Special Conditions; Garmin International, Inc., GFC-700 AFCS on the Mooney M20M and M20R With the G1000 EFIS; Protection of Systems for High Intensity Radiated Fields (HIRF), 77297-77299 [05-24668]
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77297
Rules and Regulations
Federal Register
Vol. 70, No. 250
Friday, December 30, 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. CE237, Special Condition 23–
177–SC]
Special Conditions; Garmin
International, Inc., GFC–700 AFCS on
the Mooney M20M and M20R With the
G1000 EFIS; Protection of Systems for
High Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
wwhite on PROD1PC61 with RULES
AGENCY:
SUMMARY: These special conditions are
issued to Garmin International, Inc.,
1200 E 151st St., Olathe, KS 66062, for
a Supplemental Type Certificate for the
Mooney M20M and M20R. 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 a
digital autopilot, Model GFC–700,
manufactured by Garmin International,
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). This system will interface to the
G1000 EFIS, which is also covered by
these special conditions, which 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 21,
2005. Comments must be received on or
before January 30, 2006.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
VerDate Aug<31>2005
17:36 Dec 29, 2005
Jkt 208001
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE237, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE237. 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) 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 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 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. CE237.’’ The postcard will
be date stamped and returned to the
commenter.
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Fmt 4700
Sfmt 4700
Background
On November 1, 2005, Garmin
International, Inc., 1200 E 151st St.,
Olathe, KS 66062, made an application
to the FAA for a new Supplemental
Type Certificate for the Mooney M20M
and M20R. The Mooney M20M and
M20R are currently approved under TC
No. 2A3. The proposed modification
incorporates a novel or unusual design
feature, such as digital avionics
consisting of a digital autopilot that is
vulnerable to HIRF external to the
airplane.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.101, Garmin International, Inc.
must show that the Mooney M20M and
M20R meet their original certification
basis, as listed on Type Data Sheet 2A3,
the additional certification requirements
added for the GGFC–700 system,
exemptions, if any; and the special
conditions adopted by this rulemaking
action. The additional certification
requirements for the GFC–700 system
and G1000 include 23.1301, 23.1309,
23.1311, 23.1322, 23.1353 and other
rules at the amendment appropriate for
the date of application. Further details
of the certification basis for the
installation of the GFC–700 autopilot
and G1000 EFIS are available on
request.
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.
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77298
Federal Register / Vol. 70, No. 250 / Friday, December 30, 2005 / Rules and Regulations
Novel or Unusual Design Features
Garmin International, Inc., plans to
incorporate certain novel and unusual
design features into the Mooney M20M
and M20R for which the airworthiness
standards do not contain adequate or
appropriate safety standards for
protection from the effects of HIRF.
These features include an autopilot,
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
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
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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
VerDate Aug<31>2005
17:36 Dec 29, 2005
Jkt 208001
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,
PO 00000
Frm 00002
Fmt 4700
Sfmt 4700
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 the Mooney
M20M and M20R. Should Garmin
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Federal Register / Vol. 70, No. 250 / Friday, December 30, 2005 / Rules and Regulations
International, Inc., apply at a later date
for a supplemental type certificate to
modify any other model on the same
type certificate 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
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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
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 the Mooney M20M and M20R
airplanes modified by Garmin
International, Inc., to add the GFC–700
autopilot 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
VerDate Aug<31>2005
17:36 Dec 29, 2005
Jkt 208001
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 21, 2005.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 05–24668 Filed 12–29–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2001–NE–02–AD; Amendment
39–14439; AD 2005–26–18]
RIN 2120–AA64
Airworthiness Directives; Rolls-Royce
Deutschland (Formerly Rolls-Royce
plc) Models Tay 650–15 and 651–54
Turbofan Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD) for
Rolls-Royce Deutschland (formerly
Rolls-Royce plc) (RRD) models Tay 650–
15 and 651–54 turbofan engines. That
AD currently requires borescope
inspection of the high pressure
compressor (HPC) stage 12 disc
assembly to detect damage caused by
HPC outlet guide vane (OGV) retaining
bolt failure, and replacement of
unserviceable parts with serviceable
parts. That AD also requires as
terminating action, the incorporation of
a new design retention arrangement for
the HPC OGV to prevent HPC OGV
retaining bolt failure. This ad requires
the same actions but extends the
terminating action compliance time for
Tay 650–15 engines. This AD also
includes references to later revisions of
two of the applicable RRD service
bulletins (SBs). This AD results from
RRD relaxing the terminating action
compliance time for Tay 650–15 engines
due to reassessment by RRD. We are
issuing this AD to prevent an
uncontained failure of the HPC stage 11/
12 disc spacer, which could result in
damage to the airplane.
DATES: This AD becomes effective
February 3, 2006. The Director of the
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Fmt 4700
Sfmt 4700
77299
Federal Register previously approved
the incorporation by reference of certain
publications listed in the regulations as
of February 15, 2002 (67 FR 4652,
January 31, 2002).
ADDRESSES: You can get the service
information identified in this AD from
Rolls-Royce Deutschland Ltd & Co KG,
Eschenweg 11, 15827 BlankenfeldeMahlow, Germany, telephone: 011 49
(0) 33–7086–1768, fax: 011 49 (0) 33–
7086–3356.
You may examine the AD docket at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA. You
may examine the service information, at
the FAA, New England Region, Office of
the Regional Counsel, 12 New England
Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT:
Jason Yang, Aerospace Engineer, Engine
Certification Office, FAA, Engine and
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803–
5299; telephone (781) 238–7747; fax
(781) 238–7199.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 with
a proposed airworthiness directive (AD).
The proposed AD applies to RRD
models Tay 650–15 and 651–54
turbofan engines. We published the
proposed AD in the Federal Register on
July 25, 2005 (70 FR 42515). That action
proposed to require the same actions as
AD 2002–01–29 but extends the
terminating action compliance time for
Tay 650–15 engines.
Examining the AD Docket
You may examine the AD Docket
(including any comments and service
information), by appointment, between
8 a.m. and 4:30 p.m., Monday through
Friday, except Federal holidays. See
ADDRESSES for the location.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We received no
comments on the proposal or on the
determination of the cost to the public.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
adopting the AD as proposed.
Costs of Compliance
There are about 400 Tay 650–15 and
651–54 turbofan engines of the affected
design in the worldwide fleet. We
estimate that 105 engines installed on
airplanes of U.S. registry will be affected
by this AD. We also estimate that it will
E:\FR\FM\30DER1.SGM
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Agencies
[Federal Register Volume 70, Number 250 (Friday, December 30, 2005)]
[Rules and Regulations]
[Pages 77297-77299]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-24668]
========================================================================
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. 250 / Friday, December 30, 2005 /
Rules and Regulations
[[Page 77297]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE237, Special Condition 23-177-SC]
Special Conditions; Garmin International, Inc., GFC-700 AFCS on
the Mooney M20M and M20R With the G1000 EFIS; 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 Garmin International,
Inc., 1200 E 151st St., Olathe, KS 66062, for a Supplemental Type
Certificate for the Mooney M20M and M20R. 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 a digital
autopilot, Model GFC-700, manufactured by Garmin International, 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). This system
will interface to the G1000 EFIS, which is also covered by these
special conditions, which 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 21,
2005. Comments must be received on or before January 30, 2006.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE237, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE237. 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) 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 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 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. CE237.'' The postcard will be date stamped and
returned to the commenter.
Background
On November 1, 2005, Garmin International, Inc., 1200 E 151st St.,
Olathe, KS 66062, made an application to the FAA for a new Supplemental
Type Certificate for the Mooney M20M and M20R. The Mooney M20M and M20R
are currently approved under TC No. 2A3. The proposed modification
incorporates a novel or unusual design feature, such as digital
avionics consisting of a digital autopilot that is vulnerable to HIRF
external to the airplane.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.101, Garmin
International, Inc. must show that the Mooney M20M and M20R meet their
original certification basis, as listed on Type Data Sheet 2A3, the
additional certification requirements added for the GGFC-700 system,
exemptions, if any; and the special conditions adopted by this
rulemaking action. The additional certification requirements for the
GFC-700 system and G1000 include 23.1301, 23.1309, 23.1311, 23.1322,
23.1353 and other rules at the amendment appropriate for the date of
application. Further details of the certification basis for the
installation of the GFC-700 autopilot and G1000 EFIS are available on
request.
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.
[[Page 77298]]
Novel or Unusual Design Features
Garmin International, Inc., plans to incorporate certain novel and
unusual design features into the Mooney M20M and M20R for which the
airworthiness standards do not contain adequate or appropriate safety
standards for protection from the effects of HIRF. These features
include an autopilot, 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.
Applicability
As discussed above, these special conditions are applicable to the
Mooney M20M and M20R. Should Garmin
[[Page 77299]]
International, Inc., apply at a later date for a supplemental type
certificate to modify any other model on the same type certificate 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 Mooney M20M and M20R airplanes
modified by Garmin International, Inc., to add the GFC-700 autopilot
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 21, 2005.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 05-24668 Filed 12-29-05; 8:45 am]
BILLING CODE 4910-13-P