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]

Download as PDF 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 PO 00000 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. E:\FR\FM\19JNR1.SGM 19JNR1 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 PO 00000 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 http://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: http:// 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]


=======================================================================
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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