Special Conditions; Premier Avionics Design Ltd., EFIS on the Cessna 441; Protection of Systems for High Intensity Radiated Fields (HIRF), 56564-56566 [05-19289]
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56564
Federal Register / Vol. 70, No. 187 / Wednesday, September 28, 2005 / Rules and Regulations
Administrative Procedure Act
The Board did not follow the
provisions of 5 U.S.C. 553(b) relating to
notice and public participation in
connection with the adoption of these
amendments because the Board for good
cause determined that delaying
implementation of the new primary and
secondary credit rates in order to allow
notice and public comment would be
unnecessary and contrary to the public
interest in fostering price stability and
sustainable economic growth. For these
same reasons, the Board also has not
provided 30 days prior notice of the
effective date of the rule under section
553(d).
List of Subjects in 12 CFR Part 201
Banks, Banking, Federal Reserve
System, Reporting and recordkeeping.
Federal Reserve Bank
Rate
Boston ............
New York .......
Philadelphia ...
Cleveland .......
Richmond .......
Atlanta ............
Chicago ..........
St. Louis .........
Minneapolis ....
Kansas City ...
Dallas .............
San Francisco
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
5.25
September
September
September
September
September
September
September
September
September
September
September
September
*
*
*
*
*
20,
20,
20,
22,
20,
22,
20,
21,
20,
20,
22,
20,
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
By order of the Board of Governors of the
Federal Reserve System, September 22, 2005.
Jennifer J. Johnson,
Secretary of the Board.
[FR Doc. 05–19395 Filed 9–27–05; 8:45 am]
BILLING CODE 6210–01–P
Authority and Issuance
For the reasons set forth in the
preamble, the Board is amending 12
CFR chapter II as follows:
DEPARTMENT OF TRANSPORTATION
PART 201—EXTENSIONS OF CREDIT
BY FEDERAL RESERVE BANKS
(REGULATION A)
14 CFR Part 23
I
Federal Aviation Administration
1. The authority citation for part 201
continues to read as follows:
I
Authority: 12 U.S.C. 248(i)–(j), 343 et seq.,
347a, 347b, 347c, 348 et seq., 357, 374, 374a,
and 461.
2. In § 201.51, paragraphs (a) and (b)
are revised to read as follows:
I
(a) Primary credit. The interest rates
for primary credit provided to
depository institutions under § 201.4(a)
are:
Federal Reserve Bank
Rate
Boston ............
New York .......
Philadelphia ...
Cleveland .......
Richmond .......
Atlanta ............
Chicago ..........
St. Louis .........
Minneapolis ....
Kansas City ...
Dallas .............
San Francisco
4.75
4.75
4.75
4.75
4.75
4.75
4.75
4.75
4.75
4.75
4.75
4.75
Effective
September
September
September
September
September
September
September
September
September
September
September
September
20,
20,
20,
22,
20,
22,
20,
21,
20,
20,
22,
20,
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
2005.
(b) Secondary credit. The interest
rates for secondary credit provided to
depository institutions under 201.4(b)
are:
1 The primary, secondary, and seasonal credit
rates described in this section apply to both
advances and discounts made under the primary,
secondary, and seasonal credit programs,
respectively.
VerDate Aug<31>2005
15:14 Sep 27, 2005
Jkt 205001
[Docket No. CE231, Special Condition 23–
171–SC]
Special Conditions; Premier Avionics
Design Ltd., EFIS on the Cessna 441;
Protection of Systems for High
Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
§ 201.51 Interest rates applicable to credit
extended by a Federal Reserve Bank.1
SUMMARY: These special conditions are
issued to Premier Avionics Design Ltd.,
12002 Warfield, Suite 250, San Antonio,
TX 78216, for a Supplemental Type
Certificate for the Cessna 441 Conquest.
This airplane 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 an
electronic flight instrument system
(EFIS) in the form of two digital
altimeters. The digital altimeters will be
Thommen Model AD32E, one on the
pilot side and one on the copilot side,
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.
PO 00000
Frm 00004
Fmt 4700
Sfmt 4700
The effective date of these
special conditions is September 13,
2005. Comments must be received on or
before October 28, 2005.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE231, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE231. 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
Directorate, Aircraft Certification
Service, Federal Aviation
Administration, 901 Locust, Room 301,
Kansas City, Missouri 64106; telephone
(816) 32-4127.
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.
DATES:
Effective
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. CE231.’’ The postcard will
be date stamped and returned to the
commenter.
E:\FR\FM\28SER1.SGM
28SER1
Federal Register / Vol. 70, No. 187 / Wednesday, September 28, 2005 / Rules and Regulations
Background
Premier Avionics made application to
the FAA for a new Supplemental Type
Certificate for the Cessna 441. The
Cessna 441 is currently approved under
TC No. A28CE. The proposed
modification incorporates a novel or
unusual design features, such as digital
avionics consisting of digital air data
computers that are vulnerable to HIRF
external to the airplane.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.101, Premier Avionics must
show that the Cessna 441 aircraft meets
the original certification basis for the
airplane, as listed on Type Data Sheet
A28CE, the additional certification
requirements added for the Thommen
AD32E systems, exemptions, if any; and
the special conditions adopted by this
rulemaking action. The rules that were
applied at the amendment appropriate
for the application date for this STC
include 23.1301, 23.1309, 23.1311,
23.1321, and 23.1322.
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.
Novel or Unusual Design Features
Premier Avionics plans to incorporate
certain novel and unusual design
features into the Cessna 441 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
VerDate Aug<31>2005
15:14 Sep 27, 2005
Jkt 205001
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
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:
PO 00000
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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 ...........
56565
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Average
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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.
E:\FR\FM\28SER1.SGM
28SER1
56566
Federal Register / Vol. 70, No. 187 / Wednesday, September 28, 2005 / Rules and Regulations
Applicability
As discussed above, these special
conditions are applicable to the Cessna
441. Should Premier Avionics apply at
a later date for a supplemental type
certificate to modify any other model on
the same type certificate data sheet to
incorporate 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 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 21.101; and 14 CFR
11.38 and 11.19.
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 the Cessna 441 airplane
modified by Premier Avionics Design
Ltd. to add two Thommen AD32E Air
Data Display Units.
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
I
VerDate Aug<31>2005
15:14 Sep 27, 2005
Jkt 205001
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
September 13, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–19289 Filed 9–27–05; 8:45 am]
BILLING CODE 4910–13–P
ENVIRONMENTAL PROTECTION
AGENCY
40 CFR Part 52
[R06–OAR–2005–TX–0016; FRL–7975–9]
Approval and Promulgation of Air
Quality Implementation Plans; Texas;
Permits by Rule
Environmental Protection
Agency (EPA).
ACTION: Direct final rule.
AGENCY:
SUMMARY: EPA is taking direct final
action to approve a State
Implementation Plan (SIP) revision for
the State of Texas. This action removes
a provision from the Texas SIP which
provided public notice for concrete
batch plants which were constructed
under a permit by rule (PBR). On
September 1, 2000, Texas replaced the
PBR for concrete batch plants with a
standard permit for concrete batch
plants. The standard permit for concrete
batch plants also requires public notice
for concrete batch plants subject to the
standard permit. Texas maintained the
public notice requirements of its PBR to
assure that proper procedures were
followed for concrete batch plants that
were permitted under the PBR prior to
the effective date of the standard permit.
All authorization requests for concrete
batch plants which were constructed
under the PBR have now been resolved
and the public notice and comment
provisions under the PBR are no longer
needed.
DATES: This rule is effective on
November 28, 2005 without further
notice, unless EPA receives adverse
comment by October 28, 2005. If EPA
receives such comment, EPA will
publish a timely withdrawal in the
PO 00000
Frm 00006
Fmt 4700
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Federal Register informing the public
that this rule will not take effect.
ADDRESSES: Submit your comments,
identified by Regional Material in
DOCKET (RME) ID No. R06–OAR–
2005–TX–0016, by one of the following
methods:
• Federal rulemaking Portal: https://
www.regulations.gov. Follow the on-line
instructions for submitting comments.
• Agency Web site: https://
docket.epa.gov/rmepub/. Regional
Material in DOCKET (RME), EPA’s
electronic public docket and comment
system, is EPA’s preferred method for
receiving comments. Once in the
system, select ‘‘quick search,’’ then key
in the appropriate RME Docket
identification number. Follow the online instructions for submitting
comments.
• U.S. EPA Region 6 ‘‘Contact Us’’
Web site: https://epa.gov/region6/
r6coment.htm. Please click on ‘‘6PD’’
(Multimedia) and select ‘‘Air’’ before
submitting comments.
• E-mail: Mr. David Neleigh at
neleigh.david@epa.gov. Please also cc
the person listed in the FOR FURTHER
INFORMATION CONTACT section below.
• Fax: Mr. David Neleigh, Chief, Air
Permits Section (6PD–R), at fax number
214–665–7263.
• Mail: Mr. David Neleigh, Chief, Air
Permits Section (6PD–R), Environmental
Protection Agency, 1445 Ross Avenue,
Suite 1200, Dallas, Texas 75202–2733.
• Hand or Courier Delivery: Mr.
David Neleigh, Chief, Air Permits
Section (6PD–R), Environmental
Protection Agency, 1445 Ross Avenue,
Suite 1200, Dallas, Texas 75202–2733.
Such deliveries are accepted only
between the hours of 8 a.m. and 4 p.m.
weekdays except for legal holidays.
Special arrangements should be made
for deliveries of boxed information.
Instructions: Direct your comments to
Regional Material in DOCKET (RME) ID
No. R06–OAR–2005–TX–0016. EPA’s
policy is that all comments received
will be included in the public file
without change, and may be made
available online at https://
docket.epa.gov/rmepub/, including any
personal information provided, unless
the comment includes information
claimed to be Confidential Business
Information (CBI) or other information
the disclosure of which is restricted by
statute. Do not submit information
through Regional Material in DOCKET
(RME), Regulations.gov, or e-mail if you
believe that it is CBI or otherwise
protected from disclosure. The EPA
RME Web site and the federal
regulations.gov are ‘‘anonymous access’’
systems, which means EPA will not
E:\FR\FM\28SER1.SGM
28SER1
]]>Agencies
[Federal Register Volume 70, Number 187 (Wednesday, September 28, 2005)]
[Rules and Regulations]
[Pages 56564-56566]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-19289]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE231, Special Condition 23-171-SC]
Special Conditions; Premier Avionics Design Ltd., EFIS on the
Cessna 441; 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 Premier Avionics Design
Ltd., 12002 Warfield, Suite 250, San Antonio, TX 78216, for a
Supplemental Type Certificate for the Cessna 441 Conquest. This
airplane 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 an electronic flight instrument system (EFIS) in the
form of two digital altimeters. The digital altimeters will be Thommen
Model AD32E, one on the pilot side and one on the copilot side, 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 September 13,
2005. Comments must be received on or before October 28, 2005.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE231, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE231. 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 Directorate, Aircraft
Certification Service, Federal Aviation Administration, 901 Locust,
Room 301, Kansas City, Missouri 64106; telephone (816) 32-4127.
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. CE231.'' The postcard will be date stamped and
returned to the commenter.
[[Page 56565]]
Background
Premier Avionics made application to the FAA for a new Supplemental
Type Certificate for the Cessna 441. The Cessna 441 is currently
approved under TC No. A28CE. The proposed modification incorporates a
novel or unusual design features, such as digital avionics consisting
of digital air data computers that are vulnerable to HIRF external to
the airplane.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.101, Premier
Avionics must show that the Cessna 441 aircraft meets the original
certification basis for the airplane, as listed on Type Data Sheet
A28CE, the additional certification requirements added for the Thommen
AD32E systems, exemptions, if any; and the special conditions adopted
by this rulemaking action. The rules that were applied at the amendment
appropriate for the application date for this STC include 23.1301,
23.1309, 23.1311, 23.1321, and 23.1322.
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
Premier Avionics plans to incorporate certain novel and unusual
design features into the Cessna 441 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 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.
[[Page 56566]]
Applicability
As discussed above, these special conditions are applicable to the
Cessna 441. Should Premier Avionics apply at a later date for a
supplemental type certificate to modify any other model on the same
type certificate data sheet to incorporate 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 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
21.101; 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 the Cessna 441 airplane modified by
Premier Avionics Design Ltd. to add two Thommen AD32E Air Data Display
Units.
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 September 13, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-19289 Filed 9-27-05; 8:45 am]
BILLING CODE 4910-13-P
