Special Conditions; The New Piper Aircraft, Inc.; PA-46-350P and PA-46-500TP; Protection of Systems for High Intensity Radiated Fields (HIRF), 1326-1328 [05-294]
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Federal Register / Vol. 70, No. 5 / Friday, January 7, 2005 / Rules and Regulations
Direct Final Rule
It is the policy of the Rural Housing
Service (RHS) to publish rules
determined to be non-controversial and
unlikely to result in adverse comments
as direct final rules. RHS policy for
direct final rules was published on
March 27, 2003, at 68 FR 14889. No
adverse comments are anticipated on
the changes in this rule. Adverse
comments suggest that the rule should
not be adopted or that a change should
be made to the rule. Unless an adverse
comment is received within 60 days
from the date of publication, this rule
will be effective 90 days from the date
of publication. If RHS receives one or
more written adverse comments within
60 days from the date of publication, a
document withdrawing the direct final
rule prior to its effective date will be
published in the Federal Register
stating that adverse comments were
received.
Background
RHS administers the Direct Single
Family Housing Loan and Grant
program pursuant to 7 CFR part 3550,
designed to assist very low and lowincome households to obtain modest,
decent, safe, and sanitary housing for
use as permanent residences in rural
areas. Direct loans may be used to buy,
build, or improve the applicant’s
permanent residence. RHS regulations
in 7 CFR part 1924, subpart A, contain
requirements for construction which is
funded with direct RHS loans, including
direct single family housing loans. The
regulation also applies to larger direct
funded construction projects by other
agencies in the Rural Development
mission area. This regulation was
originally promulgated on March 13,
1987 in 52 FR 41833. One of the
requirements in this regulation is that
for construction work performed by the
contract method (where the borrower
contracts with a builder for the
construction), the builder must obtain a
surety bond guaranteeing payment and
performance in the amount of the
contract when the contract exceeds
$100,000. This amount has remained
unchanged since 1987. In 1987, a single
family house constructed and financed
under the direct single family housing
loan program would not exceed
$100,000. Since 1987, construction costs
for single family houses financed by
RHS have dramatically increased so that
now construction costs frequently
exceed $100,000. The requirement that
builders obtain surety bonds when the
construction contract exceeds $100,000
has made it difficult for contractors to
compete for direct single family housing
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16:17 Jan 06, 2005
Jkt 205001
projects financed by RHS. While the
regulation contains internal exceptions
for the $100,000 requirement, none of
these exceptions satisfactorily resolves
the cost burden for builders of direct
single family housing.
The revision to 7 CFR
1924.6(a)(3)(i)(A) will facilitate the
process of construction by raising the
threshold when the contractor must
acquire surety bonds. The purpose of
this regulation is to remove the surety
bond requirement for direct funded
single family housing. The new
threshold will be when the contract
exceeds the applicable RHS area single
family housing loan limit as established
pursuant to 7 CFR 3550.63 and the limit
for any particular area is available from
any Rural Development office.
The provisions in 7 CFR
1924.6(a)(3)(i) that require payment and
performance bonds when construction
is under this threshold amount remain
unchanged. RHS has determined that
changing the threshold for payment and
performance bonds provides for more
flexibility, is locality based, borrowers
are adequately protected, and housing
costs are reduced.
List of Subjects in 7 CFR Part 1924
Agriculture, Construction
management, Construction and repair,
Energy conservation, Housing, Loan
programs—Agriculture, Low and
moderate income housing.
I For the reasons set forth in the
preamble, chapter XVIII, title 7, of the
Code of Federal Regulations is amended
as follows:
PART 1924—CONSTRUCTION AND
REPAIR
1. The authority citation for part 1924
continues to read as follows:
I
Authority: 5 U.S.C. 301; 7 U.S.C. 1989; 42
U.S.C. 1480.
Subpart A—Planning and Performing
Construction and Other Development
2. Section 1924.6 is amended by
revising paragraph (a)(3)(i)(A) to read as
follows:
I
§ 1924.6
Performing development work.
*
*
*
*
*
(a) * * *
(3) * * *
(i) * * *
(A) The contract exceeds the
applicable Rural Development single
Family Housing area loan limit as per 7
CFR 3550.63. (Loan limits are available
at the local Rural Development field
office.)
*
*
*
*
*
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Dated: December 12, 2004.
Russell T. Davis,
Administrator, Rural Housing Service.
[FR Doc. 05–325 Filed 1–6–05; 8:45 am]
BILLING CODE 3410–XV–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE215, Special Condition 23–
154–SC]
Special Conditions; The New Piper
Aircraft, Inc.; PA–46–350P and PA–46–
500TP; Protection of Systems for High
Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued to The New Piper Aircraft, Inc.;
Vero Beach, Florida, for a type design
change for the PA–46–350P and PA–46–
500TP model airplanes. These airplanes
will have novel and unusual design
features when compared to the state of
technology envisaged in the applicable
airworthiness standards. These novel
and unusual design features include the
installation of electronic flight
instrument system (EFIS) displays
Model 700–00006–003 Entegra,
manufactured by Avidyne Corporation,
Inc., for which the applicable
regulations do not contain adequate or
appropriate airworthiness standards for
the protection of these systems from the
effects of high intensity radiated fields
(HIRF). These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to the airworthiness
standards applicable to these airplanes.
DATES: The effective date of these
special conditions is December 23,
2004. Comments must be received on or
before February 7, 2005.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE215, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE215. Comments may be inspected in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
FOR FURTHER INFORMATION CONTACT: Wes
Ryan, Aerospace Engineer, Standards
Office (ACE–110), Small Airplane
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07JAR1
Federal Register / Vol. 70, No. 5 / Friday, January 7, 2005 / Rules and Regulations
Directorate, Aircraft Certification
Service, Federal Aviation
Administration, 901 Locust, Room 301,
Kansas City, Missouri 64106; telephone
(816) 329–4127.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the design approval and
thus delivery of the affected aircraft. In
addition, the substance of these special
conditions has been subject to the
public comment process in several prior
instances with no substantive comments
received. The FAA, therefore, finds that
good cause exists for making these
special conditions effective upon
issuance.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments as they may desire.
Communications should identify the
regulatory docket or notice number and
be submitted in duplicate to the address
specified above. All communications
received on or before the closing date
for comments will be considered by the
Administrator. The special conditions
may be changed in light of the
comments received. All comments
received will be available in the Rules
Docket for examination by interested
persons, both before and after the
closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Commenters wishing the FAA to
acknowledge receipt of their comments
submitted in response to this notice
must include a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. CE215.’’ The postcard will
be date stamped and returned to the
commenter.
Inc., must show that affected airplane
models, as changed, continue to meet
the applicable provisions of the
regulations identified on the appropriate
TCDS. In addition, the type certification
basis of the airplanes embodying this
modification, which will include the
additional certification basis for
installation of the Avidyne Entegra
EFIS, is:
PA–46–350P model aircraft: 14 CFR
part 23 regulations §§ 23.301, 23.337,
23.341, 23.473, 23.561, 23.607, 23.611,
as amended by Amdt. 23–48; §§ 23.305,
23.613, 23.773, 23.1525, 23.1549 as
amended by Amdt. 23–45; §§ 23.777,
23.1191, 23.1337 as amended by Amdt.
23–51; §§ 23.867, 23.1303, 23.1307,
23.1309, 23.1311, 23.1321, 23.1323,
23.1329, 23.1351, 23.1353, 23.1359,
23.1361, 23.1365, 23.1431 as amended
by Amdt. 23–49; § 23.1305 as amended
by Amdt. 23–52; §§ 23.1322, 23.1331,
23.1357 as amended by Amdt. 23–43;
§§ 23.1325, 23.1543, 23.1545, 23.1555,
23.1563, 23.1581, 23.1583, 23.1585 as
amended by Amdt. 23–50; § 23.1523 as
amended by Amdt. 23–34; § 23.1529 as
amended by Amdt. 23–26; and the
special conditions adopted by this
rulemaking action.
PA–46–500TP model aircraft: 14 CFR
part 23 regulations § 23.607 as amended
by Amdt. 23–48; § 23.613 as amended
by Amdt. 23–45; §§ 23.1351, 23.1365,
23.1431 as amended by Amdt. 23–49;
§§ 23.1545, 23.1563 as amended by
Amdt. 23–50; § 23.1523 as amended by
Amdt. 23–34; and the special conditions
adopted by this rulemaking action.
Background
The New Piper Aircraft, Inc., Vero
Beach, Florida, has made application to
revise the type design of the PA–46–
350P and PA–46–500TP model
airplanes. The models are currently
approved under the type certification
basis listed on Type Certificate Data
Sheets (TCDS) A25SO. The proposed
modification incorporates a novel or
unusual design feature, such as digital
avionics consisting of an EFIS that is
vulnerable to HIRF external to the
airplane.
Discussion
If the Administrator finds that the
applicable airworthiness standards do
not contain adequate or appropriate
safety standards because of novel or
unusual design features of an airplane,
special conditions are prescribed under
the provisions of § 21.16.
Special conditions, as appropriate, as
defined in § 11.19, are issued in
accordance with § 11.38 after public
notice and become part of the type
certification basis in accordance with
§ 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model already
included on the same type certificate to
incorporate the same novel or unusual
design feature, the special conditions
would also apply to the other model
under the provisions of § 21.101.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.101, The New Piper Aircraft,
Novel or Unusual Design Features
The New Piper Aircraft, Inc., plans to
incorporate certain novel and unusual
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1327
design features into an airplane for
which the airworthiness standards do
not contain adequate or appropriate
safety standards for protection from the
effects of HIRF. These features include
EFIS, which are susceptible to the HIRF
environment, that were not envisaged
by the existing regulations for this type
of airplane.
Protection of Systems From High
Intensity Radiated Fields (HIRF): Recent
advances in technology have given rise
to the application in aircraft designs of
advanced electrical and electronic
systems that perform functions required
for continued safe flight and landing.
Due to the use of sensitive solid-state
advanced components in analog and
digital electronics circuits, these
advanced systems are readily responsive
to the transient effects of induced
electrical current and voltage caused by
the HIRF. The HIRF can degrade
electronic systems performance by
damaging components or upsetting
system functions.
Furthermore, the HIRF environment
has undergone a transformation that was
not foreseen when the current
requirements were developed. Higher
energy levels are radiated from
transmitters that are used for radar,
radio, and television. Also, the number
of transmitters has increased
significantly. There is also uncertainty
concerning the effectiveness of airframe
shielding for HIRF. Furthermore,
coupling to cockpit-installed equipment
through the cockpit window apertures is
undefined.
The combined effect of the
technological advances in airplane
design and the changing environment
has resulted in an increased level of
vulnerability of electrical and electronic
systems required for the continued safe
flight and landing of the airplane.
Effective measures against the effects of
exposure to HIRF must be provided by
the design and installation of these
systems. The accepted maximum energy
levels in which civilian airplane system
installations must be capable of
operating safely are based on surveys
and analysis of existing radio frequency
emitters. These special conditions
require that the airplane be evaluated
under these energy levels for the
protection of the electronic system and
its associated wiring harness. These
external threat levels, which are lower
than previous required values, are
believed to represent the worst case to
which an airplane would be exposed in
the operating environment.
These special conditions require
qualification of systems that perform
critical functions, as installed in aircraft,
to the defined HIRF environment in
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Federal Register / Vol. 70, No. 5 / Friday, January 7, 2005 / Rules and Regulations
paragraph 1 or, as an option to a fixed
value using laboratory tests, in
paragraph 2, as follows:
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the HIRF
environment defined below:
Frequency
Field strength
(volts per meter)
Peak
10 kHz–100 kHz .......
100 kHz–500 kHz .....
500 kHz–2 MHz ........
2 MHz–30 MHz .........
30 MHz–70 MHz .......
70 MHz–100 MHz .....
100 MHz–200 MHz ...
200 MHz–400 MHz ...
400 MHz–700 MHz ...
700 MHz–1 GHz .......
1 GHz–2 GHz ...........
2 GHz–4 GHz ...........
4 GHz–6 GHz ...........
6 GHz–8 GHz ...........
8 GHz–12 GHz .........
12 GHz–18 GHz .......
18 GHz–40 GHz .......
Average
50
50
50
100
50
50
100
100
700
700
2000
3000
3000
1000
3000
2000
600
50
50
50
100
50
50
100
100
50
100
200
200
200
200
300
200
200
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or, (2) The applicant may demonstrate
by a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per
meter, electrical field strength, from 10
kHz to 18 GHz. When using this test to
show compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must
be performed by the applicant, for
approval by the FAA, to identify either
electrical or electronic systems that
perform critical functions. The term
‘‘critical’’ means those functions whose
failure would contribute to, or cause, a
failure condition that would prevent the
continued safe flight and landing of the
airplane. The systems identified by the
hazard analysis that perform critical
functions are candidates for the
application of HIRF requirements. A
system may perform both critical and
non-critical functions. Primary
electronic flight display systems, and
their associated components, perform
critical functions such as attitude,
altitude, and airspeed indication. The
HIRF requirements apply only to critical
functions.
Compliance with HIRF requirements
may be demonstrated by tests, analysis,
models, similarity with existing
systems, or any combination of these.
Service experience alone is not
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acceptable since normal flight
operations may not include an exposure
to the HIRF environment. Reliance on a
system with similar design features for
redundancy as a means of protection
against the effects of external HIRF is
generally insufficient since all elements
of a redundant system are likely to be
exposed to the fields concurrently.
Applicability
As discussed above, these special
conditions are applicable to New Piper
PA–46–350P and PA–46–500TP model
airplanes.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. For this reason, and
because a delay would significantly
affect the certification of the airplane,
which is imminent, the FAA has
determined that prior public notice and
comment are unnecessary and
impracticable, and good cause exists for
adopting these special conditions upon
issuance. The FAA is requesting
comments to allow interested persons to
submit views that may not have been
submitted in response to the prior
opportunities for comment described
above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these special
conditions is as follows:
I
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.17; and 14 CFR
11.38 and 11.19.
The Special Conditions
I 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 New Piper PA–46–350P and
PA–46–500TP model airplanes modified
by installation of the factory optional
Avidyne Entegra EFIS system.
1. Protection of Electrical and
Electronic Systems From High Intensity
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Radiated Fields (HIRF). Each system
that performs critical functions must be
designed and installed to ensure that the
operations, and operational capabilities
of these systems to perform critical
functions, are not adversely affected
when the airplane is exposed to high
intensity radiated electromagnetic fields
external to the airplane.
2. For the purpose of these special
conditions, the following definition
applies:
Critical Functions: Functions whose
failure would contribute to, or cause, a
failure condition that would prevent the
continued safe flight and landing of the
airplane.
Issued in Kansas City, Missouri on
December 23, 2004.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–294 Filed 1–6–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2001–NM–74–AD; Amendment
39–13861; AD 2004–23–06]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 757–200, –200PF, –200CB, and
–300 Series Airplanes
Federal Aviation
Administration, DOT.
ACTION: Final rule; correction.
AGENCY:
SUMMARY: This document corrects two
typographical errors that appeared in
airworthiness directive (AD) 2004–23–
06 that was published in the Federal
Register on November 16, 2004 (69 FR
67047). The errors resulted in an
incorrect reference to an amendment
number and an incorrect reference to a
service bulletin. This AD applies to
certain Boeing Model 757–200, –200PF,
–200CB, and –300 series airplanes. This
AD requires inspection for damage of
the W2800 wire bundle insulation, wire
conductor, the wire bundle clamp
bracket, and the BACC10GU( ) clamp,
and repair or replacement with new or
serviceable parts, if necessary. This AD
also requires installation of spacers
between the clamp and the bracket.
DATES: Effective December 21, 2004.
FOR FURTHER INFORMATION CONTACT:
Elias Natsiopoulos, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
E:\FR\FM\07JAR1.SGM
07JAR1
]]>Agencies
[Federal Register Volume 70, Number 5 (Friday, January 7, 2005)]
[Rules and Regulations]
[Pages 1326-1328]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-294]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE215, Special Condition 23-154-SC]
Special Conditions; The New Piper Aircraft, Inc.; PA-46-350P and
PA-46-500TP; Protection of Systems for High Intensity Radiated Fields
(HIRF)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued to The New Piper Aircraft,
Inc.; Vero Beach, Florida, for a type design change for the PA-46-350P
and PA-46-500TP model airplanes. These airplanes will have novel and
unusual design features when compared to the state of technology
envisaged in the applicable airworthiness standards. These novel and
unusual design features include the installation of electronic flight
instrument system (EFIS) displays Model 700-00006-003 Entegra,
manufactured by Avidyne Corporation, Inc., for which the applicable
regulations do not contain adequate or appropriate airworthiness
standards for the protection of these systems from the effects of high
intensity radiated fields (HIRF). These special conditions contain the
additional safety standards that the Administrator considers necessary
to establish a level of safety equivalent to the airworthiness
standards applicable to these airplanes.
DATES: The effective date of these special conditions is December 23,
2004. Comments must be received on or before February 7, 2005.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE215, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE215. Comments may be
inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Wes Ryan, Aerospace Engineer,
Standards Office (ACE-110), Small Airplane
[[Page 1327]]
Directorate, Aircraft Certification Service, Federal Aviation
Administration, 901 Locust, Room 301, Kansas City, Missouri 64106;
telephone (816) 329-4127.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the design
approval and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
regulatory docket or notice number and be submitted in duplicate to the
address specified above. All communications received on or before the
closing date for comments will be considered by the Administrator. The
special conditions may be changed in light of the comments received.
All comments received will be available in the Rules Docket for
examination by interested persons, both before and after the closing
date for comments. A report summarizing each substantive public contact
with FAA personnel concerning this rulemaking will be filed in the
docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to Docket No. CE215.'' The postcard will be date stamped and
returned to the commenter.
Background
The New Piper Aircraft, Inc., Vero Beach, Florida, has made
application to revise the type design of the PA-46-350P and PA-46-500TP
model airplanes. The models are currently approved under the type
certification basis listed on Type Certificate Data Sheets (TCDS)
A25SO. The proposed modification incorporates a novel or unusual design
feature, such as digital avionics consisting of an EFIS that is
vulnerable to HIRF external to the airplane.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.101, The New Piper
Aircraft, Inc., must show that affected airplane models, as changed,
continue to meet the applicable provisions of the regulations
identified on the appropriate TCDS. In addition, the type certification
basis of the airplanes embodying this modification, which will include
the additional certification basis for installation of the Avidyne
Entegra EFIS, is:
PA-46-350P model aircraft: 14 CFR part 23 regulations Sec. Sec.
23.301, 23.337, 23.341, 23.473, 23.561, 23.607, 23.611, as amended by
Amdt. 23-48; Sec. Sec. 23.305, 23.613, 23.773, 23.1525, 23.1549 as
amended by Amdt. 23-45; Sec. Sec. 23.777, 23.1191, 23.1337 as amended
by Amdt. 23-51; Sec. Sec. 23.867, 23.1303, 23.1307, 23.1309, 23.1311,
23.1321, 23.1323, 23.1329, 23.1351, 23.1353, 23.1359, 23.1361, 23.1365,
23.1431 as amended by Amdt. 23-49; Sec. 23.1305 as amended by Amdt.
23-52; Sec. Sec. 23.1322, 23.1331, 23.1357 as amended by Amdt. 23-43;
Sec. Sec. 23.1325, 23.1543, 23.1545, 23.1555, 23.1563, 23.1581,
23.1583, 23.1585 as amended by Amdt. 23-50; Sec. 23.1523 as amended by
Amdt. 23-34; Sec. 23.1529 as amended by Amdt. 23-26; and the special
conditions adopted by this rulemaking action.
PA-46-500TP model aircraft: 14 CFR part 23 regulations Sec. 23.607
as amended by Amdt. 23-48; Sec. 23.613 as amended by Amdt. 23-45;
Sec. Sec. 23.1351, 23.1365, 23.1431 as amended by Amdt. 23-49;
Sec. Sec. 23.1545, 23.1563 as amended by Amdt. 23-50; Sec. 23.1523 as
amended by Amdt. 23-34; and the special conditions adopted by this
rulemaking action.
Discussion
If the Administrator finds that the applicable airworthiness
standards do not contain adequate or appropriate safety standards
because of novel or unusual design features of an airplane, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38 after public notice and become
part of the type certification basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model already included on the same type
certificate to incorporate the same novel or unusual design feature,
the special conditions would also apply to the other model under the
provisions of Sec. 21.101.
Novel or Unusual Design Features
The New Piper Aircraft, Inc., plans to incorporate certain novel
and unusual design features into an airplane for which the
airworthiness standards do not contain adequate or appropriate safety
standards for protection from the effects of HIRF. These features
include EFIS, which are susceptible to the HIRF environment, that were
not envisaged by the existing regulations for this type of airplane.
Protection of Systems From High Intensity Radiated Fields (HIRF):
Recent advances in technology have given rise to the application in
aircraft designs of advanced electrical and electronic systems that
perform functions required for continued safe flight and landing. Due
to the use of sensitive solid-state advanced components in analog and
digital electronics circuits, these advanced systems are readily
responsive to the transient effects of induced electrical current and
voltage caused by the HIRF. The HIRF can degrade electronic systems
performance by damaging components or upsetting system functions.
Furthermore, the HIRF environment has undergone a transformation
that was not foreseen when the current requirements were developed.
Higher energy levels are radiated from transmitters that are used for
radar, radio, and television. Also, the number of transmitters has
increased significantly. There is also uncertainty concerning the
effectiveness of airframe shielding for HIRF. Furthermore, coupling to
cockpit-installed equipment through the cockpit window apertures is
undefined.
The combined effect of the technological advances in airplane
design and the changing environment has resulted in an increased level
of vulnerability of electrical and electronic systems required for the
continued safe flight and landing of the airplane. Effective measures
against the effects of exposure to HIRF must be provided by the design
and installation of these systems. The accepted maximum energy levels
in which civilian airplane system installations must be capable of
operating safely are based on surveys and analysis of existing radio
frequency emitters. These special conditions require that the airplane
be evaluated under these energy levels for the protection of the
electronic system and its associated wiring harness. These external
threat levels, which are lower than previous required values, are
believed to represent the worst case to which an airplane would be
exposed in the operating environment.
These special conditions require qualification of systems that
perform critical functions, as installed in aircraft, to the defined
HIRF environment in
[[Page 1328]]
paragraph 1 or, as an option to a fixed value using laboratory tests,
in paragraph 2, as follows:
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the HIRF environment defined below:
------------------------------------------------------------------------
Field strength
(volts per meter)
Frequency ---------------------
Peak Average
------------------------------------------------------------------------
10 kHz-100 kHz.................................... 50 50
100 kHz-500 kHz................................... 50 50
500 kHz-2 MHz..................................... 50 50
2 MHz-30 MHz...................................... 100 100
30 MHz-70 MHz..................................... 50 50
70 MHz-100 MHz.................................... 50 50
100 MHz-200 MHz................................... 100 100
200 MHz-400 MHz................................... 100 100
400 MHz-700 MHz................................... 700 50
700 MHz-1 GHz..................................... 700 100
1 GHz-2 GHz....................................... 2000 200
2 GHz-4 GHz....................................... 3000 200
4 GHz-6 GHz....................................... 3000 200
6 GHz-8 GHz....................................... 1000 200
8 GHz-12 GHz...................................... 3000 300
12 GHz-18 GHz..................................... 2000 200
18 GHz-40 GHz..................................... 600 200
------------------------------------------------------------------------
The field strengths are expressed in terms of peak root-mean-square
(rms) values.
or, (2) The applicant may demonstrate by a system test and analysis
that the electrical and electronic systems that perform critical
functions can withstand a minimum threat of 100 volts per meter,
electrical field strength, from 10 kHz to 18 GHz. When using this test
to show compliance with the HIRF requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must be performed by the applicant,
for approval by the FAA, to identify either electrical or electronic
systems that perform critical functions. The term ``critical'' means
those functions whose failure would contribute to, or cause, a failure
condition that would prevent the continued safe flight and landing of
the airplane. The systems identified by the hazard analysis that
perform critical functions are candidates for the application of HIRF
requirements. A system may perform both critical and non-critical
functions. Primary electronic flight display systems, and their
associated components, perform critical functions such as attitude,
altitude, and airspeed indication. The HIRF requirements apply only to
critical functions.
Compliance with HIRF requirements may be demonstrated by tests,
analysis, models, similarity with existing systems, or any combination
of these. Service experience alone is not acceptable since normal
flight operations may not include an exposure to the HIRF environment.
Reliance on a system with similar design features for redundancy as a
means of protection against the effects of external HIRF is generally
insufficient since all elements of a redundant system are likely to be
exposed to the fields concurrently.
Applicability
As discussed above, these special conditions are applicable to New
Piper PA-46-350P and PA-46-500TP model airplanes.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability and
affects only the applicant who applied to the FAA for approval of these
features on the airplane.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. For this reason, and because a
delay would significantly affect the certification of the airplane,
which is imminent, the FAA has determined that prior public notice and
comment are unnecessary and impracticable, and good cause exists for
adopting these special conditions upon issuance. The FAA is requesting
comments to allow interested persons to submit views that may not have
been submitted in response to the prior opportunities for comment
described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.17; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
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 New Piper PA-46-350P and PA-46-500TP
model airplanes modified by installation of the factory optional
Avidyne Entegra EFIS system.
1. Protection of Electrical and Electronic Systems From High
Intensity Radiated Fields (HIRF). Each system that performs critical
functions must be designed and installed to ensure that the operations,
and operational capabilities of these systems to perform critical
functions, are not adversely affected when the airplane is exposed to
high intensity radiated electromagnetic fields external to the
airplane.
2. For the purpose of these special conditions, the following
definition applies:
Critical Functions: Functions whose failure would contribute to, or
cause, a failure condition that would prevent the continued safe flight
and landing of the airplane.
Issued in Kansas City, Missouri on December 23, 2004.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-294 Filed 1-6-05; 8:45 am]
BILLING CODE 4910-13-P
