83_FR_2045 83 FR 2035 - Special Conditions: Airbus Model A330-841 and A330-941 New Engine Option (A330neo) Airplanes; Use of High-Incidence Protection and Alpha-Floor Systems

83 FR 2035 - Special Conditions: Airbus Model A330-841 and A330-941 New Engine Option (A330neo) Airplanes; Use of High-Incidence Protection and Alpha-Floor Systems

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 83, Issue 10 (January 16, 2018)

Page Range2035-2038
FR Document2018-00546

These special conditions are issued for the Airbus Model A330- 841 and A330-941 New Engine Option (A330neo) airplanes. These airplanes 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 system that limits the angle of attack (AOA) at which the airplane can be flown during normal low-speed operations, and that the flightcrew cannot override. 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 83 Issue 10 (Tuesday, January 16, 2018) 
[Federal Register Volume 83, Number 10 (Tuesday, January 16, 2018)]
[Rules and Regulations]
[Pages 2035-2038]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2018-00546]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2017-0482; Special Conditions No. 25-709-SC]


Special Conditions: Airbus Model A330-841 and A330-941 New Engine 
Option (A330neo) Airplanes; Use of High-Incidence Protection and Alpha-
Floor Systems

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 Airbus Model A330-
841 and A330-941 New Engine Option (A330neo) airplanes. These airplanes 
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 
system that limits the angle of attack (AOA) at which the airplane can 
be flown during normal low-speed operations, and that the flightcrew 
cannot override. 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 Airbus on January 16, 2018. Send 
your comments by March 2, 2018.

ADDRESSES: Send comments identified by docket number FAA-2017-0482 
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: Joe Jacobsen, FAA, Airplane and Flight 
Crew Interface Section, AIR-671, Transport Standards Branch, Policy and 
Innovation Division, Aircraft Certification Service, 1601 Lind Avenue 
SW, Renton, Washington 98057-3356; telephone 425-227-2011; facsimile 
425-227-1320.

[[Page 2036]]


SUPPLEMENTARY INFORMATION: These special conditions are derived from 
special conditions of the same topic for the Airbus Model A380 airplane 
(Special Conditions No. 25-316-SC). The substance of these special 
conditions has been published in the Federal Register for public 
comment in several prior instances. The FAA therefore finds it 
unnecessary to delay the effective date, and finds that good cause 
exists for making these special conditions effective upon publication 
in the Federal Register.

Comments Invited

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

Background

    On January 20, 2015, Airbus applied for an amendment to Type 
Certificate no. A46NM to include the new Model A330-841 and A330-941 
New Engine Option airplanes, collectively marketed as Model A330neo 
airplanes. These airplanes, which are derivatives of the Model A330-200 
and A330-300 airplanes currently approved under Type Certificate No. 
A46NM, are wide-body, jet-engine airplanes with a maximum takeoff 
weight of 533,519 pounds, and a passenger capacity of 257 (A330-841); 
or a maximum takeoff weight of 535,503 pounds, and a passenger capacity 
of 287 (A330-941).

Type Certification Basis

    Under the provisions of Sec.  21.101, Airbus must show that the 
Model A330neo airplanes meet the applicable provisions of the 
regulations listed in Type Certificate No. A46NM, or the applicable 
regulations in effect on the date of application for the change except 
for earlier amendments as agreed upon by the FAA.
    For the high-incidence protection system, Airbus will not meet the 
latest standards, as outlined in the Airbus Model A350 airplane special 
conditions (Special Conditions No. 25-517-SC). However, in accordance 
with Sec.  21.101, Airbus has agreed to meet improved standards 
relative to the original Airbus Model A330 airplane certification basis 
corresponding to Airbus Model A380 airplane standards.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., title 14, Code of Federal Regulations (14 CFR) part 
25) do not contain adequate or appropriate safety standards for Model 
A330neo airplanes 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 Model A330neo airplanes 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 Airbus Model A330neo airplanes will incorporate the following 
novel or unusual design features:
    A high-incidence protection system that limits the angle of attack 
at which the airplane can be flown during normal low-speed operations, 
and that the flightcrew cannot override.

Discussion

    The application of this high-incidence protection system, which 
limits the airplane's AOA, impacts the longitudinal airplane handling 
characteristics. In addition, the Alpha-floor function automatically 
advances the throttles on the operating engines under flight 
circumstances of low speed if the airplane reaches a predetermined high 
AOA. This function is intended to provide increased climb capability.
    The high-incidence protection system prevents the airplane from 
stalling and, therefore, the stall-warning system is not needed during 
normal flight conditions. If there is a failure of this system that is 
not shown to be extremely improbable, the flight characteristics at the 
AOA for lift coefficient CLmax (an airspeed calculated from 
a variety of factors; see item 1.f. in these special conditions) must 
be suitable in the traditional sense, and stall warning must be 
provided in a conventional manner.
    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 
Airbus Model A330-841 and A330-941 (A330neo) airplanes. Should Airbus 
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 series of airplanes. 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 Airbus Model A330-841 and A330-941 
(A330neo) airplanes.
    1. Definitions: The following definitions apply for terminology 
that does not appear in 14 CFR part 25:
    a. High-Incidence Protection System: A system that operates 
directly and automatically on the airplane's flying controls to limit 
the maximum incidence that can be attained to a value below that at 
which an aerodynamic stall would occur.
    b. Alpha-Floor System: A system that automatically increases thrust 
on the operating engines when incidence increases through a particular 
value.
    c. Alpha limit: The maximum steady incidence at which the airplane 
stabilizes with the high-incidence protection system operating and the 
longitudinal control held on its aft stop.
    d. Vmin: The minimum steady flight speed, for the 
airplane configuration under consideration and with the high-incidence 
protection system operating, is the final, stabilized, calibrated

[[Page 2037]]

airspeed obtained when the airplane is decelerated at an entry rate not 
exceeding 1 knot per second until the longitudinal pilot controller is 
on its stop.
    e. Vmin1g: Vmin corrected to 1g 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 AOA not greater than that determined for Vmin.
    f. VCLmax: An airspeed calculated from a variety of 
factors including load factor normal to the flight path at 
VCLmax, airplane gross weight, aerodynamic reference wing 
area, and dynamic pressure.
    2. Capability and Reliability of the High-Incidence Protection 
System: These special conditions are in lieu of 14 CFR 25.103, 25.145, 
25.201, 25.203, 25.207, and 25.1323, provided that acceptable 
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:
    a. It must not be possible during pilot-induced maneuvers to 
encounter a stall, and handling characteristics must be acceptable, as 
required by condition 5 of these special conditions.
    b. The airplane must be protected against stalling due to the 
effects of wind shears and gusts at low speeds, as required by 
condition 6 of these special conditions.
    c. The ability of the high-incidence protection system to 
accommodate any reduction in stalling incidence resulting from residual 
ice must be verified.
    d. The reliability of the system and the effects of failures must 
be acceptable in accordance with Sec.  25.1309 and the associated 
policy.
    3. Minimum Steady Flight Speed and Reference Stall Speed: In lieu 
of Sec.  25.103, the following requirements apply:
    a. Vmin: The minimum steady flight speed, for the 
airplane configuration under consideration and with the high-incidence 
protection system operating, is the final, stabilized, calibrated 
airspeed obtained when the airplane is decelerated at an entry rate not 
exceeding 1 knot per second until the longitudinal control is on its 
stop.
    b. The minimum steady flight speed, Vmin, must be 
determined with:
    i. The high-incidence protection system operating normally.
    ii. Idle thrust.
    iii. Alpha-Floor System inhibited.
    iv. All combinations of flap settings and landing gear positions.
    v. The weight used when VSR is being used as a factor to 
determine compliance with a required performance standard.
    vi. The most unfavorable center of gravity (CG) allowable, and
    vii. The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    c. Vmin1g: Vmin corrected to 1g conditions. 
It is the minimum calibrated airspeed at which the airplane can develop 
a lift force normal to the flight path and equal to the weight of the 
airplane when at an AOA not greater than that determined for 
Vmin. Vmin1g is defined as follows:
[GRAPHIC] [TIFF OMITTED] TR16JA18.000

Where

nzw = load factor normal to the flight path at 
Vmin

    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 is expressed as:
[GRAPHIC] [TIFF OMITTED] TR16JA18.001

Where

VCLmax = Calibrated airspeed obtained when the load-
factor-corrected lift coefficient
[GRAPHIC] [TIFF OMITTED] TR16JA18.002

is first a maximum during the maneuver prescribed in condition 
(3)(e)(viii) of these special conditions.

nzw = Load factor normal to the flight path at 
VCLmax
W = Airplane gross weight;
S = Aerodynamic reference wing area; and
q = Dynamic pressure.


    Note: Unless AOA protection-system (stall warning and stall 
identification) production tolerances are acceptably small, so as to 
produce insignificant changes in performance determinations, the 
flight-test settings for stall warning and stall identification 
should be set at the low AOA tolerance limit; high AOA tolerance 
limits should be used for characteristics evaluations.

    e. VCLmax must be determined with the following 
conditions:
    i. Engines idling, or, if that resultant thrust causes an 
appreciable decrease in stall speed, not more than zero thrust at the 
stall speed.
    ii. The airplane in other respects (such as flaps and landing gear) 
in the condition existing in the test or performance standard in which 
VSR is being used.
    iii. The weight used when VSR is being used as a factor 
to determine compliance with a required performance standard.
    iv. The CG position that results in the highest value of reference 
stall speed.
    v. 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.
    vi. The Alpha-Floor System inhibited.
    vii. The high-incidence protection system adjusted to a high enough 
incidence to allow full development of the 1g stall.
    viii. Starting from the stabilized trim condition, apply the 
longitudinal control to decelerate the airplane so that the speed 
reduction does not exceed one knot per second.
    f. The flight characteristics at the AOA for CLmax must 
be suitable in the traditional sense at forward (FWD) and aft (AFT) CG 
in straight and turning flight at IDLE power. Although for a normal 
production Electronic Flight Control System (EFCS) and steady full aft 
stick, this AOA for CLmax cannot be achieved. The AOA can be 
obtained momentarily under dynamic circumstances, and deliberately in a 
steady-state sense, with some EFCS failure conditions.
    4. Stall Warning:
    In lieu of Sec.  25.207, the following requirements apply:
    a. Normal Operation: If the items in condition 2, above, are 
satisfied, equivalent safety to the intent of Sec.  25.207, Stall 
Warning, must be considered to have been met without provision of an 
additional, unique warning device.
    b. Failure Cases: Following failures of the high-incidence 
protection system not shown to be extremely improbable, if the system 
no longer satisfies items in conditions 2. a., b., and c., stall 
warning must be provided in accordance with Sec.  25.207. The stall 
warning should prevent inadvertent stall in the following conditions:
    i. Power off straight stall approaches to a speed 5 percent below 
the warning onset.
    ii. Turning-flight stall approaches at entry rates up to 3 knots 
per second when recovery is initiated not less than 1 second after the 
warning onset.
    5. Handling Characteristics at High Incidence:
    a. High-Incidence Handling Demonstrations: In lieu of Sec.  25.201, 
the following requirements apply:
    i. Maneuvers to the limit of the longitudinal control, in the nose-
up direction, must be demonstrated in

[[Page 2038]]

straight flight and in 30-degree banked turns with:
    1. The high-incidence protection system operating normally.
    2. Initial power condition of:
    a. Power off
    b. The power necessary to maintain level flight at 1.5 
VSR1, where VSR1 is the reference stall speed 
with the flaps in the approach position, the landing gear retracted, 
and the maximum landing weight. The flap position to be used in 
determining this power setting is that position in which the stall 
speed, VSR1, does not exceed 110 percent of the stall speed, 
VSR0, with the flaps in the most extended landing position.
    3. Alpha-Floor System operating normally, unless more severe 
conditions are achieved with Alpha floor inhibited.
    4. Flaps, landing gear, and deceleration devices in any likely 
combination of positions.
    5. Representative weights within the range for which certification 
is requested, and
    6. The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    b. The following procedures must be used to show compliance with 
these special conditions:
    i. 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.
    ii. The longitudinal control must be maintained at its stop until 
the airplane has reached a stabilized flight condition, and must then 
be recovered by normal recovery techniques.
    iii. The requirements for turning-flight maneuver demonstrations 
must also be met with accelerated rates of entry to the incidence 
limit, up to the maximum rate achievable.
    c. Characteristics in High Incidence Maneuvers: In lieu of Sec.  
25.203, the following requirements apply:
    i. Throughout maneuvers with a rate of deceleration of not more 
than 1 knot per second, both in straight flight and in 30-degree banked 
turns, the airplane's characteristics must be as follows:
    1. There must not be any abnormal airplane 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 its stop, would be acceptable. Any 
reduction of pitch attitude associated with stabilizing the incidence 
at the Alpha limit should be achieved smoothly and at a low pitch rate, 
such that it is not likely to be mistaken for natural-stall 
identification.
    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 cockpit controllers throughout the maneuver.
    4. The airplane must not exhibit buffeting of a magnitude and 
severity that would act as a deterrent to completing the maneuver 
specified in Sec.  25.201(a), as amended by this special condition.
    ii. In maneuvers with increased rates of deceleration, some 
degradation of characteristics, associated with a transient excursion 
beyond the stabilized Alpha limit, is acceptable. However, the airplane 
must not exhibit dangerous characteristics or characteristics that 
would deter the pilot from holding the longitudinal controller on its 
stop for a period of time appropriate to the maneuvers.
    iii. It must always be possible to reduce incidence by conventional 
use of the controller.
    iv. 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 
significantly slower than can be achieved on conventionally controlled 
transport airplanes.
    6. Atmospheric Disturbances: Operation of the high-incidence 
protection system must not adversely affect airplane 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. Alpha Floor: The Alpha-floor setting must be such that the 
airplane can be flown at normal landing operational speed, and 
maneuvered up to bank angles consistent with the flight phase 
(including the maneuver capabilities specified in Sec.  25.143(g)), 
without triggering Alpha floor. In addition, there must be no Alpha-
floor triggering unless appropriate when the airplane is flown in usual 
operational maneuvers and in turbulence.
    8. Proof of Compliance: Change Sec.  25.21 as follows:
    Section 25.21(b)--The flying qualities must be evaluated at the 
most unfavorable CG position.
    9. For Sec. Sec.  25.145(a), 25.145(a), and 25.145(b)(6), the 
following requirements apply:
    a. Section 25.145(a)--It must be possible, at any point between the 
trim speed prescribed in Sec.  25.103(b)(7) as amended by this special 
condition and Vmin, to pitch the nose downward so that the 
acceleration to this selected trim speed is prompt with--
    b. Section 25.145(a)(1)--The airplane trimmed at the trim speed 
prescribed in Sec.  25.103(b)(7) as amended by this special condition.
    c. Section 25.145(b)(6)--With power off, flaps extended and the 
airplane trimmed at 1.3 VSR1, obtain and maintain airspeeds 
between Vmin and either 1.6VSR1 or 
VFE, whichever is lower.
    10. In lieu of Sec.  25.1323(d), the following requirement applies:
    (d) From 1.23 VSR to Vmin, the IAS must change 
perceptibly with CAS and in the same sense, and at speeds below 
Vmin speed the IAS must not change in an incorrect sense.

    Issued in Renton, Washington, on January 9, 2018.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division, 
Aircraft Certification Service.
[FR Doc. 2018-00546 Filed 1-12-18; 8:45 am]
BILLING CODE 4910-13-P

Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 2035 the airplane and occupants. Previously gases that may escape in such a way as not contain adequate or appropriate certified non-rechargeable lithium to cause a major or more severe failure safety standards for this design feature. battery installations, as used in this condition. These special conditions contain the paragraph, are those installations 6. Have provisions to prevent any additional safety standards that the approved for certification projects hazardous effect on airplane structure or Administrator considers necessary to applied for on or before the effective systems caused by the maximum establish a level of safety equivalent to date of these special conditions. A amount of heat it can generate due to that established by the existing cosmetic change is a change in any failure of it or its individual cells. airworthiness standards. appearance only, and does not change 7. Have a failure sensing and warning DATES: This action is effective on Airbus any function or safety characteristic of system to alert the flightcrew if its on January 16, 2018. Send your the battery installation. These special failure affects safe operation of the comments by March 2, 2018. conditions are also not applicable to airplane. 8. Have a means for the flightcrew or ADDRESSES: Send comments identified unchanged, previously certified non- maintenance personnel to determine the by docket number FAA–2017–0482 rechargeable lithium battery battery charge state if the battery’s using any of the following methods: installations that are affected by a change in a manner that improves the function is required for safe operation of • Federal eRegulations Portal: Go to safety of its installation. The FAA the airplane. http://www.regulations.gov/and follow determined that these exclusions are in Note: A battery system consists of the the online instructions for sending your the public interest because the need to battery and any protective, monitoring, and comments electronically. meet all of the special conditions might alerting circuitry or hardware inside or • Mail: Send comments to Docket otherwise deter these design changes outside of the battery. It also includes vents Operations, M–30, U.S. Department of that improve safety. (where necessary) and packaging. For the Transportation (DOT), 1200 New Jersey purpose of these special conditions, a Avenue SE, Room W12–140, West Conclusion ‘‘battery’’ and ‘‘battery system’’ are referred to Building Ground Floor, Washington, DC as a battery. 20590–0001. This action affects only a certain novel or unusual design feature on one Issued in Renton, Washington, on January • Hand Delivery or Courier: Take model of airplane. It is not a rule of 9, 2018. comments to Docket Operations in general applicability. Victor Wicklund, Room W12–140 of the West Building Manager, Transport Standards Branch, Policy Ground Floor at 1200 New Jersey List of Subjects in 14 CFR Part 25 Avenue SE, Washington, DC, between 9 and Innovation Division, Aircraft Aircraft, Aviation safety, Reporting Certification Service. a.m. and 5 p.m., Monday through and record keeping requirements. [FR Doc. 2018–00548 Filed 1–12–18; 8:45 am] Friday, except Federal holidays. The authority citation for these BILLING CODE 4910–13–P • Fax: Fax comments to Docket special conditions is as follows: Operations at 202–493–2251. Authority: 49 U.S.C. 106(g), 40113, 44701, Privacy: The FAA will post all 44702, 44704. DEPARTMENT OF TRANSPORTATION comments it receives, without change, to http://www.regulations.gov/, The Special Conditions Federal Aviation Administration including any personal information the ■ Accordingly, pursuant to the authority commenter provides. Using the search 14 CFR Part 25 function of the docket website, anyone delegated to me by the Administrator, the following special conditions are [Docket No. FAA–2017–0482; Special can find and read the electronic form of issued as part of the type certification Conditions No. 25–709–SC] all comments received into any FAA basis for the Dassault Model Falcon 5X docket, including the name of the airplane. Special Conditions: Airbus Model individual sending the comment (or A330–841 and A330–941 New Engine signing the comment for an association, Non-Rechargeable Lithium Battery Option (A330neo) Airplanes; Use of business, labor union, etc.). DOT’s Installations High-Incidence Protection and Alpha- complete Privacy Act Statement can be In lieu of § 25.1353(b)(1) through (4) Floor Systems found in the Federal Register published at Amendment 25–123, each non- on April 11, 2000 (65 FR 19477–19478). AGENCY: Federal Aviation rechargeable lithium battery installation Docket: Background documents or Administration (FAA), DOT. must: comments received may be read at ACTION: Final special conditions; request 1. Be designed to maintain safe cell http://www.regulations.gov/ at any time. for comments. Follow the online instructions for temperatures and pressures under all foreseeable operating conditions to SUMMARY: These special conditions are accessing the docket or go to Docket prevent fire and explosion. issued for the Airbus Model A330–841 Operations in Room W12–140 of the 2. Be designed to prevent the and A330–941 New Engine Option West Building Ground Floor at 1200 occurrence of self-sustaining, (A330neo) airplanes. These airplanes New Jersey Avenue SE, Washington, uncontrollable increases in temperature will have a novel or unusual design DC, between 9 a.m. and 5 p.m., Monday or pressure. feature when compared to the state of through Friday, except Federal holidays. 3. Not emit explosive or toxic gases, technology envisioned in the FOR FURTHER INFORMATION CONTACT: Joe either in normal operation or as a result airworthiness standards for transport- Jacobsen, FAA, Airplane and Flight of its failure, that may accumulate in category airplanes. This design feature Crew Interface Section, AIR–671, daltland on DSKBBV9HB2PROD with RULES hazardous quantities within the is a high-incidence protection system Transport Standards Branch, Policy and airplane. that limits the angle of attack (AOA) at Innovation Division, Aircraft 4. Meet the requirements of § 25.863. which the airplane can be flown during Certification Service, 1601 Lind Avenue 5. Not damage surrounding structure normal low-speed operations, and that SW, Renton, Washington 98057–3356; or adjacent systems, equipment, or the flightcrew cannot override. The telephone 425–227–2011; facsimile electrical wiring from corrosive fluids or applicable airworthiness regulations do 425–227–1320. VerDate Sep<11>2014 16:55 Jan 12, 2018 Jkt 244001 PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 E:\FR\FM\16JAR1.SGM 16JAR1

2036 Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations SUPPLEMENTARY INFORMATION: These If the Administrator finds that the these special conditions) must be special conditions are derived from applicable airworthiness regulations suitable in the traditional sense, and special conditions of the same topic for (i.e., title 14, Code of Federal stall warning must be provided in a the Airbus Model A380 airplane Regulations (14 CFR) part 25) do not conventional manner. (Special Conditions No. 25–316–SC). contain adequate or appropriate safety These special conditions contain the The substance of these special standards for Model A330neo airplanes additional safety standards that the conditions has been published in the because of a novel or unusual design Administrator considers necessary to Federal Register for public comment in feature, special conditions are establish a level of safety equivalent to several prior instances. The FAA prescribed under the provisions of that established by the existing therefore finds it unnecessary to delay § 21.16. airworthiness standards. the effective date, and finds that good Special conditions are initially Applicability cause exists for making these special applicable to the model for which they conditions effective upon publication in are issued. Should the type certificate As discussed above, these special the Federal Register. for that model be amended later to conditions are applicable to the Airbus include any other model that Model A330–841 and A330–941 Comments Invited (A330neo) airplanes. Should Airbus incorporates the same novel or unusual We invite interested people to take design feature, or should any other apply at a later date for a change to the part in this rulemaking by sending model already included on the same type certificate to include another written comments, data, or views. The type certificate be modified to model incorporating the same novel or most helpful comments reference a incorporate the same novel or unusual unusual design feature, these special specific portion of the special design feature, these special conditions conditions would apply to that model as conditions, explain the reason for any would also apply to the other model well. recommended change, and include under § 21.101. Conclusion supporting data. In addition to the applicable We will consider all comments we airworthiness regulations and special This action affects only certain novel receive by the closing date for conditions, the Model A330neo or unusual design features on one model comments. We may change these special airplanes must comply with the fuel- series of airplanes. It is not a rule of conditions based on the comments we vent and exhaust-emission requirements general applicability. receive. of 14 CFR part 34 and the noise- List of Subjects in 14 CFR Part 25 Background certification requirements of 14 CFR part 36. Aircraft, Aviation safety, Reporting On January 20, 2015, Airbus applied The FAA issues special conditions, as and recordkeeping requirements. for an amendment to Type Certificate defined in 14 CFR 11.19, in accordance The authority citation for these no. A46NM to include the new Model with § 11.38, and they become part of special conditions is as follows: A330–841 and A330–941 New Engine the type certification basis under Authority: 49 U.S.C. 106(g), 40113, 44701, Option airplanes, collectively marketed § 21.101. 44702, 44704. as Model A330neo airplanes. These airplanes, which are derivatives of the Novel or Unusual Design Features The Special Conditions Model A330–200 and A330–300 The Airbus Model A330neo airplanes Accordingly, pursuant to the airplanes currently approved under will incorporate the following novel or authority delegated to me by the Type Certificate No. A46NM, are wide- unusual design features: Administrator, the following special body, jet-engine airplanes with a A high-incidence protection system conditions are issued as part of the type maximum takeoff weight of 533,519 that limits the angle of attack at which certification basis for Airbus Model pounds, and a passenger capacity of 257 the airplane can be flown during normal A330–841 and A330–941 (A330neo) (A330–841); or a maximum takeoff low-speed operations, and that the airplanes. weight of 535,503 pounds, and a flightcrew cannot override. 1. Definitions: The following passenger capacity of 287 (A330–941). definitions apply for terminology that Discussion does not appear in 14 CFR part 25: Type Certification Basis The application of this high-incidence a. High-Incidence Protection System: Under the provisions of § 21.101, protection system, which limits the A system that operates directly and Airbus must show that the Model airplane’s AOA, impacts the automatically on the airplane’s flying A330neo airplanes meet the applicable longitudinal airplane handling controls to limit the maximum provisions of the regulations listed in characteristics. In addition, the Alpha- incidence that can be attained to a value Type Certificate No. A46NM, or the floor function automatically advances below that at which an aerodynamic applicable regulations in effect on the the throttles on the operating engines stall would occur. date of application for the change except under flight circumstances of low speed b. Alpha-Floor System: A system that for earlier amendments as agreed upon if the airplane reaches a predetermined automatically increases thrust on the by the FAA. high AOA. This function is intended to operating engines when incidence For the high-incidence protection provide increased climb capability. increases through a particular value. system, Airbus will not meet the latest The high-incidence protection system c. Alpha limit: The maximum steady standards, as outlined in the Airbus prevents the airplane from stalling and, incidence at which the airplane Model A350 airplane special conditions therefore, the stall-warning system is stabilizes with the high-incidence (Special Conditions No. 25–517–SC). not needed during normal flight daltland on DSKBBV9HB2PROD with RULES protection system operating and the However, in accordance with § 21.101, conditions. If there is a failure of this longitudinal control held on its aft stop. Airbus has agreed to meet improved system that is not shown to be d. Vmin: The minimum steady flight standards relative to the original Airbus extremely improbable, the flight speed, for the airplane configuration Model A330 airplane certification basis characteristics at the AOA for lift under consideration and with the high- corresponding to Airbus Model A380 coefficient CLmax (an airspeed calculated incidence protection system operating, airplane standards. from a variety of factors; see item 1.f. in is the final, stabilized, calibrated VerDate Sep<11>2014 16:55 Jan 12, 2018 Jkt 244001 PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 E:\FR\FM\16JAR1.SGM 16JAR1

Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 2037 airspeed obtained when the airplane is v. The weight used when VSR is being performance standard in which VSR is decelerated at an entry rate not used as a factor to determine being used. exceeding 1 knot per second until the compliance with a required iii. The weight used when VSR is longitudinal pilot controller is on its performance standard. being used as a factor to determine stop. vi. The most unfavorable center of compliance with a required e. Vmin1g: Vmin corrected to 1g gravity (CG) allowable, and performance standard. conditions. It is the minimum calibrated vii. The airplane trimmed for straight iv. The CG position that results in the airspeed at which the airplane can flight at a speed achievable by the highest value of reference stall speed. develop a lift force normal to the flight automatic trim system. v. The airplane trimmed for straight path and equal to its weight when at an c. Vmin1g: Vmin corrected to 1g flight at a speed achievable by the AOA not greater than that determined conditions. It is the minimum calibrated automatic trim system, but not less than for Vmin. airspeed at which the airplane can 1.13 VSR and not greater than 1.3 VSR. f. VCLmax: An airspeed calculated from develop a lift force normal to the flight vi. The Alpha-Floor System inhibited. a variety of factors including load factor path and equal to the weight of the vii. The high-incidence protection normal to the flight path at VCLmax, airplane when at an AOA not greater system adjusted to a high enough airplane gross weight, aerodynamic than that determined for Vmin. Vmin1g is incidence to allow full development of reference wing area, and dynamic defined as follows: the 1g stall. pressure. viii. Starting from the stabilized trim 2. Capability and Reliability of the condition, apply the longitudinal High-Incidence Protection System: control to decelerate the airplane so that These special conditions are in lieu of the speed reduction does not exceed one 14 CFR 25.103, 25.145, 25.201, 25.203, knot per second. 25.207, and 25.1323, provided that Where f. The flight characteristics at the acceptable capability and reliability of nzw = load factor normal to the flight path at AOA for CLmax must be suitable in the the high-incidence protection system Vmin traditional sense at forward (FWD) and can be established by flight test, aft (AFT) CG in straight and turning d. The Reference Stall Speed, VSR, is flight at IDLE power. Although for a simulation, and analysis as appropriate. a calibrated airspeed defined by the The capability and reliability required normal production Electronic Flight applicant. VSR may not be less than a 1g Control System (EFCS) and steady full are as follows: stall speed. VSR is expressed as: a. It must not be possible during pilot- aft stick, this AOA for CLmax cannot be induced maneuvers to encounter a stall, achieved. The AOA can be obtained and handling characteristics must be momentarily under dynamic acceptable, as required by condition 5 of circumstances, and deliberately in a these special conditions. steady-state sense, with some EFCS b. The airplane must be protected failure conditions. Where 4. Stall Warning: against stalling due to the effects of VCLmax = Calibrated airspeed obtained when In lieu of § 25.207, the following wind shears and gusts at low speeds, as the load-factor-corrected lift coefficient requirements apply: required by condition 6 of these special a. Normal Operation: If the items in conditions. condition 2, above, are satisfied, c. The ability of the high-incidence equivalent safety to the intent of protection system to accommodate any § 25.207, Stall Warning, must be reduction in stalling incidence resulting is first a maximum during the maneuver considered to have been met without from residual ice must be verified. prescribed in condition (3)(e)(viii) of these provision of an additional, unique d. The reliability of the system and special conditions. warning device. the effects of failures must be acceptable nzw = Load factor normal to the flight path b. Failure Cases: Following failures of in accordance with § 25.1309 and the at VCLmax the high-incidence protection system associated policy. W = Airplane gross weight; not shown to be extremely improbable, 3. Minimum Steady Flight Speed and S = Aerodynamic reference wing area; and if the system no longer satisfies items in Reference Stall Speed: In lieu of q = Dynamic pressure. conditions 2. a., b., and c., stall warning § 25.103, the following requirements must be provided in accordance with Note: Unless AOA protection-system (stall apply: warning and stall identification) production § 25.207. The stall warning should a. Vmin: The minimum steady flight tolerances are acceptably small, so as to prevent inadvertent stall in the speed, for the airplane configuration produce insignificant changes in following conditions: under consideration and with the high- performance determinations, the flight-test i. Power off straight stall approaches incidence protection system operating, settings for stall warning and stall to a speed 5 percent below the warning is the final, stabilized, calibrated identification should be set at the low AOA onset. airspeed obtained when the airplane is tolerance limit; high AOA tolerance limits ii. Turning-flight stall approaches at decelerated at an entry rate not should be used for characteristics evaluations. entry rates up to 3 knots per second exceeding 1 knot per second until the ER16JA18.001</GPH> ER16JA18.002</GPH> when recovery is initiated not less than longitudinal control is on its stop. e. VCLmax must be determined with the 1 second after the warning onset. b. The minimum steady flight speed, following conditions: 5. Handling Characteristics at High Vmin, must be determined with: i. Engines idling, or, if that resultant daltland on DSKBBV9HB2PROD with RULES Incidence: i. The high-incidence protection thrust causes an appreciable decrease in a. High-Incidence Handling system operating normally. stall speed, not more than zero thrust at Demonstrations: In lieu of § 25.201, the ii. Idle thrust. the stall speed. following requirements apply: iii. Alpha-Floor System inhibited. ii. The airplane in other respects i. Maneuvers to the limit of the iv. All combinations of flap settings (such as flaps and landing gear) in the longitudinal control, in the nose-up and landing gear positions. condition existing in the test or direction, must be demonstrated in ER16JA18.000</GPH> VerDate Sep<11>2014 16:55 Jan 12, 2018 Jkt 244001 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 E:\FR\FM\16JAR1.SGM 16JAR1

2038 Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations straight flight and in 30-degree banked incidence at the Alpha limit should be speed prescribed in § 25.103(b)(7) as turns with: achieved smoothly and at a low pitch amended by this special condition and 1. The high-incidence protection rate, such that it is not likely to be Vmin, to pitch the nose downward so that system operating normally. mistaken for natural-stall identification. the acceleration to this selected trim 2. Initial power condition of: 3. There must not be any speed is prompt with— a. Power off uncommanded lateral or directional b. Section 25.145(a)(1)—The airplane b. The power necessary to maintain motion, and the pilot must retain good trimmed at the trim speed prescribed in level flight at 1.5 VSR1, where VSR1 is the lateral and directional control by § 25.103(b)(7) as amended by this reference stall speed with the flaps in conventional use of the cockpit special condition. the approach position, the landing gear controllers throughout the maneuver. c. Section 25.145(b)(6)—With power retracted, and the maximum landing 4. The airplane must not exhibit off, flaps extended and the airplane weight. The flap position to be used in buffeting of a magnitude and severity trimmed at 1.3 VSR1, obtain and determining this power setting is that that would act as a deterrent to maintain airspeeds between Vmin and position in which the stall speed, VSR1, completing the maneuver specified in either 1.6VSR1 or VFE, whichever is does not exceed 110 percent of the stall § 25.201(a), as amended by this special lower. speed, VSR0, with the flaps in the most condition. 10. In lieu of § 25.1323(d), the extended landing position. ii. In maneuvers with increased rates following requirement applies: 3. Alpha-Floor System operating of deceleration, some degradation of (d) From 1.23 VSR to Vmin, the IAS normally, unless more severe conditions characteristics, associated with a must change perceptibly with CAS and are achieved with Alpha floor inhibited. transient excursion beyond the in the same sense, and at speeds below 4. Flaps, landing gear, and stabilized Alpha limit, is acceptable. Vmin speed the IAS must not change in deceleration devices in any likely However, the airplane must not exhibit an incorrect sense. combination of positions. dangerous characteristics or 5. Representative weights within the Issued in Renton, Washington, on January characteristics that would deter the pilot 9, 2018. range for which certification is from holding the longitudinal controller requested, and Victor Wicklund, on its stop for a period of time 6. The airplane trimmed for straight appropriate to the maneuvers. Manager, Transport Standards Branch, Policy flight at a speed achievable by the iii. It must always be possible to and Innovation Division, Aircraft Certification Service. automatic trim system. reduce incidence by conventional use of b. The following procedures must be [FR Doc. 2018–00546 Filed 1–12–18; 8:45 am] the controller. used to show compliance with these iv. The rate at which the airplane can BILLING CODE 4910–13–P special conditions: be maneuvered from trim speeds i. Starting at a speed sufficiently associated with scheduled operating above the minimum steady flight speed speeds such as V2 and VREF up to Alpha DEPARTMENT OF TRANSPORTATION to ensure that a steady rate of speed limit, must not be unduly damped or Federal Aviation Administration reduction can be established, apply the significantly slower than can be longitudinal control so that the speed achieved on conventionally controlled 14 CFR Part 25 reduction does not exceed 1 knot per transport airplanes. second until the control reaches the 6. Atmospheric Disturbances: [Docket No. FAA–2015–4279; Special stop. Operation of the high-incidence Conditions No. 25–612–SC] ii. The longitudinal control must be protection system must not adversely maintained at its stop until the airplane affect airplane control during expected Special Conditions: Gulfstream has reached a stabilized flight condition, levels of atmospheric disturbances, nor Aerospace Corporation, Gulfstream and must then be recovered by normal impede the application of recovery GVI Airplane; Non-Rechargeable recovery techniques. procedures in case of wind shear. This Lithium Battery Installations iii. The requirements for turning-flight must be demonstrated in non-icing and AGENCY: Federal Aviation maneuver demonstrations must also be icing conditions. Administration (FAA), DOT. met with accelerated rates of entry to 7. Alpha Floor: The Alpha-floor the incidence limit, up to the maximum ACTION: Final special conditions; setting must be such that the airplane rate achievable. can be flown at normal landing correction. c. Characteristics in High Incidence operational speed, and maneuvered up SUMMARY: This document corrects errors Maneuvers: In lieu of § 25.203, the to bank angles consistent with the flight that appeared in Docket No. FAA–2015– following requirements apply: phase (including the maneuver 4279, Special Conditions No. 25–612– i. Throughout maneuvers with a rate capabilities specified in § 25.143(g)), SC, which was published in the Federal of deceleration of not more than 1 knot without triggering Alpha floor. In Register on April 22, 2016. The errors per second, both in straight flight and in addition, there must be no Alpha-floor are incorrect title 14, Code of Federal 30-degree banked turns, the airplane’s triggering unless appropriate when the Regulations section citations in two characteristics must be as follows: airplane is flown in usual operational locations in the final special conditions 1. There must not be any abnormal maneuvers and in turbulence. document. airplane nose-up pitching. 8. Proof of Compliance: Change 2. There must not be any DATES: The effective date of this § 25.21 as follows: uncommanded nose-down pitching, Section 25.21(b)—The flying qualities correction is January 16, 2018. which would be indicative of stall. FOR FURTHER INFORMATION CONTACT: daltland on DSKBBV9HB2PROD with RULES must be evaluated at the most However, reasonable attitude changes unfavorable CG position. Nazih Khaouly, Airplane and Flight associated with stabilizing the incidence 9. For §§ 25.145(a), 25.145(a), and Crew Interface Section, AIR–671, at Alpha limit, as the longitudinal 25.145(b)(6), the following requirements Transport Standards Branch, Policy and control reaches its stop, would be apply: Innovation Division, Aircraft acceptable. Any reduction of pitch a. Section 25.145(a)—It must be Certification Service, 1601 Lind Avenue attitude associated with stabilizing the possible, at any point between the trim SW, Renton, Washington 98057–3356; VerDate Sep<11>2014 16:55 Jan 12, 2018 Jkt 244001 PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 E:\FR\FM\16JAR1.SGM 16JAR1


Document Created: 2018-01-13 02:02:40
Document Modified: 2018-01-13 02:02:40
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 Airbus on January 16, 2018. Send your comments by March 2, 2018.
ContactJoe Jacobsen, FAA, Airplane and Flight Crew Interface Section, AIR-671, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, 1601 Lind Avenue SW, Renton, Washington 98057-3356; telephone 425-227-2011; facsimile 425-227-1320.
FR Citation83 FR 2035 
CFR AssociatedAircraft; Aviation Safety and Reporting and Recordkeeping Requirements
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