83 FR 10559 - Special Conditions: Mitsubishi Aircraft Corporation Model MRJ-200 Airplane; Interaction of Systems and Structures
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 83, Issue 48 (March 12, 2018)
Federal Aviation Administration
Federal Register Volume 83, Issue 48 (March 12, 2018)
| Page Range | 10559-10563 | |
| FR Document | 2018-04850 |
[Federal Register Volume 83, Number 48 (Monday, March 12, 2018)] [Rules and Regulations] [Pages 10559-10563] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2018-04850] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2017-1006; Special Conditions No. 25-716-SC] Special Conditions: Mitsubishi Aircraft Corporation Model MRJ-200 Airplane; Interaction of Systems and Structures AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued for the Mitsubishi Aircraft Corporation (Mitsubishi) Model MRJ-200 airplane. This airplane will have novel or unusual design features when compared to the state of technology envisioned in the airworthiness standards for transport- category airplanes. These design features are electronic flight-control systems and stability-augmentation systems that may affect the structural performance of the airplane. 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. [[Page 10560]] DATES: This action is effective on Mitsubishi on March 12, 2018. Send your comments by April 26, 2018. ADDRESSES: Send comments identified by docket number FAA-2017-1006 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 website, 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: Todd Martin, FAA, Airframe and Cabin Safety Section, AIR-675, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, 1601 Lind Avenue SW, Renton, Washington 98057-3356; telephone 425-227-1178; facsimile 425-227-1320. SUPPLEMENTARY INFORMATION: The substance of these special conditions previously has been published in the Federal Register for public comment. These special conditions have been derived without substantive change from those previously issued. It is unlikely that prior public comment would result in a significant change from the substance contained herein. Therefore, the FAA has determined that prior public notice and comment are unnecessary, and finds that, for the same reason, good cause exists for adopting these special conditions upon publication in the Federal Register. Comments Invited 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. 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 August 19, 2009, Mitsubishi applied for a type certificate for their new Model MRJ-200 airplane. The Model MRJ-200 airplane is a low- wing, conventional-tail design with two wing-mounted turbofan engines. The airplane is equipped with an electronic flight-control system, has seating for 96 passengers and a maximum takeoff weight of 98,800 lbs. Type Certification Basis Under the provisions of title 14, Code of Federal Regulations (14 CFR) 21.17, Mitsubishi must show that the Model MRJ-200 airplane meets the applicable provisions of part 25, as amended by Amendments 25-1 through 25-141; part 36, as amended by Amendments 36-1 through 36-30; and part 34, as amended by Amendments 34-1 through the amendment effective at the time of design approval. 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 MRJ-200 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 MRJ-200 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. Novel or Unusual Design Features The Model MRJ-200 airplane will incorporate the following novel or unusual design feature: Electronic flight-control systems and stability-augmentation systems that may affect the structural performance of the airplane. Discussion The MRJ-200 airplane is equipped with systems that directly or as a result of failure or malfunction, affect its structural performance. Current regulations do not take into account the effects of systems on structural performance including normal operation and failure conditions. Special conditions are needed to account for these features. These special conditions define criteria to be used in the assessment of the effects of these systems on structures. The general approach of accounting for the effect of system failures on structural performance is extended to include any system in which partial or complete failure, alone or in combination with other system partial or complete failures, would affect structural performance. 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. These special conditions are similar to those previously applied to other airplane models. Applicability As discussed above, these special conditions are applicable to Model MRJ-200 airplanes. Should Mitsubishi 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 [[Page 10561]] 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 Mitsubishi Model MRJ-200 airplanes. For airplanes equipped with systems that affect structural performance, either directly or as a result of a failure or malfunction, the influence of these systems and their failure conditions must be taken into account when showing compliance with the requirements of 14 CFR part 25, subparts C and D. The following criteria must be used for showing compliance with these special conditions for airplanes equipped with flight-control systems, autopilots, stability-augmentation systems, load-alleviation systems, flutter-control systems, fuel-management systems, and other systems that either directly, or as a result of failure or malfunction, affect structural performance. If these special conditions are used for other systems, it may be necessary to adapt the criteria to the specific system. 1. The criteria defined herein only address the direct structural consequences of the system responses and performance. They cannot be considered in isolation, but should be included in the overall safety evaluation of the airplane. These criteria may, in some instances, duplicate standards already established for this evaluation. These criteria are only applicable to structure the failure of which could prevent continued safe flight and landing. Specific criteria that define acceptable limits on handling characteristics or stability requirements, when operating in the system degraded or inoperative mode, are not provided in these special conditions. 2. Depending upon the specific characteristics of the airplane, additional studies that go beyond the criteria provided in these special conditions may be required to demonstrate the airplane's capability to meet other realistic conditions, such as alternative gust or maneuver descriptions for an airplane equipped with a load- alleviation system. 3. The following definitions are applicable to these special conditions. a. Structural performance: Capability of the airplane to meet the structural requirements of 14 CFR part 25. b. Flight limitations: Limitations that can be applied to the airplane flight conditions following an in-flight occurrence, and that are included in the airplane flight manual (e.g., speed limitations, avoidance of severe weather conditions, etc.). c. Operational limitations: Limitations, including flight limitations, that can be applied to the airplane operating conditions before dispatch (e.g., fuel, payload and master minimum-equipment list limitations). d. Probabilistic terms: Terms such as probable, improbable, and extremely improbable, as used in these special conditions, are the same as those used in Sec. 25.1309. e. Failure condition: This term is the same as that used in Sec. 25.1309. However, these special conditions apply only to system-failure conditions that affect the structural performance of the airplane (e.g., system-failure conditions that induce loads, change the response of the airplane to inputs such as gusts or pilot actions, or lower flutter margins). Effects of Systems on Structures The following criteria will be used in determining the influence of a system and its failure conditions on the airplane structure. 1. System fully operative. With the system fully operative, the following apply: a. Limit loads must be derived in all normal operating configurations of the system from all the limit conditions specified in 14 CFR part 25, subpart C (or defined by special conditions or equivalent level of safety in lieu of those specified in subpart C), taking into account any special behavior of such a system or associated functions, or any effect on the structural performance of the airplane that may occur up to the limit loads. In particular, any significant nonlinearity (rate of displacement of control surface, thresholds, or any other system nonlinearities) must be accounted for in a realistic or conservative way when deriving limit loads from limit conditions. b. The airplane must meet the strength requirements of 14 CFR part 25 (static strength, residual strength), using the specified factors to derive ultimate loads from the limit loads defined above. The effect of nonlinearities must be investigated beyond limit conditions to ensure that the behavior of the system presents no anomaly compared to the behavior below limit conditions. However, conditions beyond limit conditions need not be considered when it can be shown that the airplane has design features that will not allow it to exceed those limit conditions. c. The airplane must meet the aeroelastic stability requirements of Sec. 25.629. 2. System in the failure condition. For any system-failure condition not shown to be extremely improbable, the following apply: a. At the time of occurrence. Starting from 1g level flight conditions, a realistic scenario, including pilot corrective actions, must be established to determine the loads occurring at the time of failure and immediately after the failure. i. For static-strength substantiation, these loads, multiplied by an appropriate factor of safety that is related to the probability of occurrence of the failure, are ultimate loads to be considered for design. The factor of safety is defined in Figure 1, below. [[Page 10562]] [GRAPHIC] [TIFF OMITTED] TR12MR18.000 ii. For residual-strength substantiation, the airplane must be able to withstand two-thirds of the ultimate loads defined in special condition 2.a.i. For pressurized cabins, these loads must be combined with the normal operating differential pressure. iii. Freedom from aeroelastic instability must be shown up to the speeds defined in Sec. 25.629(b)(2). For failure conditions that result in speeds beyond V C /MC , freedom from aeroelastic instability must be shown to increased speeds, so that the margins intended by Sec. 25.629(b)(2) are maintained. iv. Failures of the system that result in forced structural vibrations (oscillatory failures) must not produce loads that could result in detrimental deformation of primary structure. b. For the continuation of the flight. For the airplane in the system-failed state, and considering any appropriate reconfiguration and flight limitations, the following apply: i. The loads derived from the following conditions (or used in lieu of the following conditions) at speeds up to VC / MC (or the speed limitation prescribed for the remainder of the flight) must be determined: 1. The limit symmetrical maneuvering conditions specified in Sec. Sec. 25.331 and 25.345. 2. the limit gust and turbulence conditions specified in Sec. Sec. 25.341 and 25.345. 3. the limit rolling conditions specified in Sec. 25.349, and the limit unsymmetrical conditions specified in Sec. Sec. 25.367, and 25.427(b) and (c). 4. the limit yaw-maneuvering conditions specified in Sec. 25.351. 5. the limit ground-loading conditions specified in Sec. Sec. 25.473 and 25.491. ii. For static-strength substantiation, each part of the structure must be able to withstand the loads in special condition 2.b.i., multiplied by a factor of safety depending on the probability of being in this failure state. The factor of safety is defined in Figure 2, below. [GRAPHIC] [TIFF OMITTED] TR12MR18.001 Where: Qj = (Tj )(Pj ) Qj = Probability of being in failure mode j Tj = Average time spent in failure mode j (in hours) Pj = Probability of occurrence of failure mode j (per hour) Note: If Pj is greater than 10-3 per flight hour, then a 1.5 factor of safety must be applied to all limit load conditions specified in 14 CFR part 25, subpart C. iii. For residual-strength substantiation, the airplane must be able to withstand two-thirds of the ultimate loads defined in special condition 2.b.ii. For pressurized cabins, these loads must be combined with the normal operating differential pressure. iv. If the loads induced by the failure condition have a significant effect on fatigue or damage tolerance, then their effects must be taken into account. v. Freedom from aeroelastic instability must be shown up to a speed determined from Figure 3, below. Flutter clearance speeds V' and V'' may be based on the speed limitation specified for the remainder of the flight using the margins defined by Sec. 25.629(b). [[Page 10563]] [GRAPHIC] [TIFF OMITTED] TR12MR18.002 Where: V' = Clearance speed as defined by Sec. 25.629(b)(2) V'' = Clearance speed as defined by Sec. 25.629(b)(1) Qj = (Tj )(Pj ) Qj = Probability of being in failure mode j Tj = Average time spent in failure mode j (in hours) Pj = Probability of occurrence of failure mode j (per hour) Note: If Pj is greater than 10-3 per flight hour, then the flutter clearance speed must not be less than V''. vi. Freedom from aeroelastic instability must also be shown up to V' in Figure 3, above, for any probable system-failure condition, combined with any damage required or selected for investigation by Sec. 25.571(b). c. Consideration of certain failure conditions may be required by other sections of 14 CFR part 25 regardless of calculated system reliability. Where analysis shows the probability of these failure conditions to be less than 10-9 per flight hour, criteria other than those specified in this paragraph may be used for structural substantiation to show continued safe flight and landing. 3. Failure indications. For system-failure detection and indication, the following apply: a. The system must be checked for failure conditions, not extremely improbable, that degrade the structural capability below the level required by part 25, or that significantly reduce the reliability of the remaining system. As far as reasonably practicable, the flightcrew must be made aware of these failures before flight. Certain elements of the control system, such as mechanical and hydraulic components, may use special periodic inspections, and electronic components may use daily checks, in lieu of detection and indication systems, to achieve the objective of this requirement. These certification-maintenance requirements must be limited to components that are not readily detectable by normal detection-and-indication systems, and where service history shows that inspections will provide an adequate level of safety. b. The existence of any failure condition, not extremely improbable, during flight, that could significantly affect the structural capability of the airplane, and for which the associated reduction in airworthiness can be minimized by suitable flight limitations, must be signaled to the flightcrew. For example, failure conditions that result in a factor of safety between the airplane strength and the loads of part 25, subpart C, below 1.25, or flutter margins below V'', must be signaled to the crew during flight. 4. Dispatch with known failure conditions. If the airplane is to be dispatched in a known system-failure condition that affects structural performance, or that affects the reliability of the remaining system to maintain structural performance, then the provisions of these special conditions must be met, including the provisions of special condition 1, ``System Fully Operative'' for the dispatched condition, and special condition 2, ``System in the Failure Condition'' for subsequent failures. Expected operational limitations may be taken into account in establishing Pj as the probability of failure occurrence for determining the safety margin in Figure 1. Flight limitations and expected operational limitations may be taken into account in establishing Qj as the combined probability of being in the dispatched failure condition and the subsequent failure condition for the safety margins in Figures 2 and 3. These limitations must be such that the probability of being in this combined failure state, and then subsequently encountering limit load conditions, is extremely improbable. No reduction in these safety margins is allowed if the subsequent system-failure rate is greater than 10-\3\ per flight hour. Issued in Renton, Washington, on February 22, 2018. Victor Wicklund, Manager, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service. [FR Doc. 2018-04850 Filed 3-9-18; 8:45 am] BILLING CODE 4910-13-P
![Federal Register / Vol. 83, No. 48 / Monday, March 12, 2018 / Rules and Regulations 10559
Authority and Issuance due date is on the first day of the month example, assume the exemption applies
For the reasons set forth in the following its respective billing cycle, beginning on April 14 because the
preamble, the Bureau amends 12 CFR and each payment due date has a 15-day consumer files for bankruptcy on that
part 1026 as follows: courtesy period. In this scenario: date and the bankruptcy plan provides
i. If an event listed in that the consumer will surrender the
PART 1026—TRUTH IN LENDING § 1026.41(e)(5)(iv)(A) occurs on October dwelling, such that the mortgage loan
(REGULATION Z) 6, before the end of the 15-day courtesy becomes subject to the requirements of
period provided for the October 1 § 1026.41(f). See
■ 1. The authority citation for part 1026 payment due date, and the servicer has § 1026.41(e)(5)(iv)(A)(1). If the consumer
continues to read as follows: not yet provided a periodic statement or later exits bankruptcy on November 2
Authority: 12 U.S.C. 2601, 2603–2605,
coupon book for the billing cycle with and has not discharged personal
2607, 2609, 2617, 3353, 5511, 5512, 5532, a November 1 payment due date, the liability for the mortgage loan pursuant
5581; 15 U.S.C. 1601 et seq. servicer is exempt from providing a to 11 U.S.C. 727, 1141, 1228, or 1328,
periodic statement or coupon book for such that the mortgage loan ceases to be
Subpart E—Special Rules for Certain that billing cycle. The servicer is subject to the requirements of
Home Mortgage Transactions required thereafter to resume providing § 1026.41(f), the single-statement
periodic statements or coupon books exemption would apply again beginning
■ 2. Amend § 1026.41 by: that comply with the requirements of on November 2. See
■ a. Revising paragraph (e)(5)(iv)(B); and § 1026.41 by providing a modified or § 1026.41(e)(5)(iv)(A)(2).
■ b. Removing paragraph (e)(5)(iv)(C). unmodified periodic statement or
The revision reads as follows: * * * * *
coupon book for the billing cycle with
a December 1 payment due date within Dated: March 6, 2018.
§ 1026.41 Periodic statements for
a reasonably prompt time after Mick Mulvaney,
residential mortgage loans.
November 1 or the end of the 15-day Acting Director, Bureau of Consumer
* * * * * courtesy period provided for the Financial Protection.
(e) * * * November 1 payment due date. See [FR Doc. 2018–04823 Filed 3–9–18; 8:45 am]
(5) * * * § 1026.41(b). BILLING CODE 4810–AM–P
(iv) * * * ii. If an event listed in
(B) Single-statement exemption. As of § 1026.41(e)(5)(iv)(A) occurs on October
the date on which one of the events 20, after the end of the 15-day courtesy
listed in paragraph (e)(5)(iv)(A) of this period provided for the October 1 DEPARTMENT OF TRANSPORTATION
section occurs, a servicer is exempt from payment due date, and the servicer
the requirements of this section with timely provided a periodic statement or Federal Aviation Administration
respect to the next periodic statement or coupon book for the billing cycle with
coupon book that would otherwise be the November 1 payment due date, the 14 CFR Part 25
required but thereafter must provide servicer is not required to correct the
modified or unmodified periodic periodic statement or coupon book [Docket No. FAA–2017–1006; Special
statements or coupon books that comply already provided and is exempt from Conditions No. 25–716–SC]
with the requirements of this section. providing the next periodic statement or
* * * * * coupon book, which is the one that Special Conditions: Mitsubishi Aircraft
■ 3. Amend Supplement I to Part 1026 would otherwise be required for the Corporation Model MRJ–200 Airplane;
as follows: billing cycle with a December 1 Interaction of Systems and Structures
■ a. Under Section 1026.41—Periodic payment due date. The servicer is
Statements for Residential Mortgage required thereafter to resume providing AGENCY: Federal Aviation
Loans: periodic statements or coupon books Administration (FAA), DOT.
■ i. 41(e)(5)(iv)(B) Transitional single- that comply with the requirements of ACTION: Final special conditions; request
billing-cycle exemption is revised; and § 1026.41 by providing a modified or for comments.
■ ii. 41(e)(5)(iv)(C) Timing of first unmodified periodic statement or
modified or unmodified statement or coupon book for the billing cycle with SUMMARY: These special conditions are
coupon book after transition is removed. a January 1 payment due date within a issued for the Mitsubishi Aircraft
The revision reads as follows: reasonably prompt time after December Corporation (Mitsubishi) Model MRJ–
1 or the end of the 15-day courtesy 200 airplane. This airplane will have
Supplement I to Part 1026—Official period provided for the December 1 novel or unusual design features when
Interpretations payment due date. See § 1026.41(b). compared to the state of technology
* * * * * 2. Duplicate coupon books not envisioned in the airworthiness
required. If a servicer provides a coupon standards for transport-category
Section 1026.41 Periodic Statements book instead of a periodic statement airplanes. These design features are
for Residential Mortgage Loans under § 1026.41(e)(3), § 1026.41 requires electronic flight-control systems and
* * * * * the servicer to provide a new coupon stability-augmentation systems that may
book after one of the events listed in affect the structural performance of the
41(e)(5)(iv)(B) Single-Statement airplane. The applicable airworthiness
§ 1026.41(e)(5)(iv)(A) occurs only to the
Exemption. regulations do not contain adequate or
extent the servicer has not previously
1. Timing. The exemption in appropriate safety standards for this
daltland on DSKBBV9HB2PROD with RULES
provided the consumer with a coupon
§ 1026.41(e)(5)(iv)(B) applies with book that covers the upcoming billing design feature. These special conditions
respect to a single periodic statement or cycle. contain the additional safety standards
coupon book following an event listed 3. Subsequent triggering events. The that the Administrator considers
in § 1026.41(e)(5)(iv)(A). For example, single-statement exemption in necessary to establish a level of safety
assume that a mortgage loan has a § 1026.41(e)(5)(iv)(B) might apply more equivalent to that established by the
monthly billing cycle, each payment than once over the life of a loan. For existing airworthiness standards.
VerDate Sep<11>2014 18:02 Mar 09, 2018 Jkt 244001 PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 E:\FR\FM\12MRR1.SGM 12MRR1](https://thefederalregister.org/doc/83_FR_10607/page/1.svg)
Document Created: 2018-11-01 08:51:59
Document Modified: 2018-11-01 08:51:59
| 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 Mitsubishi on March 12, 2018. Send your comments by April 26, 2018. | |
| Contact | Todd Martin, FAA, Airframe and Cabin Safety Section, AIR-675, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, 1601 Lind Avenue SW, Renton, Washington 98057-3356; telephone 425-227-1178; facsimile 425-227-1320. | |
| FR Citation | 83 FR 10559 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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