Special Conditions; Honda Aircraft Company Model HA-420 Hondajet; Protection of Systems for High Intensity Radiated Fields (HIRF), 69572-69574 [E7-23831]
Download as PDF
<![CDATA[
mstockstill on PROD1PC66 with RULES
69572
Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations
that chitosan could be used as an
adjuvant and that adjuvants are
considered inert ingredients under the
EPA. However, in cases where chitosan
would be combined with a fungicide,
chitosan could not be considered an
inert ingredient or adjuvant, because
chitosan has active fungicidal properties
and is labeled for use against fungal
diseases such as blight. The EPA also
commented that for chitosan to be
considered an inert or adjuvant in a
formulation, it could not exhibit
pesticidal activity. In that regard, the
EPA determined that it could not verify
that chitosan does not have any
fungicidal activity for the intended use
and at the proposed levels mentioned in
the petition; data does not support its
non-fungicidal activity in such a use.
In addition to the concerns raised
about chitosan’s use as an adjuvant in
combination with another fungicide, the
issue of whether chitosan should be
considered an insecticide (as
recommended by the NOSB) or a plant
disease control was mentioned. The
EPA informed the NOP that data does
not reveal chitosan having insecticidal
properties. Instead, chitosan is
considered more of a systemic acquired
response inducer and demonstrates
fungicidal activity. As a result, for the
purpose of the NOP regulations,
chitosan would be better characterized
as a plant disease control.
Based on the information submitted
through public comment and gathered
in further consultation with the EPA, we
have determined that chitosan, when
used in combination with another
fungicide, cannot be considered an inert
or adjuvant. It is considered an active
ingredient in such cases. However, in
cases where chitosan is used in
combination with an approved active
ingredient on the National List and does
not demonstrate any pesticidal/
fungicidal activity, it could be
considered an inert ingredient or
adjuvant.
The preceding chitosan discussion is
summarized as follows:
Chitosan was petitioned for use in
organic crop production as an adhesive
‘‘adjuvant’’ to be used with fungicides
approved for use under the NOP
regulations. The NOSB recommended
adding chitosan to the National List for
use in organic crop production as an
‘‘insecticide,’’ with the restriction that it
only be used as an ‘‘adjuvant.’’ The EPA
informed the NOP that data does not
reveal chitosan having insecticidal
properties. Because the NOSB
recommended the use of chitosan as an
adjuvant, the recommendation restricts
the use of the substance to the capacity
of an inert ingredient. AMS, in
VerDate Aug<31>2005
16:20 Dec 07, 2007
Jkt 214001
consultation with EPA, has determined
that chitosan, when used as an
‘‘adjuvant’’ (not demonstrating any
pesticidal activity), is already allowed
under the existing inert ingredient
provisions of § 205.601(m) of the NOP
regulations. However, chitosan, when
used in combination with a fungicide,
cannot be considered an inert or
adjuvant, because chitosan has
fungicidal properties and is considered
an active ingredient in such cases.
Accordingly, unless specifically added
to § 205.601 of the National List as an
active ingredient, chitosan cannot be
used with a fungicide.
Therefore, AMS has decided to refer
the chitosan recommendation back to
the NOSB so that it can reconsider the
intended use of the substance and its
inclusion on the National List (i.e.,
should it be considered a plant disease
control; and should it be included on
the National List as an approved active
ingredient?). In the meantime, chitosan,
under the inert ingredient provisions of
§ 205.601(m) of the NOP regulations,
can be used as an ‘‘adjuvant’’ (not
demonstrating any pesticidal activity) in
combination with approved active
ingredients on the National List,
provided the approved active ingredient
is not a registered fungicide. Chitosan,
when used in combination with a
fungicide, is an active ingredient and
remains a prohibited substance that
shall not be used in organic agriculture.
Further, chitosan remains prohibited for
use as a plant defense booster, a plant
growth enhancer, and as an active
ingredient in any other capacity. If
readers have questions concerning when
a substance qualifies to be an active or
inert ingredient, they should contact the
EPA for further information and
guidance.
F. Effective Date
This final rule reflects
recommendations submitted to the
Secretary by the NOSB. The substance
being added to the National List was
based on a petition from the industry
and evaluated by the NOSB using
criteria in the Act and the regulations.
Because this substance is crucial to
organic crop and livestock production
operations, producers should be able to
use them in their operations as soon as
possible. Accordingly, AMS finds that
good cause exists under 5 U.S.C.
553(d)(3) for not postponing the
effective date of this rule until 30 days
after publication in the Federal
Register.
List of Subjects in 7 CFR Part 205
Administrative practice and
procedure, Agriculture, Animals,
PO 00000
Frm 00004
Fmt 4700
Sfmt 4700
Archives and records, Imports, Labeling,
Organically produced products, Plants,
Reporting and recordkeeping
requirements, Seals and insignia, Soil
conservation.
I For the reasons set forth in the
preamble, 7 CFR part 205, subpart G is
amended as follows:
PART 205—NATIONAL ORGANIC
PROGRAM
1. The authority citation for 7 CFR
part 205 continues to read as follows:
I
Authority: 7 U.S.C. 6501–6522.
2. Section 205.601 is amended by
adding new paragraph (e)(9) to read as
follows:
I
§ 205.601 Synthetic substances allowed
for use in organic crop production.
*
*
*
*
*
(e) * * *
(9) Sucrose octanoate esters (CAS #s—
42922–74–7; 58064–47–4)—in
accordance with approved labeling.
*
*
*
*
*
I 3. Section 205.603 is amended by
adding new paragraph (b)(7) to read as
follows:
§ 205.603 Synthetic substances allowed
for use in organic livestock production.
*
*
*
*
*
(b) * * *
(7) Sucrose octanoate esters (CAS #s—
42922–74–7; 58064–47–4)—in
accordance with approved labeling.
*
*
*
*
*
Dated: December 5, 2007.
Lloyd C. Day,
Administrator, Agricultural Marketing
Service.
[FR Doc. E7–23880 Filed 12–7–07; 8:45 am]
BILLING CODE 3410–02–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE277, Special Condition 23–
217–SC]
Special Conditions; Honda Aircraft
Company Model HA–420 Hondajet;
Protection of Systems for High
Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued to Honda Aircraft Company, for
a Type Certificate for the HA–420
E:\FR\FM\10DER1.SGM
10DER1
Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations
mstockstill on PROD1PC66 with RULES
Hondajet airplane. This airplane will
have novel and unusual design features
when compared to the state of
technology envisaged in the applicable
airworthiness standards. These novel
and unusual design features include the
installation of electronic flight
instrument system (EFIS) displays
Model G1000 manufactured by Garmin
for which the applicable regulations do
not contain adequate or appropriate
airworthiness standards for the
protection of these systems from the
effects of high intensity radiated fields
(HIRF). These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to the airworthiness
standards applicable to these airplanes.
DATES: The effective date of these
special conditions is November 30,
2007. Comments must be received on or
before January 9, 2008.
ADDRESSES: Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE277, Room 506, 901
Locust, Kansas City, Missouri 64106. All
comments must be marked: Docket No.
CE277. 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: Jim
Brady, Aerospace Engineer, Standards
Office (ACE–111), Small Airplane
Directorate, Aircraft Certification
Service, Federal Aviation
Administration, 901 Locust, Room 301,
Kansas City, Missouri 64106; telephone
(816) 329–4132.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the approval design and
thus delivery of the affected aircraft. In
addition, the substance of these special
conditions has been subject to the
public comment process in several prior
instances with no substantive comments
received. The FAA, therefore, finds that
good cause exists for making these
special conditions effective upon
issuance.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments as they may desire.
Communications should identify the
regulatory docket or notice number and
be submitted in duplicate to the address
specified above. All communications
received on or before the closing date
VerDate Aug<31>2005
16:20 Dec 07, 2007
Jkt 214001
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. CE277.’’ The postcard will
be date stamped and returned to the
commenter.
Background
On November 11, 2006, Honda
Aircraft Company, made an application
to the FAA for a new Type Certificate
for the project airplane. The proposed
aircraft incorporates a novel or unusual
design feature, such as digital avionics
consisting of an EFIS that is vulnerable
to HIRF external to the airplane.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.17, Honda Aircraft Company
must show that the project aircraft
meets the following provisions, or the
applicable regulations in effect on the
date of application for the change to the
project: 14 CFR part 23 and FAR part 23,
effective February 1, 1965, as amended
by Amendments 23–1, dated July 29,
1965, through Amendment 23–55, dated
March 1, 2002.
Environmental Standards: FAR part
36, effective March 11, 1994, as
amended by Amendment 36–1, dated
December 1, 1969 through Amendment
36–27, dated September 6, 2005 FAR
part 34, effective September 10, 1990, as
amended by Amendment 34–1, dated
July 31, 1995 through Amendment 34–
3, dated February 3, 1999 as applicable,
and § 23.1301 of Amendment 23–20;
§§ 23.1309, 23.1311, and 23.1321 of
Amendment 23–49; and § 23.1322 of
Amendment 23–43; exemptions, if any;
and the special conditions adopted by
this rulemaking action.
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
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
69573
accordance with § 11.38 after public
notice and become part of the type
certification basis in accordance with
§ 21.17(a)(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
Honda Aircraft Company 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. These features include
EFIS, which are susceptible to the HIRF
environment, that were not envisaged
by the existing regulations for this type
of airplane.
Protection of Systems from High
Intensity Radiated Fields (HIRF): Recent
advances in technology have given rise
to the application in aircraft designs of
advanced electrical and electronic
systems that perform functions required
for continued safe flight and landing.
Due to the use of sensitive solid state
advanced components in analog and
digital electronics circuits, these
advanced systems are readily responsive
to the transient effects of induced
electrical current and voltage caused by
the HIRF. The HIRF can degrade
electronic systems performance by
damaging components or upsetting
system functions.
Furthermore, the HIRF environment
has undergone a transformation that was
not foreseen when the current
requirements were developed. Higher
energy levels are radiated from
transmitters that are used for radar,
radio, and television. Also, the number
of transmitters has increased
significantly. There is also uncertainty
concerning the effectiveness of airframe
shielding for HIRF. Furthermore,
coupling to cockpit-installed equipment
through the cockpit window apertures is
undefined.
The combined effect of the
technological advances in airplane
design and the changing environment
has resulted in an increased level of
vulnerability of electrical and electronic
systems required for the continued safe
flight and landing of the airplane.
Effective measures against the effects of
exposure to HIRF must be provided by
the design and installation of these
systems. The accepted maximum energy
E:\FR\FM\10DER1.SGM
10DER1
69574
Federal Register / Vol. 72, No. 236 / Monday, December 10, 2007 / Rules and Regulations
levels in which civilian airplane system
installations must be capable of
operating safely are based on surveys
and analysis of existing radio frequency
emitters. These special conditions
require that the airplane be evaluated
under these energy levels for the
protection of the electronic system and
its associated wiring harness. These
external threat levels, which are lower
than previous required values, are
believed to represent the worst case to
which an airplane would be exposed in
the operating environment.
These special conditions require
qualification of systems that perform
critical functions, as installed in aircraft,
to the defined HIRF environment in
paragraph 1 or, as an option to a fixed
value using laboratory tests, in
paragraph 2, as follows:
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the HIRF
environment defined below:
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
mstockstill on PROD1PC66 with RULES
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or,
(2) The applicant may demonstrate by
a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per
meter, electrical field strength, from 10
kHz to 18 GHz. When using this test to
show compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must
be performed by the applicant, for
approval by the FAA, to identify either
electrical or electronic systems that
perform critical functions. The term
‘‘critical’’ means those functions, whose
failure would contribute to, or cause, a
VerDate Aug<31>2005
16:20 Dec 07, 2007
Jkt 214001
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
Hondajet HA–420 project. Should
Honda Aircraft Company 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
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
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 21.16 and 21.17 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 Hondajet HA–420
manufactured by Honda Aircraft
Company.
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
November 30, 2007.
Patrick R. Mullen,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–23831 Filed 12–7–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE276, Special Condition 23–
216–SC]
Special Conditions; Pilatus Aircraft
Ltd.; Model PC–12/47E; Protection of
Systems for High Intensity Radiated
Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
E:\FR\FM\10DER1.SGM
10DER1
]]>Agencies
[Federal Register Volume 72, Number 236 (Monday, December 10, 2007)]
[Rules and Regulations]
[Pages 69572-69574]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-23831]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE277, Special Condition 23-217-SC]
Special Conditions; Honda Aircraft Company Model HA-420 Hondajet;
Protection of Systems for High Intensity Radiated Fields (HIRF)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued to Honda Aircraft Company,
for a Type Certificate for the HA-420
[[Page 69573]]
Hondajet airplane. This airplane will have novel and unusual design
features when compared to the state of technology envisaged in the
applicable airworthiness standards. These novel and unusual design
features include the installation of electronic flight instrument
system (EFIS) displays Model G1000 manufactured by Garmin for which the
applicable regulations do not contain adequate or appropriate
airworthiness standards for the protection of these systems from the
effects of high intensity radiated fields (HIRF). These special
conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to the airworthiness standards applicable to these
airplanes.
DATES: The effective date of these special conditions is November 30,
2007. Comments must be received on or before January 9, 2008.
ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE277, Room 506, 901 Locust, Kansas City, Missouri 64106.
All comments must be marked: Docket No. CE277. 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: Jim Brady, Aerospace Engineer,
Standards Office (ACE-111), Small Airplane Directorate, Aircraft
Certification Service, Federal Aviation Administration, 901 Locust,
Room 301, Kansas City, Missouri 64106; telephone (816) 329-4132.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the approval
design and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
regulatory docket or notice number and be submitted in duplicate to the
address specified above. All communications received on or before the
closing date for comments will be considered by the Administrator. The
special conditions may be changed in light of the comments received.
All comments received will be available in the Rules Docket for
examination by interested persons, both before and after the closing
date for comments. A report summarizing each substantive public contact
with FAA personnel concerning this rulemaking will be filed in the
docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to Docket No. CE277.'' The postcard will be date stamped and
returned to the commenter.
Background
On November 11, 2006, Honda Aircraft Company, made an application
to the FAA for a new Type Certificate for the project airplane. The
proposed aircraft incorporates a novel or unusual design feature, such
as digital avionics consisting of an EFIS that is vulnerable to HIRF
external to the airplane.
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.17, Honda Aircraft
Company must show that the project aircraft meets the following
provisions, or the applicable regulations in effect on the date of
application for the change to the project: 14 CFR part 23 and FAR part
23, effective February 1, 1965, as amended by Amendments 23-1, dated
July 29, 1965, through Amendment 23-55, dated March 1, 2002.
Environmental Standards: FAR part 36, effective March 11, 1994, as
amended by Amendment 36-1, dated December 1, 1969 through Amendment 36-
27, dated September 6, 2005 FAR part 34, effective September 10, 1990,
as amended by Amendment 34-1, dated July 31, 1995 through Amendment 34-
3, dated February 3, 1999 as applicable, and Sec. 23.1301 of Amendment
23-20; Sec. Sec. 23.1309, 23.1311, and 23.1321 of Amendment 23-49; and
Sec. 23.1322 of Amendment 23-43; exemptions, if any; and the special
conditions adopted by this rulemaking action.
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.
21.17(a)(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
Honda Aircraft Company 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. These features include EFIS, which
are susceptible to the HIRF environment, that were not envisaged by the
existing regulations for this type of airplane.
Protection of Systems from High Intensity Radiated Fields (HIRF):
Recent advances in technology have given rise to the application in
aircraft designs of advanced electrical and electronic systems that
perform functions required for continued safe flight and landing. Due
to the use of sensitive solid state advanced components in analog and
digital electronics circuits, these advanced systems are readily
responsive to the transient effects of induced electrical current and
voltage caused by the HIRF. The HIRF can degrade electronic systems
performance by damaging components or upsetting system functions.
Furthermore, the HIRF environment has undergone a transformation
that was not foreseen when the current requirements were developed.
Higher energy levels are radiated from transmitters that are used for
radar, radio, and television. Also, the number of transmitters has
increased significantly. There is also uncertainty concerning the
effectiveness of airframe shielding for HIRF. Furthermore, coupling to
cockpit-installed equipment through the cockpit window apertures is
undefined.
The combined effect of the technological advances in airplane
design and the changing environment has resulted in an increased level
of vulnerability of electrical and electronic systems required for the
continued safe flight and landing of the airplane. Effective measures
against the effects of exposure to HIRF must be provided by the design
and installation of these systems. The accepted maximum energy
[[Page 69574]]
levels in which civilian airplane system installations must be capable
of operating safely are based on surveys and analysis of existing radio
frequency emitters. These special conditions require that the airplane
be evaluated under these energy levels for the protection of the
electronic system and its associated wiring harness. These external
threat levels, which are lower than previous required values, are
believed to represent the worst case to which an airplane would be
exposed in the operating environment.
These special conditions require qualification of systems that
perform critical functions, as installed in aircraft, to the defined
HIRF environment in paragraph 1 or, as an option to a fixed value using
laboratory tests, in paragraph 2, as follows:
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the HIRF environment defined below:
------------------------------------------------------------------------
Field strength
(volts per meter)
Frequency -------------------
Peak Average
------------------------------------------------------------------------
10 kHz-100 kHz...................................... 50 50
100 kHz-500 kHz..................................... 50 50
500 kHz-2 MHz....................................... 50 50
2 MHz-30 MHz........................................ 100 100
30 MHz-70 MHz....................................... 50 50
70 MHz-100 MHz...................................... 50 50
100 MHz-200 MHz..................................... 100 100
200 MHz-400 MHz..................................... 100 100
400 MHz-700 MHz..................................... 700 50
700 MHz-1 GHz....................................... 700 100
1 GHz-2 GHz......................................... 2000 200
2 GHz-4 GHz......................................... 3000 200
4 GHz-6 GHz......................................... 3000 200
6 GHz-8 GHz......................................... 1000 200
8 GHz-12 GHz........................................ 3000 300
12 GHz-18 GHz....................................... 2000 200
18 GHz-40 GHz....................................... 600 200
------------------------------------------------------------------------
The field strengths are expressed in terms of peak root-mean-square
(rms) values.
or,
(2) The applicant may demonstrate by a system test and analysis
that the electrical and electronic systems that perform critical
functions can withstand a minimum threat of 100 volts per meter,
electrical field strength, from 10 kHz to 18 GHz. When using this test
to show compliance with the HIRF requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must be performed by the applicant,
for approval by the FAA, to identify either electrical or electronic
systems that perform critical functions. The term ``critical'' means
those functions, whose failure would contribute to, or cause, a failure
condition that would prevent the continued safe flight and landing of
the airplane. The systems identified by the hazard analysis that
perform critical functions are candidates for the application of HIRF
requirements. A system may perform both critical and non-critical
functions. Primary electronic flight display systems, and their
associated components, perform critical functions such as attitude,
altitude, and airspeed indication. The HIRF requirements apply only to
critical functions.
Compliance with HIRF requirements may be demonstrated by tests,
analysis, models, similarity with existing systems, or any combination
of these. Service experience alone is not acceptable since normal
flight operations may not include an exposure to the HIRF environment.
Reliance on a system with similar design features for redundancy as a
means of protection against the effects of external HIRF is generally
insufficient since all elements of a redundant system are likely to be
exposed to the fields concurrently.
Applicability
As discussed above, these special conditions are applicable to the
Hondajet HA-420 project. Should Honda Aircraft Company 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 21.16 and
21.17 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 Hondajet HA-420 manufactured by Honda
Aircraft Company.
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 November 30, 2007.
Patrick R. Mullen,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-23831 Filed 12-7-07; 8:45 am]
BILLING CODE 4910-13-P
