION CONTACT:
(4) Provide a means for the flightcrew AWP HI E2 Hilo, HI [Amended]
to deactivate the automatic function. Robert LaPlante, Federal Aviation
Administration, Operations Support Hilo International, HI
This means must be designed to prevent (Lat. 19°43′13″ N., long. 155°02′55″ W.)
inadvertent deactivation. Group, Western Service Center, 1601
Lind Avenue SW., Renton, WA 98057; That airspace extending upward from the
5. Powerplant instruments: In surface within a 4.3-mile radius of Hilo
addition to the requirements of telephone (425) 203–4566.
International Airport. This Class E airspace
§ 25.1305: SUPPLEMENTARY INFORMATION: area is effective during the specific dates and

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Document Created: 2018-10-24 11:52:48
Document Modified: 2018-10-24 11:52:48

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 Textron on August 14, 2017. Send your comments by September 28, 2017.
Contact		Joe Jacobsen, FAA, Airplane and Flightcrew 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 Citation		82 FR 37811
CFR Associated		Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements

82 FR 37811 - Special Conditions: Textron Aviation Inc. Model 700 Airplanes; Use of Automatic Power Reserve for Go-Around Performance Credit

DEPARTMENT OF TRANSPORTATIONFederal Aviation Administration

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

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration