Special Conditions; Maule Aerospace Technology, Inc. M-7-230, M-7-230C, and M-9-230 Airplane Models; Installation of Full Authority Digital Engine Control (FADEC) System and the Protection of the System From the Effects of High Intensity Radiated Fields (HIRF), 44463-44465 [05-15310]
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44463
Rules and Regulations
Federal Register
Vol. 70, No. 148
Wednesday, August 3, 2005
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE201; Special Conditions No.
23–141–SC]
Special Conditions; Maule Aerospace
Technology, Inc. M–7–230, M–7–230C,
and M–9–230 Airplane Models;
Installation of Full Authority Digital
Engine Control (FADEC) System and
the Protection of the System From the
Effects of 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 Maule Aerospace Technology,
Inc., for the Maule Aerospace
Technology, Inc. M–7–230, M–7–230C,
and M–9–230 airplane models. These
airplanes will have a novel or unusual
design feature(s) associated with the
installation of an engine that uses an
electronic engine control system in
place of the engine’s mechanical system.
The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain additional safety standards that
the Administrator considers necessary
to establish a level of safety equivalent
to that established by the existing
airworthiness standards applicable to
these airplanes. These special
conditions were issued and effective in
December 2003; however, they were
inadvertently not published. This
document is being published with the
same effective date to correct that
oversight.
The effective date of these
special conditions is December 17,
DATES:
VerDate jul<14>2003
15:20 Aug 02, 2005
Jkt 205001
2003. Comments must be received on or
before September 2, 2005.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE201, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE201. 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, Federal Aviation Administration,
Aircraft Certification Service, Small
Airplane Directorate, ACE–111, 901
Locust, Room 301, Kansas City,
Missouri 64106; telephone 816–329–
4127, fax 816–329–4090.
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 approval design 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 special condition
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
PO 00000
Frm 00001
Fmt 4700
Sfmt 4700
Docket No. CE201.’’ The postcard will
be date stamped and returned to the
commenter.
Background
On October 26, 2000, Maule
Aerospace Technology, Inc. applied for
a type certificate for the M–7–230, M–
7–230C, and M–9–230 models. The M–
7–230, M–7–230C, and M–9–230
models are powered by one
reciprocating engine equipped with an
electronic engine control system with
full authority capability in place of the
hydromechanical control system.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.17, Maule Aerospace
Technology, Inc. must show that Models
M–7–230, M–7–230C, and M–9–230
meet the applicable provisions of Part 3,
Civil Air Regulations, effective May 15,
1956 as amended by 3–1 through 3–5;
the following 14 CFR part 23 regulations
at Amendment 23–55 that do not have
equivalent rules in CAR 3:
§§ 23.853(e)(f), 23.943, 23.1091,
23.1125, 23.1305, 23.1337, 23.863,
23.955, 23.1093, 23.1143, 23.1309,
23.1351, 23.865, 23.961, 23.1103,
23.1163, 23.1311, 23.1353(h), 23.903(f),
23.997, 23.1107, 23.1181, 23.1321,
23.1361, 23.909, 23.1043, 23.1121,
23.1182, 23.1322, 23.1365, 23.939(b),
23.1047, 23.1123, 23.1183, 23.1331; 14
CFR part 36, Amendment 36–24;
exemptions, if any; and the special
conditions adopted by this and other
rulemaking actions.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 23) do not contain
adequate or appropriate safety standards
for the Models M–7–230, M–7–230C,
and M–9–230 because of novel or
unusual design features, special
conditions are prescribed under the
provisions of § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Models M–7–230, M–7–
230C, and M–9–230 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, and the FAA must issue a
finding of regulatory adequacy pursuant
to § 611 of Public Law 92–574, the
‘‘Noise Control Act of 1972.’’
Special conditions, as appropriate, as
defined in § 11.19, are issued in
accordance with § 11.38, and become
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Federal Register / Vol. 70, No. 148 / Wednesday, August 3, 2005 / Rules and Regulations
part of the type certification basis in
accordance with § 21.17(a)(2).
Special conditions are initially
applicable to the models for which they
are issued. Should the type certificate be
amended later to include any other
models that incorporate the same novel
or unusual design feature, the special
conditions would also apply to the other
models under the provisions of § 21.101.
Novel or Unusual Design Features
The Models M–7–230, M–7–230C,
and M–9–230 will incorporate the
following novel or unusual design
features:
Maule Aerospace Technology, Inc.
Models M–7–230, M–7–230C, and M–9–
230 airplanes will use an engine that
includes an electronic control system
with full engine authority capability.
Many advanced electronic systems are
prone to either upsets or damage, or
both, at energy levels lower than analog
systems. The increasing use of high
power radio frequency emitters
mandates requirements for improved
high intensity radiated fields (HIRF)
protection for electrical and electronic
equipment. Since the electronic engine
control system used on the Maule
Aerospace Technology, Inc. Models M–
7–230, M–7–230C, and M–9–230 will
perform critical functions, provisions
for protection from the effects of HIRF
fields should be considered and, if
necessary, incorporated into the
airplane design data. The FAA policy
contained in Notice 8110.71, dated
April 2, 1998, establishes the HIRF
energy levels that airplanes will be
exposed to in service. The guidelines set
forth in this Notice are the result of an
Aircraft Certification Service review of
existing policy on HIRF, in light of the
ongoing work of the ARAC
Electromagnetic Effects Harmonization
Working Group (EEHWG). The EEHWG
adopted a set of HIRF environment
levels in November 1997 that were
agreed upon by the FAA, JAA, and
industry participants. As a result, the
HIRF environments in this notice reflect
the environment levels recommended
by this working group. This notice states
that a full authority digital engine
control is an example of a system that
should address the HIRF environments.
Even though the control system will
be certificated as part of the engine, the
installation of an engine with an
electronic control system requires
evaluation due to the possible effects on
or by other airplane systems (e.g., radio
interference with other airplane
electronic systems, shared engine and
airplane power sources). The regulatory
requirements in 14 CFR part 23 for
evaluating the installation of complex
VerDate jul<14>2003
15:20 Aug 02, 2005
Jkt 205001
systems, including electronic systems,
are contained in § 23.1309. However,
when § 23.1309 was developed, the use
of electronic control systems for engines
was not envisioned; therefore, the
§ 23.1309 requirements were not
applicable to systems certificated as part
of the engine (reference § 23.1309(f)(1)).
Also, electronic control systems often
require inputs from airplane data and
power sources and outputs to other
airplane systems (e.g., automated
cockpit powerplant controls such as
mixture setting). Although the parts of
the system that are not certificated with
the engine could be evaluated using the
criteria of § 23.1309, the integral nature
of systems such as these makes it
unfeasible to evaluate the airplane
portion of the system without including
the engine portion of the system.
However, § 23.1309(f)(1) again prevents
complete evaluation of the installed
airplane system since evaluation of the
engine system’s effects is not required.
Therefore, special conditions are
proposed for the Maule Aerospace
Technology, Inc. Models M–7–230, M–
7–230C, and M–9–230 to provide HIRF
protection and to evaluate the
installation of the electronic engine
control system for compliance with the
requirements of § 23.1309(a) through (e)
at Amendment 23–46.
Applicability
As discussed above, these special
conditions are applicable to the Models
M–7–230, M–7–230C, and M–9–230.
Should Maule Aerospace Technology,
Inc. apply at a later date for a change to
the type certificate to include another
model incorporating the same novel or
unusual design feature, the special
conditions would apply to that model as
well under the provisions of § 21.101.
Conclusion
This action affects only certain novel
or unusual design features on the M–7–
230, M–7–230C, and M–9–230
airplanes. It is not a rule of general
applicability, and it affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
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
PO 00000
Frm 00002
Fmt 4700
Sfmt 4700
PART 23—[AMENDED]
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 Maule Aerospace Technology,
Inc. M–7–230, M–7–230C, and M–9–230
models of airplanes.
1. High Intensity Radiated Fields
(HIRF) Protection. In showing
compliance with 14 CFR part 21 and the
airworthiness requirements of 14 CFR
part 23, protection against hazards
caused by exposure to HIRF fields for
the full authority digital engine control
system, which performs critical
functions, must be considered. To
prevent this occurrence, the electronic
engine control system must be designed
and installed to ensure that the
operation and operational capabilities of
this critical system are not adversely
affected when the airplane is exposed to
high energy radio fields.
At this time, the FAA and other
airworthiness authorities are unable to
precisely define or control the HIRF
energy level to which the airplane will
be exposed in service; therefore, the
FAA hereby defines two acceptable
interim methods for complying with the
requirement for protection of systems
that perform critical functions.
(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
external HIRF threat environment
defined in the following table:
Frequency Field
strength
(volts per meter)
10 kHz–100 kHz .......
100–500 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 .......
Peak
50
50
50
100
50
50
100
100
700
700
2000
3000
3000
1000
3000
2000
600
Average
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.
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Federal Register / Vol. 70, No. 148 / Wednesday, August 3, 2005 / Rules and Regulations
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
peak electrical strength, without the
benefit of airplane structural shielding,
in the frequency range of 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.
Data used for engine certification may
be used, when appropriate, for airplane
certification.
2. Electronic Engine Control System.
The installation of the electronic engine
control system must comply with the
requirements of § 23.1309(a) through (e)
at Amendment 23–46. The intent of this
requirement is not to re-evaluate the
inherent hardware reliability of the
control itself, but rather determine the
effects, including environmental effects
addressed in § 23.1309(e), on the
airplane systems and engine control
system when installing the control on
the airplane. When appropriate, engine
certification data may be used when
showing compliance with this
requirement.
Issued in Kansas City, Missouri on July 25,
2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–15310 Filed 8–2–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2005–21337; Airspace
Docket No. 05–ACE–16]
Establishment of Class E2 Airspace;
and Modification of Class E5 Airspace;
Storm Lake, IA
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This rule establishes a Class
E surface area at Storm Lake, IA. It also
modifies the Class E airspace area
extending upward from 700 feet above
the surface at Storm Lake, IA.
The effect of this rule is to provide
appropriate controlled Class E airspace
for aircraft departing from and executing
instrument approach procedures to
Storm Lake Municipal Airport and to
segregate aircraft using instrument
approach procedures in instrument
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15:20 Aug 02, 2005
Jkt 205001
conditions from aircraft operating in
visual conditions.
EFFECTIVE DATE: 0901 UTC, September 1,
2005.
FOR FURTHER INFORMATION CONTACT:
Brenda Mumper, Air Traffic Division,
Airspace Branch, ACE–520A, DOT
Regional Headquarters Building, Federal
Aviation Administration, 901 Locust,
Kansas City, MO 64106; telephone:
(816) 329–2524.
SUPPLEMENTARY INFORMATION:
History
On Wednesday June 22, 2005, the
FAA proposed to amend 14 CFR part 71
to establish a Class E surface area and
to modify other Class E airspace at
Storm Lake, IA (70 FR 19027). The
proposal was to establish a Class E
surface area at Storm Lake, IA. It was
also to modify the Class E5 airspace area
to bring it into compliance with FAA
directives. Interested parties were
invited to participate in this rulemaking
proceeding by submitting written
comments on the proposal to the FAA.
No comments objecting to the proposal
were received.
The Rule
This amendment to Part 71 of the
Federal Aviation Regulations (14 CFR
Part 71) establishes Class E airspace
designated as a surface area for an
airport at Storm Lake, IA. Controlled
airspace extending upward from the
surface of the earth is needed to contain
aircraft executing instrument approach
procedures to Storm Lake Municipal
Airport. Weather observations will be
provided by an Automatic Weather
Observing/Reporting System (AWOS)
and communications will be direct with
Fort Dodge Automated Flight Service
Station.
This rule also revises the Class E
airspace area extending upward from
700 feet above the surface at Storm
Lake, IA. An examination of this Class
E airspace area for Storm Lake, IA
revealed noncompliance with FAA
directives. This corrects identified
discrepancies by decreasing the width
of the southeast extension from 2.6
miles to 2.5 miles each side of the 167°
bearing from Storm Lake NDB and
creating an extension within 2.5 miles
each side of the 357° bearing from the
Storm Lake NDB extending from the 6.6mile radius of the airport to 7 miles
north of the airport, defining airspace of
appropriate dimensions to protect
aircraft departing and executing
instrument approach procedures to
Storm Lake Municipal Airport and
bringing the airspace area into
compliance with FAA directives. Both
PO 00000
Frm 00003
Fmt 4700
Sfmt 4700
44465
areas will be depicted on appropriate
aeronautical charts.
Class E airspace areas designated as
surface areas are published in Paragraph
6002 of FAA Order 7400.9M, Airspace
Designations and Reporting Points,
dated August 30, 2004, and effective
September 15, 2004, which is
incorporated by reference in 14 CFR
71.1. Class E airspace areas extending
upward from 700 feet or more above the
surface of the earth are published in
Paragraph 6005 of the same Order. The
Class E airspace designations listed in
this document will be published
subsequently in the Order.
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. Therefore, this regulation—(1)
Is not a ‘‘significant regulatory action’’
under Executive Order 12866; (2) is not
a ‘‘significant rule’’ under DOT
Regulatory Policies and Procedures (44
FR 11034; February 26, 1979); and (3)
does not warrant preparation of a
Regulatory Evaluation as the anticipated
impact is so minimal. Since this is a
routine matter that will only affect air
traffic procedures and air navigation, it
is certified that this rule, when
promulgated, will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
This rulemaking is promulgated
under the authority described in
Subtitle VII, Part A, Subpart I, Section
40103. Under that section, the FAA is
charged with prescribing regulations to
assign the use of the airspace necessary
to ensure the safety of aircraft and the
efficient use of airspace. This regulation
is within the scope of that authority
since it contains aircraft executing
instrument approach procedures to
Storm Lake Municipal Airport.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference,
Navigation (Air).
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 71 as follows:
I
PART 71—DESIGNATION OF CLASS A,
CLASS B, CLASS C, CLASS D, AND
CLASS E AIRSPACE AREAS;
AIRWAYS; ROUTES; AND REPORTING
POINTS
1. The authority citation for part 71
continues to read as follows:
I
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]]>Agencies
[Federal Register Volume 70, Number 148 (Wednesday, August 3, 2005)]
[Rules and Regulations]
[Pages 44463-44465]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-15310]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 70, No. 148 / Wednesday, August 3, 2005 /
Rules and Regulations
[[Page 44463]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE201; Special Conditions No. 23-141-SC]
Special Conditions; Maule Aerospace Technology, Inc. M-7-230, M-
7-230C, and M-9-230 Airplane Models; Installation of Full Authority
Digital Engine Control (FADEC) System and the Protection of the System
From the Effects of 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 Maule Aerospace
Technology, Inc., for the Maule Aerospace Technology, Inc. M-7-230, M-
7-230C, and M-9-230 airplane models. These airplanes will have a novel
or unusual design feature(s) associated with the installation of an
engine that uses an electronic engine control system in place of the
engine's mechanical system. The applicable airworthiness regulations do
not contain adequate or appropriate safety standards for this design
feature. These special conditions contain additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards applicable to these airplanes. These special conditions were
issued and effective in December 2003; however, they were inadvertently
not published. This document is being published with the same effective
date to correct that oversight.
DATES: The effective date of these special conditions is December 17,
2003. Comments must be received on or before September 2, 2005.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE201, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE201. 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, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri
64106; telephone 816-329-4127, fax 816-329-4090.
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 approval
design 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 special condition 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. CE201.'' The postcard will be date stamped and
returned to the commenter.
Background
On October 26, 2000, Maule Aerospace Technology, Inc. applied for a
type certificate for the M-7-230, M-7-230C, and M-9-230 models. The M-
7-230, M-7-230C, and M-9-230 models are powered by one reciprocating
engine equipped with an electronic engine control system with full
authority capability in place of the hydromechanical control system.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.17, Maule
Aerospace Technology, Inc. must show that Models M-7-230, M-7-230C, and
M-9-230 meet the applicable provisions of Part 3, Civil Air
Regulations, effective May 15, 1956 as amended by 3-1 through 3-5; the
following 14 CFR part 23 regulations at Amendment 23-55 that do not
have equivalent rules in CAR 3: Sec. Sec. 23.853(e)(f), 23.943,
23.1091, 23.1125, 23.1305, 23.1337, 23.863, 23.955, 23.1093, 23.1143,
23.1309, 23.1351, 23.865, 23.961, 23.1103, 23.1163, 23.1311,
23.1353(h), 23.903(f), 23.997, 23.1107, 23.1181, 23.1321, 23.1361,
23.909, 23.1043, 23.1121, 23.1182, 23.1322, 23.1365, 23.939(b),
23.1047, 23.1123, 23.1183, 23.1331; 14 CFR part 36, Amendment 36-24;
exemptions, if any; and the special conditions adopted by this and
other rulemaking actions.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 23) do not contain adequate or
appropriate safety standards for the Models M-7-230, M-7-230C, and M-9-
230 because of novel or unusual design features, special conditions are
prescribed under the provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Models M-7-230, M-7-230C, and M-9-230 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, and the FAA
must issue a finding of regulatory adequacy pursuant to Sec. 611 of
Public Law 92-574, the ``Noise Control Act of 1972.''
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become
[[Page 44464]]
part of the type certification basis in accordance with Sec.
21.17(a)(2).
Special conditions are initially applicable to the models for which
they are issued. Should the type certificate be amended later to
include any other models that incorporate the same novel or unusual
design feature, the special conditions would also apply to the other
models under the provisions of Sec. 21.101.
Novel or Unusual Design Features
The Models M-7-230, M-7-230C, and M-9-230 will incorporate the
following novel or unusual design features:
Maule Aerospace Technology, Inc. Models M-7-230, M-7-230C, and M-9-
230 airplanes will use an engine that includes an electronic control
system with full engine authority capability.
Many advanced electronic systems are prone to either upsets or
damage, or both, at energy levels lower than analog systems. The
increasing use of high power radio frequency emitters mandates
requirements for improved high intensity radiated fields (HIRF)
protection for electrical and electronic equipment. Since the
electronic engine control system used on the Maule Aerospace
Technology, Inc. Models M-7-230, M-7-230C, and M-9-230 will perform
critical functions, provisions for protection from the effects of HIRF
fields should be considered and, if necessary, incorporated into the
airplane design data. The FAA policy contained in Notice 8110.71, dated
April 2, 1998, establishes the HIRF energy levels that airplanes will
be exposed to in service. The guidelines set forth in this Notice are
the result of an Aircraft Certification Service review of existing
policy on HIRF, in light of the ongoing work of the ARAC
Electromagnetic Effects Harmonization Working Group (EEHWG). The EEHWG
adopted a set of HIRF environment levels in November 1997 that were
agreed upon by the FAA, JAA, and industry participants. As a result,
the HIRF environments in this notice reflect the environment levels
recommended by this working group. This notice states that a full
authority digital engine control is an example of a system that should
address the HIRF environments.
Even though the control system will be certificated as part of the
engine, the installation of an engine with an electronic control system
requires evaluation due to the possible effects on or by other airplane
systems (e.g., radio interference with other airplane electronic
systems, shared engine and airplane power sources). The regulatory
requirements in 14 CFR part 23 for evaluating the installation of
complex systems, including electronic systems, are contained in Sec.
23.1309. However, when Sec. 23.1309 was developed, the use of
electronic control systems for engines was not envisioned; therefore,
the Sec. 23.1309 requirements were not applicable to systems
certificated as part of the engine (reference Sec. 23.1309(f)(1)).
Also, electronic control systems often require inputs from airplane
data and power sources and outputs to other airplane systems (e.g.,
automated cockpit powerplant controls such as mixture setting).
Although the parts of the system that are not certificated with the
engine could be evaluated using the criteria of Sec. 23.1309, the
integral nature of systems such as these makes it unfeasible to
evaluate the airplane portion of the system without including the
engine portion of the system. However, Sec. 23.1309(f)(1) again
prevents complete evaluation of the installed airplane system since
evaluation of the engine system's effects is not required.
Therefore, special conditions are proposed for the Maule Aerospace
Technology, Inc. Models M-7-230, M-7-230C, and M-9-230 to provide HIRF
protection and to evaluate the installation of the electronic engine
control system for compliance with the requirements of Sec. 23.1309(a)
through (e) at Amendment 23-46.
Applicability
As discussed above, these special conditions are applicable to the
Models M-7-230, M-7-230C, and M-9-230. Should Maule Aerospace
Technology, Inc. apply at a later date for a change to the type
certificate to include another model incorporating the same novel or
unusual design feature, the special conditions would apply to that
model as well under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on the M-7-230, M-7-230C, and M-9-230 airplanes. It is not a rule of
general applicability, and it affects only the applicant who applied to
the FAA for approval of these features on the airplane.
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:
PART 23--[AMENDED]
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 Maule Aerospace Technology, Inc. M-7-
230, M-7-230C, and M-9-230 models of airplanes.
1. High Intensity Radiated Fields (HIRF) Protection. In showing
compliance with 14 CFR part 21 and the airworthiness requirements of 14
CFR part 23, protection against hazards caused by exposure to HIRF
fields for the full authority digital engine control system, which
performs critical functions, must be considered. To prevent this
occurrence, the electronic engine control system must be designed and
installed to ensure that the operation and operational capabilities of
this critical system are not adversely affected when the airplane is
exposed to high energy radio fields.
At this time, the FAA and other airworthiness authorities are
unable to precisely define or control the HIRF energy level to which
the airplane will be exposed in service; therefore, the FAA hereby
defines two acceptable interim methods for complying with the
requirement for protection of systems that perform critical functions.
(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 external HIRF threat environment defined
in the following table:
------------------------------------------------------------------------
Frequency Field strength (volts per meter) Peak Average
------------------------------------------------------------------------
10 kHz-100 kHz.................................... 50 50
100-500 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.
[[Page 44465]]
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 peak
electrical strength, without the benefit of airplane structural
shielding, in the frequency range of 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. Data used for engine
certification may be used, when appropriate, for airplane
certification.
2. Electronic Engine Control System. The installation of the
electronic engine control system must comply with the requirements of
Sec. 23.1309(a) through (e) at Amendment 23-46. The intent of this
requirement is not to re-evaluate the inherent hardware reliability of
the control itself, but rather determine the effects, including
environmental effects addressed in Sec. 23.1309(e), on the airplane
systems and engine control system when installing the control on the
airplane. When appropriate, engine certification data may be used when
showing compliance with this requirement.
Issued in Kansas City, Missouri on July 25, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-15310 Filed 8-2-05; 8:45 am]
BILLING CODE 4910-13-P
