Special Conditions: Embraer S.A., Model EMB-550 Airplanes; Electrical/Electronic Equipment Bay Fire Detection and Smoke Penetration, 14007-14009 [2013-04854]
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Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations
stability, which is introduced above 33
degrees roll angle, must not require
excessive pilot strength to achieve these
roll angles. Other protections, which
further limit the roll capability under
certain extreme angle of attack or
attitude or high speed conditions, are
acceptable, as long as they allow at least
45 degrees of roll capability.
c. A lower limit of roll is acceptable
beyond the overspeed warning if it is
possible to recover the aircraft to the
normal flight envelope without undue
difficulty or delay.
Issued in Renton, Washington, on February
26, 2013.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2013–04855 Filed 3–1–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2012–1292; Special
Conditions No. 25–485–SC]
Special Conditions: Embraer S.A.,
Model EMB–550 Airplanes; Electrical/
Electronic Equipment Bay Fire
Detection and Smoke Penetration
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for the Embraer S.A. Model
EMB–550 airplane. This airplane will
have novel or unusual design features,
specifically distributed electrical and
electronic equipment bays in
pressurized areas of the airplane. Older
transport category airplane electrical/
electronic equipment bay installations
are located in the lower lobe where the
flight crew could determine the origin of
smoke or fire by a straightforward
airplane flight manual procedure. In
distributed electrical/electronic bay
installations it is not as straightforward.
The FAA has no requirement for smoke
and/or fire detection in the electrical/
electronic equipment bays. To ensure
effective mitigation of fires, the FAA
proposes these special conditions. 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.
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SUMMARY:
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DATES:
Effective April 3, 2013.
FOR FURTHER INFORMATION CONTACT:
Robert C. Jones, FAA, Propulsion and
Mechanical Systems Branch, ANM–112,
Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–1234; facsimile
425–227–1149.
SUPPLEMENTARY INFORMATION:
Background
On May 14, 2009, Embraer S.A.
applied for a type certificate for their
new Model EMB–550 airplane. The
Model EMB–550 airplane is the first of
a new family of jet airplanes designed
for corporate flight, fractional, charter,
and private owner operations. The
airplane has a conventional
configuration with a low wing and T-tail
empennage. The primary structure is
metal with composite empennage and
control surfaces. The Model EMB–550
airplane is designed for 8 passengers,
with a maximum of 12 passengers. It is
equipped with two Honeywell
HTF7500–E medium bypass ratio
turbofan engines mounted on aft
fuselage pylons. Each engine produces
approximately 6,540 pounds of thrust
for normal takeoff. The primary flight
controls consist of hydraulically
powered fly-by-wire elevators, aileron
and rudder, controlled by the pilot or
copilot sidestick.
The Model EMB–550 airplane has
electrical/electronic equipment bays
distributed throughout the airplane;
three of them are in the pressurized
area. The current airworthiness
requirements do not contain adequate or
appropriate safety standards regarding
smoke/fire detection and protection
against penetration of hazardous
quantities of smoke from equipment
bays into occupied areas of the airplane
for this type of airplane configuration.
Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.17,
Embraer S.A. must show that the Model
EMB–550 airplane meets the applicable
provisions of part 25, as amended by
Amendments 25–1 through 25–127
thereto.
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 EMB–550 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
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14007
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same or similar novel
or unusual design feature, the special
conditions would also apply to the other
model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Model EMB–550
airplane must comply with the fuel vent
and exhaust emission requirements of
14 CFR part 34 and the noise
certification requirements of 14 CFR
part 36 and the FAA must issue a
finding of regulatory adequacy under
section 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).
Novel or Unusual Design Features
The Model EMB–550 airplane will
incorporate the following novel or
unusual design features: Distributed
electrical and electronic equipment bays
that were not envisioned at the time this
rule was made.
Discussion
In general, smoke and fire detection
systems are designed to:
• Automatically shut off power to the
affected equipment,
• If necessary, reconfigure the
environmental control systems to
control any smoke resulting from a fire
or overheat condition, and
• Alert the flight crew to the
existence of the fire.
Most airplanes certified under part 25
have one or two electrical equipment
bays located in the lower lobe, adjacent
to pressure regulator/outflow valves or
vents. If a fire occurs in an electrical
equipment bay, any smoke is drawn
toward the outflow valves or vents and
is discharged from the airplane without
entering occupied areas. In the event of
a smoke or fire in one of the electrical
equipment bays, the procedures to
isolate the bay on some airplanes
requires the flight crew to use trial and
error to determine whether or not the
source is in a particular electrical
equipment bay. However, with this
approach, the flight crew does not know
where the fire or smoke is because it is
difficult to identify the source,
especially during changes of phases of
flight (e.g., climbing or descending) or
system transients (e.g., changes in the
airflow from the environmental control
system).
This trial-and-error approach may be
acceptable for aircraft with no more
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Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations
than two electrical equipment bays,
both located in the lower lobe. In this
case, a fire in an electrical equipment
bay is in either one bay or the other.
However, for an aircraft with three or
more electrical equipment bays, in the
time it takes to determine the source of
smoke, the fire could spread, generating
even more smoke and damage.
In the Model EMB–550 airplane,
electrical equipment bays are
distributed throughout the airplane in
the pressurized compartment. Section
25.857 requires that cargo compartments
have means to prevent hazardous
quantities of smoke or fire extinguishing
agent from penetrating into occupied
areas of the airplane. However, the
applicable airworthiness regulations do
not address the following:
• Preventing hazardous quantities of
smoke or extinguishing agent
originating from the electrical
equipment bays from penetrating into
occupied areas of the airplane; or
• Installing smoke or fire detectors in
electrical equipment bays.
The FAA determined that the Model
EMB–550 needs a means to detect
smoke or fire in each electrical
equipment bay that is located in the
pressurized cabin. This means must
indicate in which bay the smoke or fire
occurs, and ensure that the flight crew
can depower it. For situations in which
it may be impossible for the flight crew
to shut down all the equipment in the
bay due to the use of critical or essential
equipment located in it, Embraer S.A.
shall conduct an analysis to:
• Specify the criteria for shutting
down specific electrical equipment in
the electrical equipment bay that can be
shut down,
• Demonstrate that remaining
electrical equipment is protected against
fire propagation, such as thermal
protection, fire containment, and other
systems as addressed in Advisory
Circular 25–16, Electrical Fault and Fire
Prevention and Protection, dated April
5, 1991.
The criteria developed for aircraft
designs that incorporate distributed
electrical/electronic equipment bays are
based upon existing smoke/fire
detection and smoke penetration
guidance and acceptable past practices.
Sections 25.831(b), 25.831(c), 25.831(d),
and 25.869(a) provide the general
requirements that apply to electrical/
electronic equipment smoke penetration
and evacuation. Flight tests are
conducted to demonstrate compliance;
however, the amount of smoke
generated and flight test conditions have
been highly variable.
The special conditions below require
that there must be a means to detect
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smoke or fire in each electrical/
electronic equipment bay located in the
pressurized compartment. They also
include requirements to prevent
propagation of hazardous quantities of
smoke or fire extinguishing agent
throughout the passenger cabin.
Discussion of Comments
Notice of proposed special conditions
No. 25–12–17–SC for the Embraer S.A.
Model EMB–550 airplanes was
published in the Federal Register on
December 19, 2012 (77 FR 75071). No
comments were received, and the
special conditions are adopted as
proposed.
Applicability
As discussed above, these special
conditions are applicable to the Model
EMB–550 airplane. Should Embraer
S.A. 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.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplanes. It is not a rule of general
applicability.
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, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the type certification basis for Embraer
S.A. Model EMB–550 airplanes.
1. Requirements to prevent
propagation of smoke that originates in
electrical equipment bays from entering
the passenger cabin and flight deck:
a. To prevent such propagation,
means to prevent hazardous quantities
of smoke originating from the electrical
equipment bays from incapacitating
passengers and crew must be
demonstrated. The demonstrations must
include flight tests, and shall be
conducted for all dispatchable system
configurations.
b. A small quantity of smoke may
enter an occupied area only under the
following conditions:
i. The smoke enters occupied areas
during system transients from below the
deck or main deck sources. No
sustained smoke penetration beyond
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that from environmental control system
transients is permitted,
ii. Penetration of the small quantity of
smoke is a dynamic event, involving
either dissipation or mobility.
Dissipation is rapid dilution of the
smoke by ventilation air. Mobility is
rapid movement of the smoke into and
out of the occupied area. In no case
should a light haze indicative of
stagnant airflow form, as this indicates
that the ventilation system is failing to
meet the requirements of 14 CFR 25.831,
iii. The smoke from a source below
the main deck must not rise above
armrest height on the main deck, and
iv. The smoke from a source in the
main deck must dissipate rapidly via
dilution with fresh air and be evacuated
from the airplane. The Airplane Flight
Manual (AFM) must include procedures
to evacuate smoke from the occupied
areas. To demonstrate that the quantity
of smoke is small, a flight test must be
conducted which simulates the
emergency procedures used in the event
of a fire during flight, including the use
of VMO/MMO descent profiles and a
simulated landing, if such conditions
are specified in the emergency
procedure.
2. Requirement for smoke or fire
detection in electrical/electronic
equipment bays: A smoke or fire
detection system compliant with
§§ 25.855(a), (b), (c), and (d); and
§ 25.858 must be provided for each
electrical/electronic equipment bay in
the pressurized cabin. Each system must
provide a visual indication to the flight
deck within one minute after the start of
a fire. Airplane flight tests must be
conducted to show compliance with
these requirements, and the
performance of the detectors must be
shown in accordance with Advisory
Circular 25–9A, Smoke Detection,
Penetration, and Evacuation Tests and
Related Flight Manual Emergency
Procedures, or other means acceptable
to the FAA.
3. Requirement for AFM procedures
safety analysis: It shall be demonstrated
that the AFM procedures to shut down
electrical/electronic equipment bays, or
part of them, in case of smoke/fire
detection, do not compromise the safe
operation of the aircraft. If a procedure
requests to shut down only part of the
equipment, the remaining equipment
shall be incorporated with safety
precautions against fire propagation.
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Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations
Issued in Renton, Washington, on February
26, 2013.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2013–04854 Filed 3–1–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 97
[Docket No. 30888; Amdt. No. 3523]
Standard Instrument Approach
Procedures, and Takeoff Minimums
and Obstacle Departure Procedures;
Miscellaneous Amendments
FOR FURTHER INFORMATION CONTACT:
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This rule establishes, amends,
suspends, or revokes Standard
Instrument Approach Procedures
(SIAPs) and associated Takeoff
Minimums and Obstacle Departure
Procedures for operations at certain
airports. These regulatory actions are
needed because of the adoption of new
or revised criteria, or because of changes
occurring in the National Airspace
System, such as the commissioning of
new navigational facilities, adding new
obstacles, or changing air traffic
requirements. These changes are
designed to provide safe and efficient
use of the navigable airspace and to
promote safe flight operations under
instrument flight rules at the affected
airports.
SUMMARY:
This rule is effective March 4,
2013. The compliance date for each
SIAP, associated Takeoff Minimums,
and ODP is specified in the amendatory
provisions.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of March 4,
2013.
DATES:
Availability of matter
incorporated by reference in the
amendment is as follows:
For Examination—
1. FAA Rules Docket, FAA
Headquarters Building, 800
Independence Avenue SW.,
Washington, DC 20591;
2. The FAA Regional Office of the
region in which the affected airport is
located;
3. The National Flight Procedures
Office, 6500 South MacArthur Blvd.,
Oklahoma City, OK 73169 or,
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ADDRESSES:
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4. The National Archives and Records
Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/
federal_register/
code_of_federal_regulations/
ibr_locations.html.
Availability—All SIAPs are available
online free of charge. Visit nfdc.faa.gov
to register. Additionally, individual
SIAP and Takeoff Minimums and ODP
copies may be obtained from:
1. FAA Public Inquiry Center (APA–
200), FAA Headquarters Building, 800
Independence Avenue SW.,
Washington, DC 20591; or
2. The FAA Regional Office of the
region in which the affected airport is
located.
Richard A. Dunham III, Flight Procedure
Standards Branch (AFS–420) Flight
Technologies and Programs Division,
Flight Standards Service, Federal
Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd., Oklahoma City,
OK 73169 (Mail Address: P.O. Box
25082 Oklahoma City, OK 73125)
telephone: (405) 954–4164.
SUPPLEMENTARY INFORMATION: This rule
amends Title 14, Code of Federal
Regulations, Part 97 (14 CFR part 97) by
amending the referenced SIAPs. The
complete regulatory description of each
SIAP is listed on the appropriate FAA
Form 8260, as modified by the National
Flight Data Center (FDC)/Permanent
Notice to Airmen (P–NOTAM), and is
incorporated by reference in the
amendment under 5 U.S.C. 552(a), 1
CFR part 51, and § 97.20 of Title 14 of
the Code of Federal Regulations.
The large number of SIAPs, their
complex nature, and the need for a
special format make their verbatim
publication in the Federal Register
expensive and impractical. Further,
airmen do not use the regulatory text of
the SIAPs, but refer to their graphic
depiction on charts printed by
publishers of aeronautical materials.
Thus, the advantages of incorporation
by reference are realized and
publication of the complete description
of each SIAP contained in FAA form
documents is unnecessary. This
amendment provides the affected CFR
sections and specifies the types of SIAP
and the corresponding effective dates.
This amendment also identifies the
airport and its location, the procedure
and the amendment number.
The Rule
This amendment to 14 CFR part 97 is
effective upon publication of each
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14009
separate SIAP as amended in the
transmittal. For safety and timeliness of
change considerations, this amendment
incorporates only specific changes
contained for each SIAP as modified by
FDC/P–NOTAMs.
The SIAPs, as modified by FDC P–
NOTAM, and contained in this
amendment are based on the criteria
contained in the U.S. Standard for
Terminal Instrument Procedures
(TERPS). In developing these changes to
SIAPs, the TERPS criteria were applied
only to specific conditions existing at
the affected airports. All SIAP
amendments in this rule have been
previously issued by the FAA in a FDC
NOTAM as an emergency action of
immediate flight safety relating directly
to published aeronautical charts. The
circumstances which created the need
for all these SIAP amendments requires
making them effective in less than 30
days.
Because of the close and immediate
relationship between these SIAPs and
safety in air commerce, I find that notice
and public procedure before adopting
these SIAPs are impracticable and
contrary to the public interest and,
where applicable, that good cause exists
for making these SIAPs effective in less
than 30 days.
Conclusion
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore—(1) is not a
‘‘significant regulatory action’’ under
Executive Order 12866; (2) is not a
‘‘significant rule’’ under DOT regulatory
Policies and Procedures (44 FR 11034;
February 26, 1979); and (3) does not
warrant preparation of a regulatory
evaluation as the anticipated impact is
so minimal. For the same reason, the
FAA certifies that this amendment will
not have a significant economic impact
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 97
Air Traffic Control, Airports,
Incorporation by reference, and
Navigation (Air).
Issued in Washington, DC, on February 15,
2013.
John M. Allen,
Director, Flight Standards Service.
Adoption of the Amendment
Accordingly, pursuant to the
authority delegated to me, Title 14,
Code of Federal regulations, Part 97, 14
CFR part 97, is amended by amending
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]]>Agencies
[Federal Register Volume 78, Number 42 (Monday, March 4, 2013)]
[Rules and Regulations]
[Pages 14007-14009]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-04854]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2012-1292; Special Conditions No. 25-485-SC]
Special Conditions: Embraer S.A., Model EMB-550 Airplanes;
Electrical/Electronic Equipment Bay Fire Detection and Smoke
Penetration
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Embraer S.A. Model
EMB-550 airplane. This airplane will have novel or unusual design
features, specifically distributed electrical and electronic equipment
bays in pressurized areas of the airplane. Older transport category
airplane electrical/electronic equipment bay installations are located
in the lower lobe where the flight crew could determine the origin of
smoke or fire by a straightforward airplane flight manual procedure. In
distributed electrical/electronic bay installations it is not as
straightforward. The FAA has no requirement for smoke and/or fire
detection in the electrical/electronic equipment bays. To ensure
effective mitigation of fires, the FAA proposes these special
conditions. 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 April 3, 2013.
FOR FURTHER INFORMATION CONTACT: Robert C. Jones, FAA, Propulsion and
Mechanical Systems Branch, ANM-112, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind Avenue SW., Renton,
Washington 98057-3356; telephone 425-227-1234; facsimile 425-227-1149.
SUPPLEMENTARY INFORMATION:
Background
On May 14, 2009, Embraer S.A. applied for a type certificate for
their new Model EMB-550 airplane. The Model EMB-550 airplane is the
first of a new family of jet airplanes designed for corporate flight,
fractional, charter, and private owner operations. The airplane has a
conventional configuration with a low wing and T-tail empennage. The
primary structure is metal with composite empennage and control
surfaces. The Model EMB-550 airplane is designed for 8 passengers, with
a maximum of 12 passengers. It is equipped with two Honeywell HTF7500-E
medium bypass ratio turbofan engines mounted on aft fuselage pylons.
Each engine produces approximately 6,540 pounds of thrust for normal
takeoff. The primary flight controls consist of hydraulically powered
fly-by-wire elevators, aileron and rudder, controlled by the pilot or
copilot sidestick.
The Model EMB-550 airplane has electrical/electronic equipment bays
distributed throughout the airplane; three of them are in the
pressurized area. The current airworthiness requirements do not contain
adequate or appropriate safety standards regarding smoke/fire detection
and protection against penetration of hazardous quantities of smoke
from equipment bays into occupied areas of the airplane for this type
of airplane configuration.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, Embraer S.A. must show that the Model EMB-550 airplane
meets the applicable provisions of part 25, as amended by Amendments
25-1 through 25-127 thereto.
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 EMB-550 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 are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, the special conditions would also
apply to the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Model EMB-550 airplane must comply with the fuel vent
and exhaust emission requirements of 14 CFR part 34 and the noise
certification requirements of 14 CFR part 36 and the FAA must issue a
finding of regulatory adequacy under section 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 EMB-550 airplane will incorporate the following novel or
unusual design features: Distributed electrical and electronic
equipment bays that were not envisioned at the time this rule was made.
Discussion
In general, smoke and fire detection systems are designed to:
Automatically shut off power to the affected equipment,
If necessary, reconfigure the environmental control
systems to control any smoke resulting from a fire or overheat
condition, and
Alert the flight crew to the existence of the fire.
Most airplanes certified under part 25 have one or two electrical
equipment bays located in the lower lobe, adjacent to pressure
regulator/outflow valves or vents. If a fire occurs in an electrical
equipment bay, any smoke is drawn toward the outflow valves or vents
and is discharged from the airplane without entering occupied areas. In
the event of a smoke or fire in one of the electrical equipment bays,
the procedures to isolate the bay on some airplanes requires the flight
crew to use trial and error to determine whether or not the source is
in a particular electrical equipment bay. However, with this approach,
the flight crew does not know where the fire or smoke is because it is
difficult to identify the source, especially during changes of phases
of flight (e.g., climbing or descending) or system transients (e.g.,
changes in the airflow from the environmental control system).
This trial-and-error approach may be acceptable for aircraft with
no more
[[Page 14008]]
than two electrical equipment bays, both located in the lower lobe. In
this case, a fire in an electrical equipment bay is in either one bay
or the other. However, for an aircraft with three or more electrical
equipment bays, in the time it takes to determine the source of smoke,
the fire could spread, generating even more smoke and damage.
In the Model EMB-550 airplane, electrical equipment bays are
distributed throughout the airplane in the pressurized compartment.
Section 25.857 requires that cargo compartments have means to prevent
hazardous quantities of smoke or fire extinguishing agent from
penetrating into occupied areas of the airplane. However, the
applicable airworthiness regulations do not address the following:
Preventing hazardous quantities of smoke or extinguishing
agent originating from the electrical equipment bays from penetrating
into occupied areas of the airplane; or
Installing smoke or fire detectors in electrical equipment
bays.
The FAA determined that the Model EMB-550 needs a means to detect
smoke or fire in each electrical equipment bay that is located in the
pressurized cabin. This means must indicate in which bay the smoke or
fire occurs, and ensure that the flight crew can depower it. For
situations in which it may be impossible for the flight crew to shut
down all the equipment in the bay due to the use of critical or
essential equipment located in it, Embraer S.A. shall conduct an
analysis to:
Specify the criteria for shutting down specific electrical
equipment in the electrical equipment bay that can be shut down,
Demonstrate that remaining electrical equipment is
protected against fire propagation, such as thermal protection, fire
containment, and other systems as addressed in Advisory Circular 25-16,
Electrical Fault and Fire Prevention and Protection, dated April 5,
1991.
The criteria developed for aircraft designs that incorporate
distributed electrical/electronic equipment bays are based upon
existing smoke/fire detection and smoke penetration guidance and
acceptable past practices. Sections 25.831(b), 25.831(c), 25.831(d),
and 25.869(a) provide the general requirements that apply to
electrical/electronic equipment smoke penetration and evacuation.
Flight tests are conducted to demonstrate compliance; however, the
amount of smoke generated and flight test conditions have been highly
variable.
The special conditions below require that there must be a means to
detect smoke or fire in each electrical/electronic equipment bay
located in the pressurized compartment. They also include requirements
to prevent propagation of hazardous quantities of smoke or fire
extinguishing agent throughout the passenger cabin.
Discussion of Comments
Notice of proposed special conditions No. 25-12-17-SC for the
Embraer S.A. Model EMB-550 airplanes was published in the Federal
Register on December 19, 2012 (77 FR 75071). No comments were received,
and the special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Model EMB-550 airplane. Should Embraer S.A. 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.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplanes. It is not a rule of general applicability.
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, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Embraer S.A. Model EMB-550 airplanes.
1. Requirements to prevent propagation of smoke that originates in
electrical equipment bays from entering the passenger cabin and flight
deck:
a. To prevent such propagation, means to prevent hazardous
quantities of smoke originating from the electrical equipment bays from
incapacitating passengers and crew must be demonstrated. The
demonstrations must include flight tests, and shall be conducted for
all dispatchable system configurations.
b. A small quantity of smoke may enter an occupied area only under
the following conditions:
i. The smoke enters occupied areas during system transients from
below the deck or main deck sources. No sustained smoke penetration
beyond that from environmental control system transients is permitted,
ii. Penetration of the small quantity of smoke is a dynamic event,
involving either dissipation or mobility. Dissipation is rapid dilution
of the smoke by ventilation air. Mobility is rapid movement of the
smoke into and out of the occupied area. In no case should a light haze
indicative of stagnant airflow form, as this indicates that the
ventilation system is failing to meet the requirements of 14 CFR
25.831,
iii. The smoke from a source below the main deck must not rise
above armrest height on the main deck, and
iv. The smoke from a source in the main deck must dissipate rapidly
via dilution with fresh air and be evacuated from the airplane. The
Airplane Flight Manual (AFM) must include procedures to evacuate smoke
from the occupied areas. To demonstrate that the quantity of smoke is
small, a flight test must be conducted which simulates the emergency
procedures used in the event of a fire during flight, including the use
of VMO/MMO descent profiles and a simulated
landing, if such conditions are specified in the emergency procedure.
2. Requirement for smoke or fire detection in electrical/electronic
equipment bays: A smoke or fire detection system compliant with
Sec. Sec. 25.855(a), (b), (c), and (d); and Sec. 25.858 must be
provided for each electrical/electronic equipment bay in the
pressurized cabin. Each system must provide a visual indication to the
flight deck within one minute after the start of a fire. Airplane
flight tests must be conducted to show compliance with these
requirements, and the performance of the detectors must be shown in
accordance with Advisory Circular 25-9A, Smoke Detection, Penetration,
and Evacuation Tests and Related Flight Manual Emergency Procedures, or
other means acceptable to the FAA.
3. Requirement for AFM procedures safety analysis: It shall be
demonstrated that the AFM procedures to shut down electrical/electronic
equipment bays, or part of them, in case of smoke/fire detection, do
not compromise the safe operation of the aircraft. If a procedure
requests to shut down only part of the equipment, the remaining
equipment shall be incorporated with safety precautions against fire
propagation.
[[Page 14009]]
Issued in Renton, Washington, on February 26, 2013.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-04854 Filed 3-1-13; 8:45 am]
BILLING CODE 4910-13-P
