Special Conditions; Embraer S.A. EMB-500; Protection of Systems for High Intensity Radiated Fields (HIRF), 22271-22273 [E8-9024]
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22271
Rules and Regulations
Federal Register
Vol. 73, No. 81
Friday, April 25, 2008
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE282, Special Condition 23–
282–SC]
Special Conditions; Embraer S.A.
EMB–500; Protection of Systems for
High Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued to Embraer S.A., for a type
certificate for the EMB–500 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 April 16, 2008.
Comments must be received on or
before May 27, 2008.
ADDRESSES: Mail comments in duplicate
to: Federal Aviation Administration,
Regional Counsel, ACE–7, Attention:
Rules Docket Clerk, Docket No. CE282,
Room 506, 901 Locust, Kansas City,
Missouri 64106. Mark comments:
Docket No. CE282. You may inspect
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SUMMARY:
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14:51 Apr 24, 2008
Jkt 214001
comments 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.
digital avionics consisting of an EFIS
that is vulnerable to HIRF external to
the airplane.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments as they may desire. Identify
the regulatory docket or notice number
and submit them 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. If you wish the FAA to
acknowledge receipt of the comments
submitted in response to this notice,
include a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. CE282.’’ The postcard will
be date stamped and returned to the
commenter.
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
§ 21.17(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.
Background
On October 5, 2005, Embraer S.A,
applied to the FAA for a new type
certificate for the EMB–500 airplane.
The proposed airplane incorporates a
novel or unusual design feature, such as
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Fmt 4700
Sfmt 4700
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.17, Embraer S.A. must show
that the EMB–500 aircraft meets the
following provisions, or the applicable
regulations in effect on the date of
application for the change to the project
certification basis: 14 CFR part 23 at
Amendment 55; 14 CFR part 34 at
Amendment 3; 14 CFR part 36 at
Amendment 27; Equivalent Levels of
Safety for (ELOS) issued at the time of
type certification; any special
conditions issued at the time of type
certification, 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
Novel or Unusual Design Features
Embraer S.A. 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.
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25APR1
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Federal Register / Vol. 73, No. 81 / Friday, April 25, 2008 / Rules and Regulations
Protection of Systems From High
Intensity Radiated Fields (HIRF): Recent
advances in technology have given rise
to the application in aircraft designs of
advanced electrical and electronic
systems that perform functions required
for continued safe flight and landing.
Due to the use of sensitive solid state
advanced components in analog and
digital electronics circuits, these
advanced systems are readily responsive
to the transient effects of induced
electrical current and voltage caused by
the HIRF. The HIRF can degrade
electronic systems performance by
damaging components or upsetting
system functions.
Furthermore, the HIRF environment
has undergone a transformation that was
not foreseen when the current
requirements were developed. Higher
energy levels are radiated from
transmitters that are used for radar,
radio, and television. Also, the number
of transmitters has increased
significantly. There is also uncertainty
concerning the effectiveness of airframe
shielding for HIRF. Furthermore,
coupling to cockpit-installed equipment
through the cockpit window apertures is
undefined.
The combined effect of the
technological advances in airplane
design and the changing environment
has resulted in an increased level of
vulnerability of electrical and electronic
systems required for the continued safe
flight and landing of the airplane.
Effective measures against the effects of
exposure to HIRF must be provided by
the design and installation of these
systems. The accepted maximum energy
levels in which civilian airplane system
installations must be capable of
operating safely are based on surveys
and analysis of existing radio frequency
emitters. These special conditions
require that the airplane be evaluated
under these energy levels for the
protection of the electronic system and
its associated wiring harness. These
external threat levels, which are lower
than previous required values, are
believed to represent the worst case to
which an airplane would be exposed in
the operating environment.
These special conditions require
qualification of systems that perform
critical functions, as installed in aircraft,
to the defined HIRF environment in
paragraph 1 or, as an option to a fixed
value using laboratory tests, in
paragraph 2, as follows:
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
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14:51 Apr 24, 2008
Jkt 214001
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’’ 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
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Fmt 4700
Sfmt 4700
of a redundant system are likely to be
exposed to the fields concurrently.
Applicability
As discussed above, these special
conditions are applicable to the EMB–
500 project. Should Embraer S.A. 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 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 the EMB–500
airplane manufactured by Embraer S.A.
to include an EFIS.
1. Protection of Electrical and
Electronic Systems from High Intensity
Radiated Fields (HIRF). Each system
that performs critical functions must be
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Federal Register / Vol. 73, No. 81 / Friday, April 25, 2008 / Rules and Regulations
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 April
16, 2008.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. E8–9024 Filed 4–24–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF THE TREASURY
Alcohol and Tobacco Tax and Trade
Bureau
27 CFR Part 9
[Docket No. TTB–2007–0012; T.D. TTB–69;
Re: Notice No. 63]
RIN 1513–AB20
Establishment of the Swan Creek
Viticultural Area (2005R–414P)
Alcohol and Tobacco Tax and
Trade Bureau, Treasury.
ACTION: Final rule; Treasury decision.
AGENCY:
SUMMARY: This Treasury decision
establishes the ‘‘Swan Creek’’
viticultural area in Wilkes, Yadkin, and
Iredell Counties, North Carolina. We
designate viticultural areas to allow
vintners to better describe the origin of
their wines and to allow consumers to
better identify wines they may
purchase.
DATES: Effective Date: May 27, 2008.
FOR FURTHER INFORMATION CONTACT: N.
A. Sutton, Regulations and Rulings
Division, Alcohol and Tobacco Tax and
Trade Bureau, 925 Lakeville Street, No.
158, Petaluma, CA 94952; telephone
415–271–1254.
SUPPLEMENTARY INFORMATION:
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Background on Viticultural Areas
TTB Authority
Section 105(e) of the Federal Alcohol
Administration Act (FAA Act), 27
U.S.C. 205(e), authorizes the Secretary
of the Treasury to prescribe regulations
for the labeling of wine, distilled spirits,
and malt beverages. The FAA Act
provides that these regulations should,
VerDate Aug<31>2005
14:51 Apr 24, 2008
Jkt 214001
among other things, prohibit consumer
deception and the use of misleading
statements on labels, and ensure that
labels provide the consumer with
adequate information as to the identity
and quality of the product. The Alcohol
and Tobacco Tax and Trade Bureau
(TTB) administers the regulations
promulgated under the FAA Act.
Part 4 of the TTB regulations (27 CFR
part 4) allows the establishment of
definitive viticultural areas and the use
of their names as appellations of origin
on wine labels and in wine
advertisements. Part 9 of the TTB
regulations (27 CFR part 9) contains the
list of approved viticultural areas.
Definition
Section 4.25(e)(1)(i) of the TTB
regulations (27 CFR 4.25(e)(1)(i)) defines
a viticultural area for American wine as
a delimited grape-growing region
distinguishable by geographical
features, the boundaries of which have
been recognized and defined in part 9
of the regulations. These designations
allow vintners and consumers to
attribute a given quality, reputation, or
other characteristic of a wine made from
grapes grown in an area to its
geographical origin. The establishment
of viticultural areas allows vintners to
describe more accurately the origin of
their wines to consumers and helps
consumers to identify wines they may
purchase. Establishment of a viticultural
area is neither an approval nor an
endorsement by TTB of the wine
produced in that area.
Requirements
Section 4.25(e)(2) of the TTB
regulations outlines the procedure for
proposing an American viticultural area
and provides that any interested party
may petition TTB to establish a grapegrowing region as a viticultural area.
Section 9.3(b) of the TTB regulations
requires the petition to include—
• Evidence that the proposed
viticultural area is locally and/or
nationally known by the name specified
in the petition;
• Historical or current evidence that
supports setting the boundary of the
proposed viticultural area as the
petition specifies;
• Evidence relating to the
geographical features, such as climate,
elevation, physical features, and soils,
that distinguish the proposed
viticultural area from surrounding areas;
• A description of the specific
boundary of the proposed viticultural
area, based on features found on United
States Geological Survey (USGS) maps;
and
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22273
• A copy of the appropriate USGS
map(s) with the proposed viticultural
area’s boundary prominently marked.
Swan Creek Viticultural Area
Background
Raffaldini Vineyards submitted a
petition to establish the 96,000-acre
‘‘Swan Creek’’ viticultural area on
behalf of the Vineyards of Swan Creek,
a trade association representing a group
of vineyards and wineries in
northwestern North Carolina. Three
wineries and 75 acres of vineyards are
located within the proposed Swan Creek
viticulture area. The boundary of the
proposed viticultural area incorporates
portions of Wilkes, Yadkin, and Iredell
Counties and includes a portion of the
established Yadkin Valley viticultural
area (27 CFR 9.174). We summarize
below the evidence submitted in
support of the petition.
Name and Boundary Evidence
The petitioner explains that the
geographical name ‘‘Swan Creek’’ refers
to a village in the approximate center of
the proposed viticultural area, as well as
a Yadkin River tributary creek system.
As shown in the southwest portion of
the provided 1:100,000-scale USGS
Winston-Salem, North Carolina
topographic map, Swan Creek village
sits in the Brushy Mountains south of
the Yadkin River. East and West Swan
Creeks run north from the mountains
before joining together as Swan Creek to
the northwest of the village. The creek
then empties into the Yadkin River
approximately three miles west of
Jonesville. Also, an undated State of
North Carolina Department of
Environment, Health, and Natural
Resources document lists Swan Creek,
West Swan Creek, and East Swan Creek
as streams in the Yadkin-Pee Dee River
Basin.
The DeLorme North Carolina Atlas
and Gazetteer identifies the village as
‘‘Swancreek,’’ with East Swan Creek and
West Swan Creek to its northwest. The
petitioner explains that both names,
‘‘Swan Creek’’ and ‘‘Swancreek,’’
reference the proposed viticultural area
region. However, the two-word spelling
is the more common usage for
businesses, roads, creeks, and historical
documents, which led the petitioner to
identify the proposed viticultural area
as ‘‘Swan Creek.’’
As further evidence of the
significance of the ‘‘Swan Creek’’ name
within the proposed area, the local
Wilkes Telephone Membership Corp.
telephone book, which covers the region
that includes the proposed viticultural
area, lists an airport, a church, and three
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]]>Agencies
[Federal Register Volume 73, Number 81 (Friday, April 25, 2008)]
[Rules and Regulations]
[Pages 22271-22273]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-9024]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 73, No. 81 / Friday, April 25, 2008 / Rules
and Regulations
[[Page 22271]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE282, Special Condition 23-282-SC]
Special Conditions; Embraer S.A. EMB-500; 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 Embraer S.A., for a
type certificate for the EMB-500 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 April 16,
2008. Comments must be received on or before May 27, 2008.
ADDRESSES: Mail comments in duplicate to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket Clerk,
Docket No. CE282, Room 506, 901 Locust, Kansas City, Missouri 64106.
Mark comments: Docket No. CE282. You may inspect comments 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. Identify the regulatory docket or
notice number and submit them 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. If
you wish the FAA to acknowledge receipt of the comments submitted in
response to this notice, include a self-addressed, stamped postcard on
which the following statement is made: ``Comments to Docket No.
CE282.'' The postcard will be date stamped and returned to the
commenter.
Background
On October 5, 2005, Embraer S.A, applied to the FAA for a new type
certificate for the EMB-500 airplane. The proposed airplane
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, Embraer S.A.
must show that the EMB-500 aircraft meets the following provisions, or
the applicable regulations in effect on the date of application for the
change to the project certification basis: 14 CFR part 23 at Amendment
55; 14 CFR part 34 at Amendment 3; 14 CFR part 36 at Amendment 27;
Equivalent Levels of Safety for (ELOS) issued at the time of type
certification; any special conditions issued at the time of type
certification, 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
Embraer S.A. 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.
[[Page 22272]]
Protection of Systems From High Intensity Radiated Fields (HIRF):
Recent advances in technology have given rise to the application in
aircraft designs of advanced electrical and electronic systems that
perform functions required for continued safe flight and landing. Due
to the use of sensitive solid state advanced components in analog and
digital electronics circuits, these advanced systems are readily
responsive to the transient effects of induced electrical current and
voltage caused by the HIRF. The HIRF can degrade electronic systems
performance by damaging components or upsetting system functions.
Furthermore, the HIRF environment has undergone a transformation
that was not foreseen when the current requirements were developed.
Higher energy levels are radiated from transmitters that are used for
radar, radio, and television. Also, the number of transmitters has
increased significantly. There is also uncertainty concerning the
effectiveness of airframe shielding for HIRF. Furthermore, coupling to
cockpit-installed equipment through the cockpit window apertures is
undefined.
The combined effect of the technological advances in airplane
design and the changing environment has resulted in an increased level
of vulnerability of electrical and electronic systems required for the
continued safe flight and landing of the airplane. Effective measures
against the effects of exposure to HIRF must be provided by the design
and installation of these systems. The accepted maximum energy levels
in which civilian airplane system installations must be capable of
operating safely are based on surveys and analysis of existing radio
frequency emitters. These special conditions require that the airplane
be evaluated under these energy levels for the protection of the
electronic system and its associated wiring harness. These external
threat levels, which are lower than previous required values, are
believed to represent the worst case to which an airplane would be
exposed in the operating environment.
These special conditions require qualification of systems that
perform critical functions, as installed in aircraft, to the defined
HIRF environment in paragraph 1 or, as an option to a fixed value using
laboratory tests, in paragraph 2, as follows:
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the HIRF environment defined below:
------------------------------------------------------------------------
Field strength
(volts per meter)
Frequency -------------------
Peak Average
------------------------------------------------------------------------
10 kHz-100 kHz...................................... 50 50
100 kHz-500 kHz..................................... 50 50
500 kHz-2 MHz....................................... 50 50
2 MHz-30 MHz........................................ 100 100
30 MHz-70 MHz....................................... 50 50
70 MHz-100 MHz...................................... 50 50
100 MHz-200 MHz..................................... 100 100
200 MHz-400 MHz..................................... 100 100
400 MHz-700 MHz..................................... 700 50
700 MHz-1 GHz....................................... 700 100
1 GHz-2 GHz......................................... 2000 200
2 GHz-4 GHz......................................... 3000 200
4 GHz-6 GHz......................................... 3000 200
6 GHz-8 GHz......................................... 1000 200
8 GHz-12 GHz........................................ 3000 300
12 GHz-18 GHz....................................... 2000 200
18 GHz-40 GHz....................................... 600 200
------------------------------------------------------------------------
The field strengths are expressed in terms of peak root-mean-square
(rms) values.
or,
(2) The applicant may demonstrate by a system test and analysis
that the electrical and electronic systems that perform critical
functions can withstand a minimum threat of 100 volts per meter,
electrical field strength, from 10 kHz to 18 GHz. When using this test
to show compliance with the HIRF requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must be performed by the applicant,
for approval by the FAA, to identify either electrical or electronic
systems that perform critical functions. The term ``critical'' means
those functions whose failure would contribute to, or cause, a failure
condition that would prevent the continued safe flight and landing of
the airplane. The systems identified by the hazard analysis that
perform critical functions are candidates for the application of HIRF
requirements. A system may perform both critical and non-critical
functions. Primary electronic flight display systems, and their
associated components, perform critical functions such as attitude,
altitude, and airspeed indication. The HIRF requirements apply only to
critical functions.
Compliance with HIRF requirements may be demonstrated by tests,
analysis, models, similarity with existing systems, or any combination
of these. Service experience alone is not acceptable since normal
flight operations may not include an exposure to the HIRF environment.
Reliance on a system with similar design features for redundancy as a
means of protection against the effects of external HIRF is generally
insufficient since all elements of a redundant system are likely to be
exposed to the fields concurrently.
Applicability
As discussed above, these special conditions are applicable to the
EMB-500 project. Should Embraer S.A. 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 the EMB-500 airplane manufactured by
Embraer S.A. to include an EFIS.
1. Protection of Electrical and Electronic Systems from High
Intensity Radiated Fields (HIRF). Each system that performs critical
functions must be
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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 April 16, 2008.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. E8-9024 Filed 4-24-08; 8:45 am]
BILLING CODE 4910-13-P
