Special Conditions: Centex Aerospace Inc., Cirrus Design Corporation Model SR22; Installation of a Full Authority Digital Engine Control (FADEC) Engine and the Protection of the System From the Effects of High Intensity Radiated Fields (HIRF), 43137-43139 [E7-14935]
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Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
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VerDate Aug<31>2005
15:45 Aug 02, 2007
Jkt 211001
Subpart B—[Reserved]
Dated: July 19, 2007.
James M. Andrew,
Administrator, Rural Utilities Service.
[FR Doc. E7–15106 Filed 8–2–07; 8:45 am]
BILLING CODE 3410–15–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE272; Special Conditions No.
23–212–SC]
Special Conditions: Centex Aerospace
Inc., Cirrus Design Corporation Model
SR22; Installation of a Full Authority
Digital Engine Control (FADEC) Engine
and the Protection of the System From
the Effects of High Intensity Radiated
Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued for the Centex Aerospace Inc.
modified Cirrus Design Corporation
Model SR22. This airplane as modified
by Centex Aerospace Inc. will have a
novel or unusual design feature(s)
associated with the installation of a full
authority digital engine control (FADEC)
engine. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: The effective date of these
special conditions is July 26, 2007.
Comments must be received on or
before September 4, 2007.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration (FAA), Regional
Counsel, ACE–7, Attention: Rules
Docket, Docket No. CE272, 901 Locust,
Room 506, Kansas City, Missouri 64106,
or delivered in duplicate to the Regional
Counsel at the above address.
Comments must be marked: Docket No.
CE272. 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:
Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
PO 00000
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Fmt 4700
Sfmt 4700
43137
ACE–111, 901 Locust, Room 301,
Kansas City, Missouri 64106; telephone:
816–329–4135, fax: 816–329–4090.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the design approval and
thus delivery of the affected aircraft. In
addition, the substance of these special
conditions has been subject to the
public comment process in several prior
instances with no substantive comments
received. The FAA, therefore, finds that
good cause exists for making these
special conditions effective upon
issuance.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all
comments we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
about these special conditions. You can
inspect the docket before and after the
comment closing date. If you wish to
review the docket in person, go to the
address in the ADDRESSES section of this
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by the closing date for
comments. We will consider comments
filed late if it is possible to do so
without incurring expense or delay. We
may change these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed, stamped postcard on which
the docket number appears. We will
stamp the date on the postcard and mail
it back to you.
Background
On March 15, 2004, Centex
Aerospace, Inc. applied for a
supplemental type certificate for the
Cirrus Model SR22 to install a full
authority digital engine control in the
Cirrus Model SR22. CenTex Aerospace,
Inc. plans to install a Teledyne
Continental Motors model IOF–550–N
engine in the Cirrus Design Corporation
Model SR–22 airplane. This type
certified engine, approved under FAA
Type Certificate E3SO; Revision 7, dated
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Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
rmajette on PROD1PC64 with RULES
February 4, 2002, incorporates Full
Authority Digital Electronic Controls
(FADEC) fuel and ignition control
system. Even though the engine control
system is certificated as part of the
engine and does not interface or share
data with any of the airplane systems,
the installation of an engine with an
electronic control system requires
evaluation due to critical environmental
effects and possible effects on or by
other airplane systems. For example,
indirect effects of lightning, radio
interference with other airplane
electronic systems, shared engine and
airplane data and power sources.
The Cirrus Model SR22 is currently
approved under Type Certificate No.
A00009CH. The Cirrus Model SR22 is a
3,400 pound single-engine, four-place,
fixed-gear airplane powered by a 310 hp
reciprocating engine. It has a
conventional tractor configuration and
uses composites for the structure. Some
unique features of the SR–22 include
sidestick controls and a ballistic
recovery system, and a single
combination throttle/propeller control
lever.
Type Certification Basis
Under the provisions of § 21.101,
Centex Aerospace, Inc. must show that
the Cirrus Model SR22, as changed,
continues to meet the applicable
provisions of the regulations
incorporated by reference in Type
Certificate No. A00009CH, or the
applicable regulations in effect on the
date of application for the change. The
regulations incorporated by reference in
the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations
incorporated by reference in Type
Certificate No. A00009CH are as
follows:
Model SR22: Part 23 of the Federal
Aviation Regulations effective
February 1, 1965, as amended by
23–1 through 23–53, except as
follows:
23.301 through Amendment 47
23.855, 23.1326, 23.1359, not
applicable
Federal Aviation Regulation 36, dated
December 1, 1969, as amended by
current amendment as of the date of
type Certification.
Equivalent Safety Items:
Equivalent Levels of Safety finding
(ACE–96–5) made per the
provisions of 14 CFR part 23,
§ 23.221; Refer to FAA ELOS letter
dated June 10, 1998 for models
SR20, SR22.
Equivalent Levels of Safety finding
(ACE–00–09) made per the
provisions of 14 CFR part 23,
VerDate Aug<31>2005
15:45 Aug 02, 2007
Jkt 211001
§§ 23.1143(g) and 23.1147(b); Refer
to FAA ELOS letter dated
September 11, 2000 for model
SR22.
Special Conditions:
23–ACE–88 for ballistic parachute.
23–134–SC for protection of systems
for High Intensity Radiated Fields
(HIRF).
23–163–SC for inflatable restraint
system.
In addition, if the regulations
incorporated by reference do not
provide adequate standards regarding
the change, the applicant must comply
with certain regulations in effect on the
date of application for the change.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 23, § 23.1309) do not
contain adequate or appropriate safety
standards for the Model SR22 because of
a novel or unusual design feature,
special conditions are prescribed under
the provisions of § 21.16.
The FAA issues special conditions, as
defined in § 11.19, under § 11.38 and
they become part of the type
certification basis under § 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 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.
Novel or Unusual Design Features
The Centex Aerospace Inc. modified
Cirrus Model SR22 will incorporate the
following novel or unusual design
features:
An engine that includes an electronic
control system with Full Authority
Digital Engine control (FADEC)
capability.
Many advanced electronic systems are
prone to either upsets or damage, or
both, at energy levels lower than analog
systems. The increasing use of high
power radio frequency emitters
mandates requirements for improved
high intensity radiated fields (HIRF)
protection for electrical and electronic
equipment. Since the electronic engine
control system used on the Centex
Aerospace, Inc. modified Cirrus Design
Corporation Model SR22 will perform
critical functions, provisions for
protection from the effects of HIRF
should be considered and, if necessary,
incorporated into the airplane design
data. The FAA policy contained in
Notice 8110.71, dated April 2, 1998,
establishes the HIRF energy levels that
airplanes will be exposed to in service.
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Sfmt 4700
The guidelines set forth in this notice
are the result of an Aircraft Certification
Service review of existing policy on
HIRF, in light of the ongoing work of the
Aviation Rulemaking Advisory
Committee (ARAC) Electromagnetic
Effects Harmonization Working Group
(EEHWG). The EEHWG adopted a set of
HIRF environment levels in November
1997 that were agreed upon by the FAA,
the Joint Aviation Authorities (JAA),
and industry participants. As a result,
the HIRF environments in this notice
reflect the environment levels
recommended by this working group.
This notice states that a FADEC is an
example of a system that should address
the HIRF environments.
Even though the control system will
be certificated as part of the engine, the
installation of an engine with an
electronic control system requires
evaluation due to the possible effects on
or by other airplane systems (e.g., radio
interference with other airplane
electronic systems, shared engine and
airplane power sources). The regulatory
requirements in 14 CFR part 23 for
evaluating the installation of complex
systems, including electronic systems,
are contained in § 23.1309. However,
when § 23.1309 was developed, the use
of electronic control systems for engines
was not envisioned; therefore, the
§ 23.1309 requirements were not
applicable to systems certificated as part
of the engine (reference § 23.1309(f)(1)).
Also, electronic control systems often
require inputs from airplane data and
power sources and outputs to other
airplane systems (e.g., automated
cockpit powerplant controls such as
mixture setting). Although the parts of
the system that are not certificated with
the engine could be evaluated using the
criteria of § 23.1309, the integral nature
of systems such as these makes it
unfeasible to evaluate the airplane
portion of the system without including
the engine portion of the system.
However, § 23.1309(f)(1) again prevents
complete evaluation of the installed
airplane system since evaluation of the
engine system’s effects is not required.
Therefore, special conditions are
issued for the Centex Aerospace, Inc.
modified Cirrus Design Corporation
Model SR22 to provide HIRF protection.
Applicability
As discussed above, these special
conditions are applicable to the Centex
Aerospace, Inc. modified Cirrus Design
Corporation Model SR22. Should
Centex Aerospace, Inc. apply at a later
date for a supplemental type certificate
to modify any other model included on
Type Certificate No. A00009CH, to
incorporate the same novel or unusual
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Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
design feature, the special conditions
would apply to that model as well.
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. Therefore, because a
delay would significantly affect the
certification of the airplane, which is
imminent, the FAA has determined that
prior public notice and comment are
unnecessary and impracticable, and
good cause exists for adopting these
special conditions upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these
special conditions is as follows:
I
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.101; and 14 CFR
11.38 and 11.19.
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The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for the Centex
Aerospace, Inc. modified Cirrus Design
Corporation Model SR22.
1. High Intensity Radiated Fields
(HIRF) Protection. In showing
compliance with 14 CFR part 21 and the
airworthiness requirements of 14 CFR
part 23, protection against hazards
caused by exposure to HIRF fields for
the full authority digital engine control
system, which performs critical
functions, must be considered. To
prevent this occurrence, the electronic
engine control system must be designed
and installed to ensure that the
operation and operational capabilities of
this critical system are not adversely
affected when the airplane is exposed to
high energy radio fields.
VerDate Aug<31>2005
17:16 Aug 02, 2007
Jkt 211001
At this time, the FAA and other
airworthiness authorities are unable to
precisely define or control the HIRF
energy level to which the airplane will
be exposed in service; therefore, the
FAA hereby defines two acceptable
interim methods for complying with the
requirement for protection of systems
that perform critical functions.
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the
external HIRF threat environment
defined in the following table:
Frequency
Field strength
(volts per meter)
Peak
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 .......
50
50
50
100
50
50
100
100
700
700
2000
3000
3000
1000
3000
2000
600
Average
50
50
50
100
50
50
100
100
50
100
200
200
200
200
300
200
200
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or,
(2) The applicant may demonstrate by
a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per meter
peak electrical strength, without the
benefit of airplane structural shielding,
in the frequency range of 10 KHz to 18
GHz. When using this test to show
compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
Data used for engine certification may
be used, when appropriate, for airplane
certification.
Issued in Kansas City, Missouri on July 26,
2007.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–14935 Filed 8–2–07; 8:45 am]
BILLING CODE 4910–13–P
PO 00000
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43139
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25927; Directorate
Identifier 2006–CE–52–AD; Amendment 39–
15142; AD 2007–16–03]
RIN 2120–AA64
Airworthiness Directives; M7
Aerospace LP SA226 and SA227 Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) to
supersede AD 98–19–15 R1 and AD
2000–03–17, which apply to M7
Aerospace LP SA226 and SA227 series
airplanes equipped with certain pitch
trim actuators. AD 98–19–15 R1
currently requires you to incorporate
changes into the Limitations Section of
the FAA-approved airplane flight
manual (AFM) if certain part number (P/
N) pitch trim actuators are installed. AD
2000–03–17 requires repetitive
inspections and repetitive replacements
of the pitch trim actuator. The repetitive
inspection and repetitive replacement
times vary depending on the
combination of airplane model and
pitch trim actuator P/N installed. Since
we issued AD 98–19–15 R1 and AD
2000–03–17, we have determined that
reliance on critical repetitive
inspections on aging commuter-class
airplanes carries an unnecessary safety
risk when a design change exists that
could eliminate or, in certain instances,
reduce the number of those critical
inspections. Consequently, this AD
retains all of the actions of the
previously referenced ADs, places life
limits on certain P/N pitch trim
actuators, and requires the replacement
of certain P/N pitch trim actuators with
one of an improved design. Once
installed, the improved design pitch
trim actuator will terminate the AFM
limitations in this AD and reduce the
repetitive inspection and repetitive
replacement requirements. We are
issuing this AD to detect excessive
freeplay or rod slippage in the pitch
trim actuator, which, if not detected and
corrected, could result in pitch trim
actuator failure. We are also issuing this
AD to lessen the severity of pitch upset
if a pitch trim actuator mechanical
failure occurs. These conditions could
lead to possible loss of control.
DATES: This AD becomes effective on
September 7, 2007.
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]]>Agencies
[Federal Register Volume 72, Number 149 (Friday, August 3, 2007)]
[Rules and Regulations]
[Pages 43137-43139]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-14935]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE272; Special Conditions No. 23-212-SC]
Special Conditions: Centex Aerospace Inc., Cirrus Design
Corporation Model SR22; Installation of a Full Authority Digital Engine
Control (FADEC) Engine and the Protection of the System From the
Effects of High Intensity Radiated Fields (HIRF)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Centex Aerospace
Inc. modified Cirrus Design Corporation Model SR22. This airplane as
modified by Centex Aerospace Inc. will have a novel or unusual design
feature(s) associated with the installation of a full authority digital
engine control (FADEC) engine. The applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: The effective date of these special conditions is July 26, 2007.
Comments must be received on or before September 4, 2007.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration (FAA), Regional Counsel, ACE-7, Attention: Rules Docket,
Docket No. CE272, 901 Locust, Room 506, Kansas City, Missouri 64106, or
delivered in duplicate to the Regional Counsel at the above address.
Comments must be marked: Docket No. CE272. 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: Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri
64106; telephone: 816-329-4135, fax: 816-329-4090.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the design
approval and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. We ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You can inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed, stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On March 15, 2004, Centex Aerospace, Inc. applied for a
supplemental type certificate for the Cirrus Model SR22 to install a
full authority digital engine control in the Cirrus Model SR22. CenTex
Aerospace, Inc. plans to install a Teledyne Continental Motors model
IOF-550-N engine in the Cirrus Design Corporation Model SR-22 airplane.
This type certified engine, approved under FAA Type Certificate E3SO;
Revision 7, dated
[[Page 43138]]
February 4, 2002, incorporates Full Authority Digital Electronic
Controls (FADEC) fuel and ignition control system. Even though the
engine control system is certificated as part of the engine and does
not interface or share data with any of the airplane systems, the
installation of an engine with an electronic control system requires
evaluation due to critical environmental effects and possible effects
on or by other airplane systems. For example, indirect effects of
lightning, radio interference with other airplane electronic systems,
shared engine and airplane data and power sources.
The Cirrus Model SR22 is currently approved under Type Certificate
No. A00009CH. The Cirrus Model SR22 is a 3,400 pound single-engine,
four-place, fixed-gear airplane powered by a 310 hp reciprocating
engine. It has a conventional tractor configuration and uses composites
for the structure. Some unique features of the SR-22 include sidestick
controls and a ballistic recovery system, and a single combination
throttle/propeller control lever.
Type Certification Basis
Under the provisions of Sec. 21.101, Centex Aerospace, Inc. must
show that the Cirrus Model SR22, as changed, continues to meet the
applicable provisions of the regulations incorporated by reference in
Type Certificate No. A00009CH, or the applicable regulations in effect
on the date of application for the change. The regulations incorporated
by reference in the type certificate are commonly referred to as the
``original type certification basis.'' The regulations incorporated by
reference in Type Certificate No. A00009CH are as follows:
Model SR22: Part 23 of the Federal Aviation Regulations effective
February 1, 1965, as amended by 23-1 through 23-53, except as follows:
23.301 through Amendment 47
23.855, 23.1326, 23.1359, not applicable
Federal Aviation Regulation 36, dated December 1, 1969, as amended
by current amendment as of the date of type Certification.
Equivalent Safety Items:
Equivalent Levels of Safety finding (ACE-96-5) made per the
provisions of 14 CFR part 23, Sec. 23.221; Refer to FAA ELOS letter
dated June 10, 1998 for models SR20, SR22.
Equivalent Levels of Safety finding (ACE-00-09) made per the
provisions of 14 CFR part 23, Sec. Sec. 23.1143(g) and 23.1147(b);
Refer to FAA ELOS letter dated September 11, 2000 for model SR22.
Special Conditions:
23-ACE-88 for ballistic parachute.
23-134-SC for protection of systems for High Intensity Radiated
Fields (HIRF).
23-163-SC for inflatable restraint system.
In addition, if the regulations incorporated by reference do not
provide adequate standards regarding the change, the applicant must
comply with certain regulations in effect on the date of application
for the change.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 23, Sec. 23.1309) do not contain
adequate or appropriate safety standards for the Model SR22 because of
a novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38 and they become part of the type certification basis under
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 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.
Novel or Unusual Design Features
The Centex Aerospace Inc. modified Cirrus Model SR22 will
incorporate the following novel or unusual design features:
An engine that includes an electronic control system with Full
Authority Digital Engine control (FADEC) capability.
Many advanced electronic systems are prone to either upsets or
damage, or both, at energy levels lower than analog systems. The
increasing use of high power radio frequency emitters mandates
requirements for improved high intensity radiated fields (HIRF)
protection for electrical and electronic equipment. Since the
electronic engine control system used on the Centex Aerospace, Inc.
modified Cirrus Design Corporation Model SR22 will perform critical
functions, provisions for protection from the effects of HIRF should be
considered and, if necessary, incorporated into the airplane design
data. The FAA policy contained in Notice 8110.71, dated April 2, 1998,
establishes the HIRF energy levels that airplanes will be exposed to in
service. The guidelines set forth in this notice are the result of an
Aircraft Certification Service review of existing policy on HIRF, in
light of the ongoing work of the Aviation Rulemaking Advisory Committee
(ARAC) Electromagnetic Effects Harmonization Working Group (EEHWG). The
EEHWG adopted a set of HIRF environment levels in November 1997 that
were agreed upon by the FAA, the Joint Aviation Authorities (JAA), and
industry participants. As a result, the HIRF environments in this
notice reflect the environment levels recommended by this working
group. This notice states that a FADEC is an example of a system that
should address the HIRF environments.
Even though the control system will be certificated as part of the
engine, the installation of an engine with an electronic control system
requires evaluation due to the possible effects on or by other airplane
systems (e.g., radio interference with other airplane electronic
systems, shared engine and airplane power sources). The regulatory
requirements in 14 CFR part 23 for evaluating the installation of
complex systems, including electronic systems, are contained in Sec.
23.1309. However, when Sec. 23.1309 was developed, the use of
electronic control systems for engines was not envisioned; therefore,
the Sec. 23.1309 requirements were not applicable to systems
certificated as part of the engine (reference Sec. 23.1309(f)(1)).
Also, electronic control systems often require inputs from airplane
data and power sources and outputs to other airplane systems (e.g.,
automated cockpit powerplant controls such as mixture setting).
Although the parts of the system that are not certificated with the
engine could be evaluated using the criteria of Sec. 23.1309, the
integral nature of systems such as these makes it unfeasible to
evaluate the airplane portion of the system without including the
engine portion of the system. However, Sec. 23.1309(f)(1) again
prevents complete evaluation of the installed airplane system since
evaluation of the engine system's effects is not required.
Therefore, special conditions are issued for the Centex Aerospace,
Inc. modified Cirrus Design Corporation Model SR22 to provide HIRF
protection.
Applicability
As discussed above, these special conditions are applicable to the
Centex Aerospace, Inc. modified Cirrus Design Corporation Model SR22.
Should Centex Aerospace, Inc. apply at a later date for a supplemental
type certificate to modify any other model included on Type Certificate
No. A00009CH, to incorporate the same novel or unusual
[[Page 43139]]
design feature, the special conditions would apply to that model as
well.
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. Therefore, 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
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 Centex Aerospace, Inc. modified
Cirrus Design Corporation Model SR22.
1. High Intensity Radiated Fields (HIRF) Protection. In showing
compliance with 14 CFR part 21 and the airworthiness requirements of 14
CFR part 23, protection against hazards caused by exposure to HIRF
fields for the full authority digital engine control system, which
performs critical functions, must be considered. To prevent this
occurrence, the electronic engine control system must be designed and
installed to ensure that the operation and operational capabilities of
this critical system are not adversely affected when the airplane is
exposed to high energy radio fields.
At this time, the FAA and other airworthiness authorities are
unable to precisely define or control the HIRF energy level to which
the airplane will be exposed in service; therefore, the FAA hereby
defines two acceptable interim methods for complying with the
requirement for protection of systems that perform critical functions.
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the external HIRF threat environment defined
in the following table:
------------------------------------------------------------------------
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 peak
electrical strength, without the benefit of airplane structural
shielding, in the frequency range of 10 KHz to 18 GHz. When using this
test to show compliance with the HIRF requirements, no credit is given
for signal attenuation due to installation. Data used for engine
certification may be used, when appropriate, for airplane
certification.
Issued in Kansas City, Missouri on July 26, 2007.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-14935 Filed 8-2-07; 8:45 am]
BILLING CODE 4910-13-P
