Special Conditions: Gulfstream Aerospace LP (GALP) Model G280 Airplane, Operation Without Normal Electrical Power, 81360-81362 [2011-33281]
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81360
Federal Register / Vol. 76, No. 249 / Wednesday, December 28, 2011 / Rules and Regulations
PART 301—DOMESTIC QUARANTINE
NOTICES
Accordingly, we are adopting as a
final rule, without change, the interim
rule that amended 7 CFR part 301 and
that was published at 76 FR 52543–
52544 on August 23, 2011.
interstate commerce. Two of the
instructions for amending the
regulations created typographical errors
in the resulting regulatory language. The
amendments in this document correct
those errors.
List of Subjects
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2011–1172: Special
Conditions No. 25–453–SC]
Done in Washington, DC, this 19th day of
December 2011.
Kevin Shea,
Acting Administrator, Animal and Plant
Health Inspection Service.
9 CFR Part 332
[FR Doc. 2011–33204 Filed 12–27–11; 8:45 am]
9 CFR Part 381
Grant programs-agriculture,
Intergovernmental relations, Poultry and
poultry products.
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
SUMMARY:
Grant programs-agriculture,
Intergovernmental relations, Meat
inspection.
BILLING CODE 3410–34–P
DEPARTMENT OF AGRICULTURE
Accordingly, 9 CFR parts 332 and 381
are corrected by making the following
correcting amendments:
Food Safety and Inspection Service
9 CFR Parts 332 and 381
[Docket No. FSIS–2008–0039]
PART 332—SELECTED
ESTABLISHMENTS; COOPERATIVE
PROGRAM FOR INTERSTATE
SHIPMENT OF CARCASSES, PARTS
OF CARCASSES, MEAT, AND MEAT
FOOD PRODUCTS
RIN 0583–AD37
Cooperative Inspection Programs:
Interstate Shipment of Meat and
Poultry Products; Correction
Food Safety and Inspection
Service, USDA.
ACTION: Correcting amendments.
AGENCY:
1. The authority citation for part 332
continues to read as follows:
■
This document corrects
typographical errors in the final
regulations establishing a new voluntary
cooperative program under which
certain very small and small State–
inspected establishments will be eligible
to ship meat and poultry products in
interstate commerce. The final rule was
published in the Federal Register on
May 2, 2011, and became effective on
July 1, 2011.
DATES: December 28, 2011.
FOR FURTHER INFORMATION CONTACT:
Charles Williams, Acting Director,
Policy Issuance Division, Office of
Policy and Program Development, Food
Safety and Inspection Service, U.S.
Department of Agriculture, Washington,
DC 20250; (202) 720–5627; Fax (202)
690–0486.
SUPPLEMENTARY INFORMATION:
SUMMARY:
Authority: 21 U.S.C. 601–695; 7 U.S.C.
138–138i, 450, 1901–1906; 7 CFR 2.7, 2.18,
2.53.
§ 332.3
2. Amend § 332.3 as follows:
a. In paragraph (c)(7) remove ‘‘and’’
after the semicolon.
■ b. In paragraph (c)(8) remove the
period at the end of the paragraph and
add ‘‘; and’’ in its place.
■
■
PART 381—POULTRY PRODUCTS
INSPECTION REGULATIONS
3. The authority citation for part 381
continues to read:
■
Authority: 21 U.S.C. 451–472; 7 CFR 2.18,
2.53.
§ 381.513
[Amended]
4. Amend § 381.513 as follows:
a. In paragraph (c)(7) remove ‘‘and’’
after the semicolon.
■ b. In paragraph (c)(8) remove the
period at the end of the paragraph and
add ‘‘; and’’ in its place.
Background
mstockstill on DSK4VPTVN1PROD with RULES
[Amended]
■
On May 2, 2011, FSIS published in
the Federal Register, the final rule,
‘‘Cooperative Inspection Programs;
Interstate Shipment of Meat and Poultry
Products’’ (76 FR 24714). The final rule
amended the Federal meat and poultry
products inspection regulations to
establish a new cooperative inspection
program under which State-inspected
establishments with 25 or fewer
employees on average will be permitted
ship meat and poultry products in
■
VerDate Mar<15>2010
17:19 Dec 27, 2011
Jkt 226001
Done in Washington, DC, on: December 19,
2011.
Alfred V. Almanza,
Administrator.
[FR Doc. 2011–32877 Filed 12–27–11; 8:45 am]
BILLING CODE 3410–DM–P
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Fmt 4700
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Special Conditions: Gulfstream
Aerospace LP (GALP) Model G280
Airplane, Operation Without Normal
Electrical Power
AGENCY:
These special conditions are
issued for the Gulfstream Aerospace LP
(GALP) Model G280 airplane. This
airplane will have a novel or unusual
design feature associated with operation
without normal electrical power. 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: Effective Date: The effective date
of these special conditions is December
20, 2011.
FOR FURTHER INFORMATION CONTACT:
Nazih Khaouly, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356;
telephone (425) 227–2432; facsimile
(425) 227–1149.
SUPPLEMENTARY INFORMATION:
Background
On March 30, 2006, GALP applied for
a type certificate for their new Model
G280 airplane. The Model G280 will
have a novel or unusual design feature
associated with operation without
normal electrical power.
Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.17,
GALP must show that the Model G280
airplane meets the applicable provisions
of part 25 as amended by Amendments
25–1 through 25–117.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Model G280 airplane because of
a novel or unusual design feature,
special conditions are prescribed under
the provisions of § 21.16.
Special conditions are initially
applicable to the model for which they
E:\FR\FM\28DER1.SGM
28DER1
Federal Register / Vol. 76, No. 249 / Wednesday, December 28, 2011 / Rules and Regulations
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, the special conditions
would also apply to the other model.
In addition to the applicable
airworthiness regulations and special
conditions, the Model G280 airplane
must comply with the fuel-vent and
exhaust-emission requirements of part
34 and the noise-certification
requirements of part 36; and the FAA
must issue a finding of regulatory
adequacy under § 611 of Public Law 92–
574, the ‘‘Noise Control Act of 1972.’’
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type-certification basis under
§ 21.17(a)(2).
mstockstill on DSK4VPTVN1PROD with RULES
Novel or Unusual Design Features
The Model G280 airplane will
incorporate the following novel or
unusual design features:
The Model G280 airplane is equipped
with electrical and electronic systems
that control critical functions and
systems. Examples of these include the
electronic displays, rudder, brakes,
spoilers, flaps, and electronic engine
controls. The Model G280 electricalpower generation and distribution
architecture is equipped with an
auxiliary power unit (APU) and is not
equipped with a Ram Air Turbine (RAT)
generator. The loss of all electrical
power to certain functions and systems
impacts the airplane’s ability to land
safely. Therefore, these special
conditions are issued to retain the level
of safety intended by the current
§ 25.1351(d).
Discussion
The Model G280 airplane requires a
continuous source of electrical power
for continued safe flight and landing.
The current regulation in § 25.1351(d),
‘‘Operation without normal electrical
power,’’ states that the airplane must be
operated safely in visual-flight-rules
conditions, for a period of not less than
five minutes, with the normal electrical
power (electrical power sources
excluding the battery) inoperative. This
rule was structured around a traditional
design utilizing mechanical controls for
flight systems while the crew took time
to sort out the electrical failure, start
engine(s) if necessary, and re-establish
some of the electrical-power-generation
capability.
To maintain the same level of safety
associated with traditional designs, the
Model G280 airplane electrical-system
design must not be time-limited in its
operation. It should be noted that
VerDate Mar<15>2010
17:19 Dec 27, 2011
Jkt 226001
service experience has shown that the
loss of all electrical power, which is
generated by the airplane’s engine
generators or APU is not extremely
improbable. Thus, it must be
demonstrated that the airplane can
continue through safe flight and landing
(including steering and braking on
ground for airplanes using steer/brakeby-wire) with the use of its emergency
electrical-power systems. These
emergency electrical-power systems
must be able to power loads that are
required for continued safe flight and
landing.
Discussion of Comments
Notice of proposed special conditions
no. 25–11–17–SC for the GALP Model
G280 airplanes was published in the
Federal Register on October 27, 2011
(76 FR 66660). No comments were
received, and the special conditions are
adopted as proposed.
Applicability
As discussed above, these special
conditions are applicable to the GALP
Model G280 airplane. Should GALP
apply at a later date for a change to the
type certificate to include another
model incorporating the same novel or
unusual design feature, the special
conditions would apply to that model as
well.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, as the
certification date for the GALP Model
G280 airplane is imminent, the FAA
finds good cause to make these special
conditions effective upon issuance.
Conclusion
This action affects only certain novel
or unusual design features on the GALP
Model G280 airplane. It is not a rule of
general applicability and it affects only
the applicant who applied to the FAA
for approval of these features on the
airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the typecertification basis for GALP Model G280
airplanes. The special conditions are
issued in lieu of 14 CFR 25.1351(d) and
PO 00000
Frm 00003
Fmt 4700
Sfmt 4700
81361
are required to ensure that the airplane
has sufficient electrical power for
continued safe flight and landing.
1. The applicant must show by test or
a combination of test and analysis that
the airplane is capable of continued safe
flight and landing with all normal
electrical power sources inoperative, as
prescribed by paragraphs (1)(a) and
(1)(b) below.
For purposes of this special condition,
normal sources of electrical-power
generation do not include any alternate
power sources such as a battery, ram-air
turbine (RAT), or independent power
systems such as the flight-control
permanent-magnet generating system.
In showing capability for continued
safe flight and landing, consideration
must be given to systems capability,
effects on crew workload and operating
conditions, and the physiological needs
of the flightcrew and passengers for the
longest diversion time for which
approval is sought.
a. Common-cause failures, cascading
failures, and zonal physical threats must
be considered in showing compliance
with this requirement.
b. The ability to restore operation of
portions of the electrical-power
generation and distribution system may
be considered if it can be shown that
unrecoverable loss of those portions of
the system is extremely improbable. An
alternative source of electrical power
must be provided for the time required
to restore the minimum electricalpower-generation capability required for
safe flight and landing. Unrecoverable
loss of all engines may be excluded
when showing that unrecoverable loss
of critical portions of the electrical
system is extremely improbable.
Unrecoverable loss of all engines is
covered in special condition 2, below,
and thus may be excluded when
showing compliance with this
requirement.
2. Regardless of any electricalgeneration and distribution-system
recovery capability shown under special
condition 1, above, sufficient electricalsystem capability must be provided to:
a. Allow time to descend, with all
engines inoperative, at the speed that
provides the best glide slope, from the
maximum operating altitude to the
altitude at which the soonest possible
engine restart could be accomplished,
and
b. Subsequently allow multiple start
attempts of the engines and APU. This
capability must be provided in addition
to the electrical capability required by
existing part 25 requirements related to
operation with all engines inoperative.
E:\FR\FM\28DER1.SGM
28DER1
mstockstill on DSK4VPTVN1PROD with RULES
81362
Federal Register / Vol. 76, No. 249 / Wednesday, December 28, 2011 / Rules and Regulations
3. The airplane emergency electricalpower system must be designed to
supply:
a. Electrical power required for
immediate safety, which must continue
to operate without the need for crew
action following the loss of the normal
electrical power, for a duration
sufficient to allow reconfiguration to
provide a non-time-limited source of
electrical power.
b. Electrical power required for
continued safe flight and landing for the
maximum diversion time.
4. If APU-generated electrical power
is used in satisfying the requirements of
these special conditions, and if reaching
a suitable runway upon which to land
is beyond the capacity of the battery
systems, then the APU must be able to
be started under any foreseeable flight
condition prior to the depletion of the
battery or the restoration of normal
electrical power, whichever occurs first.
Flight tests must demonstrate this
capability at the most critical condition.
a. It must be shown that the APU will
provide adequate electrical power for
continued safe flight and landing.
b. The Airplane Flight Manual (AFM)
must incorporate non-normal
procedures that direct the pilot to take
appropriate actions to activate the APU
after loss of normal engine-driven
generated electrical power.
As a part of showing compliance with
these special conditions, the tests by
which loss of all normal electrical
power is demonstrated must also take
into account the following:
1. The failure condition should be
assumed to occur during night
instrument meteorological conditions
(IMC), at the most critical phase of the
flight, relative to the worst possible
electrical-power distribution and
equipment-loads-demand condition.
2. After the un-restorable loss of
normal engine generator power, the
airplane-engine-restart capability must
be provided and operations continued
in IMC.
3. It should be demonstrated that the
aircraft is capable of continued safe
flight and landing. The length of time
must be computed based on the
maximum diversion-time capability for
which the airplane is being certified.
Consideration for airspeed reductions
resulting from the associated failure or
failures must be made.
4. The airplane must provide
adequate indication of loss of normal
electrical power to direct the pilot to the
non-normal procedures, and the AFM
must incorporate non-normal
procedures that will direct the pilot to
take appropriate actions.
VerDate Mar<15>2010
17:19 Dec 27, 2011
Jkt 226001
Issued in Renton, Washington, on
December 20, 2011.
K.C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2011–33281 Filed 12–27–11; 8:45 am]
BILLING CODE 4910–13–P
read ‘‘901.11(f)(2)(i)(D),
901.11(f)(2)(i)(G) and (H),’’.
Guy R. Traynor,
Acting Chief, Publications and Regulations
Branch, Legal Processing Division, Associate
Chief Counsel, (Procedure and
Administration).
[FR Doc. 2011–33197 Filed 12–27–11; 8:45 am]
BILLING CODE 4810–25–P
JOINT BOARD FOR THE
ENROLLMENT OF ACTUARIES
20 CFR Part 901
JOINT BOARD FOR THE
ENROLLMENT OF ACTUARIES
[TD 9517]
20 CFR Part 901
RIN 1545–BC82
[TD 9517]
Regulations Governing the
Performance of Actuarial Services
Under the Employee Retirement
Income Security Act of 1974;
Correction
RIN 1545–BC82
Joint Board for the Enrollment
of Actuaries.
ACTION: Correction to final regulations.
AGENCY:
This document contains
corrections to final regulations (TD
9517) that were published in the
Federal Register on Thursday, March
31, 2011 (76 FR 17762) relating to the
enrollment of actuaries.
DATES: This correction is effective on
December 28, 2011, and is applicable on
March 31, 2011.
FOR FURTHER INFORMATION CONTACT:
Patrick McDonough, Executive Director,
Joint Board for the Enrollment of
Actuaries, at (202) 622–8229 (not a tollfree number).
SUPPLEMENTARY INFORMATION:
SUMMARY:
Background
The final regulations (TD 9517) that
are the subject of this correction are
under section 3042 of the Employee
Retirement Income Security Act of 1974
(88 Stat. 829), Public Law 93–406
(ERISA).
Need for Correction
As published, final regulations (TD
9517) contain errors that may prove to
be misleading and are in need of
clarification.
Correction of Publication
Accordingly, the publication of the
final regulations (TD 9517) which were
the subject of FR Doc. 2011–7573 is
corrected as follows:
On page 17762, column 1, in the
preamble, under the paragraph heading
‘‘Paperwork Reduction Act’’, last
paragraph of the column, fourth line,
the language ‘‘901.11(f)(2)(D),
901.11(f)(2)(G) and (H),’’ is corrected to
PO 00000
Frm 00004
Fmt 4700
Sfmt 4700
Regulations Governing the
Performance of Actuarial Services
Under the Employee Retirement
Income Security Act of 1974;
Correction
Joint Board for the Enrollment
of Actuaries.
ACTION: Correcting amendment.
AGENCY:
This document describes
correcting amendments to final
regulations (TD 9517) relating to the
enrollment of actuaries. These
regulations were published in the
Federal Register on Thursday, March
31, 2011 (76 FR 17762).
DATES: This correction is effective on
December 28, 2011, and is applicable on
March 31, 2011.
FOR FURTHER INFORMATION CONTACT:
Patrick McDonough, Executive Director,
Joint Board for the Enrollment of
Actuaries, at (202) 622–8229 (not a tollfree number).
SUPPLEMENTARY INFORMATION:
SUMMARY:
Background
The final regulations (TD 9517) that
are the subject of this correction are
under section 3042 of the Employee
Retirement Income Security Act of 1974
(88 Stat. 829), Public Law 93–406
(ERISA).
Need for Correction
As published, final regulations (TD
9517) contain errors that may prove to
be misleading and are in need of
clarification.
List of Subjects in 20 CFR Part 901
Administrative practice and
procedure, Pensions.
Correction of Publication
Accordingly, 20 CFR part 901 is
corrected by making the following
correcting amendments:
E:\FR\FM\28DER1.SGM
28DER1
]]>Agencies
[Federal Register Volume 76, Number 249 (Wednesday, December 28, 2011)]
[Rules and Regulations]
[Pages 81360-81362]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-33281]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2011-1172: Special Conditions No. 25-453-SC]
Special Conditions: Gulfstream Aerospace LP (GALP) Model G280
Airplane, Operation Without Normal Electrical Power
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Gulfstream
Aerospace LP (GALP) Model G280 airplane. This airplane will have a
novel or unusual design feature associated with operation without
normal electrical power. 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: Effective Date: The effective date of these special conditions
is December 20, 2011.
FOR FURTHER INFORMATION CONTACT: Nazih Khaouly, Transport Airplane
Directorate, Aircraft Certification Service, 1601 Lind Avenue SW.,
Renton, Washington 98057-3356; telephone (425) 227-2432; facsimile
(425) 227-1149.
SUPPLEMENTARY INFORMATION:
Background
On March 30, 2006, GALP applied for a type certificate for their
new Model G280 airplane. The Model G280 will have a novel or unusual
design feature associated with operation without normal electrical
power.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, GALP must show that the Model G280 airplane meets the
applicable provisions of part 25 as amended by Amendments 25-1 through
25-117.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Model G280 airplane because of a
novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they
[[Page 81361]]
are issued. Should the type certificate for that model be amended later
to include any other model that incorporates the same novel or unusual
design feature, the special conditions would also apply to the other
model.
In addition to the applicable airworthiness regulations and special
conditions, the Model G280 airplane must comply with the fuel-vent and
exhaust-emission requirements of part 34 and the noise-certification
requirements of part 36; and the FAA must issue a finding of regulatory
adequacy under Sec. 611 of Public Law 92-574, the ``Noise Control Act
of 1972.''
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type-
certification basis under Sec. 21.17(a)(2).
Novel or Unusual Design Features
The Model G280 airplane will incorporate the following novel or
unusual design features:
The Model G280 airplane is equipped with electrical and electronic
systems that control critical functions and systems. Examples of these
include the electronic displays, rudder, brakes, spoilers, flaps, and
electronic engine controls. The Model G280 electrical-power generation
and distribution architecture is equipped with an auxiliary power unit
(APU) and is not equipped with a Ram Air Turbine (RAT) generator. The
loss of all electrical power to certain functions and systems impacts
the airplane's ability to land safely. Therefore, these special
conditions are issued to retain the level of safety intended by the
current Sec. 25.1351(d).
Discussion
The Model G280 airplane requires a continuous source of electrical
power for continued safe flight and landing. The current regulation in
Sec. 25.1351(d), ``Operation without normal electrical power,'' states
that the airplane must be operated safely in visual-flight-rules
conditions, for a period of not less than five minutes, with the normal
electrical power (electrical power sources excluding the battery)
inoperative. This rule was structured around a traditional design
utilizing mechanical controls for flight systems while the crew took
time to sort out the electrical failure, start engine(s) if necessary,
and re-establish some of the electrical-power-generation capability.
To maintain the same level of safety associated with traditional
designs, the Model G280 airplane electrical-system design must not be
time-limited in its operation. It should be noted that service
experience has shown that the loss of all electrical power, which is
generated by the airplane's engine generators or APU is not extremely
improbable. Thus, it must be demonstrated that the airplane can
continue through safe flight and landing (including steering and
braking on ground for airplanes using steer/brake-by-wire) with the use
of its emergency electrical-power systems. These emergency electrical-
power systems must be able to power loads that are required for
continued safe flight and landing.
Discussion of Comments
Notice of proposed special conditions no. 25-11-17-SC for the GALP
Model G280 airplanes was published in the Federal Register on October
27, 2011 (76 FR 66660). No comments were received, and the special
conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
GALP Model G280 airplane. Should GALP apply at a later date for a
change to the type certificate to include another model incorporating
the same novel or unusual design feature, the special conditions would
apply to that model as well.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the GALP Model
G280 airplane is imminent, the FAA finds good cause to make these
special conditions effective upon issuance.
Conclusion
This action affects only certain novel or unusual design features
on the GALP Model G280 airplane. It is not a rule of general
applicability and it affects only the applicant who applied to the FAA
for approval of these features on the airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
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 GALP Model G280 airplanes. The special
conditions are issued in lieu of 14 CFR 25.1351(d) and are required to
ensure that the airplane has sufficient electrical power for continued
safe flight and landing.
1. The applicant must show by test or a combination of test and
analysis that the airplane is capable of continued safe flight and
landing with all normal electrical power sources inoperative, as
prescribed by paragraphs (1)(a) and (1)(b) below.
For purposes of this special condition, normal sources of
electrical-power generation do not include any alternate power sources
such as a battery, ram-air turbine (RAT), or independent power systems
such as the flight-control permanent-magnet generating system.
In showing capability for continued safe flight and landing,
consideration must be given to systems capability, effects on crew
workload and operating conditions, and the physiological needs of the
flightcrew and passengers for the longest diversion time for which
approval is sought.
a. Common-cause failures, cascading failures, and zonal physical
threats must be considered in showing compliance with this requirement.
b. The ability to restore operation of portions of the electrical-
power generation and distribution system may be considered if it can be
shown that unrecoverable loss of those portions of the system is
extremely improbable. An alternative source of electrical power must be
provided for the time required to restore the minimum electrical-power-
generation capability required for safe flight and landing.
Unrecoverable loss of all engines may be excluded when showing that
unrecoverable loss of critical portions of the electrical system is
extremely improbable. Unrecoverable loss of all engines is covered in
special condition 2, below, and thus may be excluded when showing
compliance with this requirement.
2. Regardless of any electrical-generation and distribution-system
recovery capability shown under special condition 1, above, sufficient
electrical-system capability must be provided to:
a. Allow time to descend, with all engines inoperative, at the
speed that provides the best glide slope, from the maximum operating
altitude to the altitude at which the soonest possible engine restart
could be accomplished, and
b. Subsequently allow multiple start attempts of the engines and
APU. This capability must be provided in addition to the electrical
capability required by existing part 25 requirements related to
operation with all engines inoperative.
[[Page 81362]]
3. The airplane emergency electrical-power system must be designed
to supply:
a. Electrical power required for immediate safety, which must
continue to operate without the need for crew action following the loss
of the normal electrical power, for a duration sufficient to allow
reconfiguration to provide a non-time-limited source of electrical
power.
b. Electrical power required for continued safe flight and landing
for the maximum diversion time.
4. If APU-generated electrical power is used in satisfying the
requirements of these special conditions, and if reaching a suitable
runway upon which to land is beyond the capacity of the battery
systems, then the APU must be able to be started under any foreseeable
flight condition prior to the depletion of the battery or the
restoration of normal electrical power, whichever occurs first. Flight
tests must demonstrate this capability at the most critical condition.
a. It must be shown that the APU will provide adequate electrical
power for continued safe flight and landing.
b. The Airplane Flight Manual (AFM) must incorporate non-normal
procedures that direct the pilot to take appropriate actions to
activate the APU after loss of normal engine-driven generated
electrical power.
As a part of showing compliance with these special conditions, the
tests by which loss of all normal electrical power is demonstrated must
also take into account the following:
1. The failure condition should be assumed to occur during night
instrument meteorological conditions (IMC), at the most critical phase
of the flight, relative to the worst possible electrical-power
distribution and equipment-loads-demand condition.
2. After the un-restorable loss of normal engine generator power,
the airplane-engine-restart capability must be provided and operations
continued in IMC.
3. It should be demonstrated that the aircraft is capable of
continued safe flight and landing. The length of time must be computed
based on the maximum diversion-time capability for which the airplane
is being certified. Consideration for airspeed reductions resulting
from the associated failure or failures must be made.
4. The airplane must provide adequate indication of loss of normal
electrical power to direct the pilot to the non-normal procedures, and
the AFM must incorporate non-normal procedures that will direct the
pilot to take appropriate actions.
Issued in Renton, Washington, on December 20, 2011.
K.C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-33281 Filed 12-27-11; 8:45 am]
BILLING CODE 4910-13-P
