Special Conditions; Sagem Avionics Inc.; Electronic Flight Instrument System (EFIS) Installation in Cessna C-180; Protection of Systems From High Intensity Radiated Fields (HIRF), 35148-35150 [E6-9590]
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35148
Federal Register / Vol. 71, No. 117 / Monday, June 19, 2006 / Rules and Regulations
Amendment No. 4 to CoC No. 1026.
This amendment revises the Technical
Specifications related to periodic
monitoring during storage operations to
permit longer surveillance intervals for
casks with heat loads lower than the
design basis heat load and to permit
visual inspection of the cask vent
screens or measurement of the cask liner
temperature. In the direct final rule,
NRC stated that if no significant adverse
comments were received, the direct
final rule would become final on July 3,
2006. The NRC did not receive any
comments that warranted withdrawal of
the direct final rule. Therefore, this rule
will become effective as scheduled.
Dated at Rockville, Maryland, this 13th,
day of June, 2006.
For the Nuclear Regulatory Commission.
Michael T. Lesar,
Chief, Rules and Directives Branch, Division
of Administrative Services, Office of
Administration.
[FR Doc. E6–9565 Filed 6–16–06; 8:45 am]
BILLING CODE 7590–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE246, Special Condition 23–
186–SC]
Special Conditions; Sagem Avionics
Inc.; Electronic Flight Instrument
System (EFIS) Installation in Cessna
C–180; Protection of Systems From
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 Sagem Avionics, Inc., 16923
Meridian East, Puyallup, WA 98375, for
a Supplemental Type Certificate for the
Cessna C–180 airplane. This airplane
will have novel and unusual design
features when compared to the state of
technology envisaged in the applicable
airworthiness standards. This novel and
unusual design feature will include the
installation of a two panel electronic
display system, or Electronic Flight
Instrument System (EFIS),
manufactured by Sagem. The
installation also includes components
associated with this display system. 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
VerDate Aug<31>2005
15:59 Jun 16, 2006
Jkt 208001
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 June 5, 2006.
Comments must be received on or
before July 19, 2006.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE246, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE246. 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) 329–4123.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because 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. CE246.’’ The postcard will
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Frm 00006
Fmt 4700
Sfmt 4700
be date stamped and returned to the
commenter.
Background
In late June 2005, Sagem made an
application to the FAA for a new
Supplemental Type Certificate for the
Cessna C–180, which is currently
approved under TC No. 5A6. The
proposed modification incorporates
novel or unusual design features that are
vulnerable to HIRF external to the
airplane.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.101, Sagem must show that the
Cessna C–180 aircraft meet the
provisions of the original certification
basis for each model, as listed on the
Type Data Sheet 5A6, and the additional
provisions & applicable regulations in
effect on the date of application for this
Supplemental Type Change. The
additional systems related provisions
that cover the EIFS installation include:
§ 23.1301, § 23.1309, § 23.1311,
§ 23.1321, § 23.1322, § 23.1323,
§ 23.1331, § 23.1353, and § 23.1357 at
the amendment level appropriate for the
application date; exemptions, if any;
and the special conditions adopted by
this rulemaking action. Additional
information regarding the certification
basis for this STC is available from the
applicant.
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 (b)(2).
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
Sagem plans to incorporate certain
novel and unusual design features into
an airplane for which the airworthiness
standards do not contain adequate or
appropriate safety standards for
protection from the effects of HIRF.
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Federal Register / Vol. 71, No. 117 / Monday, June 19, 2006 / Rules and Regulations
wwhite on PROD1PC61 with RULES
These features include dual EFIS
systems and associated components,
potentially susceptible to the HIRF
environment that were not envisaged by
the existing regulations for this type of
airplane.
Protection of Systems for 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 subjected
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
VerDate Aug<31>2005
15:59 Jun 16, 2006
Jkt 208001
value using laboratory tests, in
paragraph 2, as follows:
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the HIRF
environment defined below:
Frequency
Field strength
(volts per meter)
Peak
10 kHz–100 kHz ...........
100 kHz–500 kHz .........
500 kHz–2 MHz ............
2 MHz–30 MHz .............
30 MHz–70 MHz ...........
70 MHz–100 MHz .........
100 MHz–200 MHz .......
200 MHz–400 MHz .......
400 MHz–700 MHz .......
700 MHz–1 GHz ...........
1 GHz–2 GHz ...............
2 GHz–4 GHz ...............
4 GHz–6 GHz ...............
6 GHz–8 GHz ...............
8 GHz–12 GHz .............
12 GHz–18 GHz ...........
18 GHz–40 GHz ...........
Average
50
50
50
100
50
50
100
100
700
700
2000
3000
3000
1000
3000
2000
600
50
50
50
100
50
50
100
100
50
100
200
200
200
200
300
200
200
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or,
(2) The applicant may demonstrate by
a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per
meter, electrical field strength, from 10
kHz to 18 GHz. When using this test to
show compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must
be performed by the applicant, for
approval by the FAA, to identify either
electrical or electronic systems that
perform critical functions. The term
‘‘critical’’ refers to functions, whose
failure would contribute to, or cause, a
failure condition that would prevent the
continued safe flight and landing of the
airplane. The systems identified by the
hazard analysis that perform critical
functions are candidates for the
application of HIRF requirements. A
system may perform both critical and
non-critical functions. Primary
electronic flight display systems, and
their associated components, perform
critical functions such as attitude,
altitude, and airspeed indication. The
HIRF requirements apply only to critical
functions.
Compliance with HIRF requirements
may be demonstrated by tests, analysis,
models, similarity with existing
systems, or any combination of these.
Service experience alone is not
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Frm 00007
Fmt 4700
Sfmt 4700
35149
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 Cessna
C–180 airplanes. Should Sagem 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:
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 1.16 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
E:\FR\FM\19JNR1.SGM
19JNR1
35150
Federal Register / Vol. 71, No. 117 / Monday, June 19, 2006 / Rules and Regulations
certification basis for the Cessna C–180
airplanes modified by Sagem to add
dual EFIS installations.
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 June 5,
2006.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–9590 Filed 6–16–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2006–24813; Airspace
Docket No. 06–AAL–16]
Modification of Legal Description of
Class D and E Airspace; Fairbanks,
Fort Wainwright Army Airfield, AK
The Direct Final Rule Procedure
Federal Aviation
Administration (FAA), DOT.
ACTION: Direct final rule; request for
comments.
wwhite on PROD1PC61 with RULES
AGENCY:
SUMMARY: The U.S. Army will soon be
changing the name of Fort (Ft.)
Wainwright Army Airfield (AAF) to
Ladd AAF. This action amends the
airport name accordingly for each of the
Class D and Class E airspace
descriptions in FAA Order 7400.9N.
DATES: This direct final rule is effective
on 0901 UTC, September 28, 2006.
Comments for inclusion in the Rules
Docket must be received on or before
July 19, 2006.
ADDRESSES: Send comments on this
proposal to the Docket Management
System, U.S. Department of
Transportation, Room Plaza 401, 400
Seventh Street, SW., Washington, DC
20590–0001. You must identify the
docket number FAA–2006–24813/
Airspace Docket No. 06–AAL–16, at the
beginning of your comments. You may
VerDate Aug<31>2005
15:59 Jun 16, 2006
Jkt 208001
also submit comments on the Internet at
https://dms.dot.gov. You may review the
public docket containing the proposal,
any comments received, and any final
disposition in person in the Docket
Office between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The Docket Office (telephone
1–800–647–5527) is on the plaza level
of the Department of Transportation
NASSIF Building at the above address.
FOR FURTHER INFORMATION CONTACT: Gary
Rolf, Federal Aviation Administration,
222 West 7th Avenue, Box 14,
Anchorage, AK 99513–7587; telephone
number (907) 271–5898; fax: (907) 271–
2850; e-mail: gary.ctr.rolf@faa.gov.
Internet address: https://
www.alaska.faa.gov/at.
SUPPLEMENTARY INFORMATION: The
coordinates for this airspace docket are
based on North American Datum 83.
The Class D airspace and Class E
airspace areas designated as 700/1200
foot transition areas are published in
paragraph 5000 and 6005 respectively,
in FAA Order 7400.9N, Airspace
Designations and Reporting Points,
dated September 1, 2005, and effective
September 15, 2005, which is
incorporated by reference in 14 CFR
71.1. The Class D and E airspace
designations listed in this document
would be published subsequently in the
Order. Additionally, the present
exclusionary clause listed in the Class
E5 description is removed. The
exclusionary language is redundant and
therefore, unnecessary.
The FAA anticipates that this
regulation will not result in adverse or
negative comment and therefore, is
issuing it as a direct final rule. Previous
actions of this nature have not been
controversial and have not resulted in
adverse comments or objections. Unless
a written adverse or negative comment,
or written notice of intent to submit an
adverse or negative comment is received
within the comment period, the
regulation will become effective on the
date specified above. After the close of
the comment period, the FAA will
publish a document in the Federal
Register indicating that no adverse or
negative comments were received and
confirming the date on which the final
rule will become effective. If the FAA
does receive, within the comment
period, an adverse or negative comment,
or written notice of intent to submit
such a comment, a document
withdrawing the direct final rule will be
published in the Federal Register, and
a notice of proposed rulemaking may be
published with a new comment period.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
Comments Invited
Interested parties are invited to
participate in this rulemaking by
submitting such written data, views, or
arguments, as they may desire.
Comments that provide the factual basis
supporting the views and suggestions
presented are particularly helpful in
developing reasoned regulatory
decisions on the proposal. Comments
are specifically invited on the overall
regulatory, aeronautical, economic,
environmental, and energy-related
aspects of the proposal.
Communications should identify both
docket numbers and be submitted in
triplicate to the address listed above.
Commenters wishing the FAA to
acknowledge receipt of their comments
on this notice must submit with those
comments a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. FAA–2006–24813/Airspace
Docket No. 06–AAL–16.’’ The postcard
will be date/time stamped and returned
to the commenter.
Agency Findings
The regulations adopted herein will
not have a substantial direct effect on
the States, on the relationship between
the National Government and the States,
or on the distribution of power and
responsibilities among the various
levels of government. Therefore, it is
determined that this final rule does not
have federalism implications under
Executive Order 13132.
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 ‘‘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.
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
Subtitle 1, section 106 describes the
authority of the FAA Administrator.
Subtitle VII, Aviation Programs,
describes in more detail the scope of the
agency’s authority.
E:\FR\FM\19JNR1.SGM
19JNR1
]]>Agencies
[Federal Register Volume 71, Number 117 (Monday, June 19, 2006)]
[Rules and Regulations]
[Pages 35148-35150]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9590]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE246, Special Condition 23-186-SC]
Special Conditions; Sagem Avionics Inc.; Electronic Flight
Instrument System (EFIS) Installation in Cessna C-180; Protection of
Systems From 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 Sagem Avionics, Inc.,
16923 Meridian East, Puyallup, WA 98375, for a Supplemental Type
Certificate for the Cessna C-180 airplane. This airplane will have
novel and unusual design features when compared to the state of
technology envisaged in the applicable airworthiness standards. This
novel and unusual design feature will include the installation of a two
panel electronic display system, or Electronic Flight Instrument System
(EFIS), manufactured by Sagem. The installation also includes
components associated with this display system. 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 June 5, 2006.
Comments must be received on or before July 19, 2006.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE246, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE246. 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) 329-4123.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
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. CE246.'' The postcard will be date stamped and
returned to the commenter.
Background
In late June 2005, Sagem made an application to the FAA for a new
Supplemental Type Certificate for the Cessna C-180, which is currently
approved under TC No. 5A6. The proposed modification incorporates novel
or unusual design features that are vulnerable to HIRF external to the
airplane.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.101, Sagem must
show that the Cessna C-180 aircraft meet the provisions of the original
certification basis for each model, as listed on the Type Data Sheet
5A6, and the additional provisions & applicable regulations in effect
on the date of application for this Supplemental Type Change. The
additional systems related provisions that cover the EIFS installation
include: Sec. 23.1301, Sec. 23.1309, Sec. 23.1311, Sec. 23.1321,
Sec. 23.1322, Sec. 23.1323, Sec. 23.1331, Sec. 23.1353, and Sec.
23.1357 at the amendment level appropriate for the application date;
exemptions, if any; and the special conditions adopted by this
rulemaking action. Additional information regarding the certification
basis for this STC is available from the applicant.
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
(b)(2).
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
Sagem plans to incorporate certain novel and unusual design
features into an airplane for which the airworthiness standards do not
contain adequate or appropriate safety standards for protection from
the effects of HIRF.
[[Page 35149]]
These features include dual EFIS systems and associated components,
potentially susceptible to the HIRF environment that were not envisaged
by the existing regulations for this type of airplane.
Protection of Systems for 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
subjected 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'' refers
to 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
Cessna C-180 airplanes. Should Sagem 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
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 1.16 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
[[Page 35150]]
certification basis for the Cessna C-180 airplanes modified by Sagem to
add dual EFIS installations.
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 June 5, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9590 Filed 6-16-06; 8:45 am]
BILLING CODE 4910-13-P
