Special Conditions: Embraer S.A., Model EMB-550 Airplane, Dive Speed Definition With Speed Protection System, 31836-31838 [2013-12535]
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31836
Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Rules and Regulations
conditions, the Embraer S.A. 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
§ 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 Embraer S.A. Model EMB–550
airplane is equipped with an automatic
braking system, which is a pilotselectable function that allows earlier
maximum braking at landing without
pilot pedal input. When the autobrake
system is armed before landing, it
automatically commands maximum
braking at main wheels touchdown.
This will cause a high nose gear sink
rate, and potentially higher gear and
airframe loads than would occur with a
traditional braking system.
Discussion
These special conditions define a
landing pitchover condition that
accounts for the effects of the automatic
braking system. The special conditions
define the airplane configuration,
speeds, and other parameters necessary
to develop airframe and nose gear loads
for this condition. The special
conditions require that the airplane be
designed to support the resulting limit
and ultimate loads as defined in
§ 25.305.
Discussion of Comments
Notice of proposed special conditions
No. 25–13–01–SC for the Embraer S.A.
Model EMB–550 airplanes was
published in the Federal Register on
February 19, 2013 (78 FR 11609). No
comments were received, and the
special conditions are adopted as
proposed.
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, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Embraer S.A.
Model EMB–550 airplanes.
Landing Pitchover Condition
A landing pitchover condition must
be addressed that takes into account the
effect of the autobrake system. The
airplane is assumed to be at the design
maximum landing weight, or at the
maximum weight allowed with the
autobrake system on. The airplane is
assumed to land in a tail-down attitude
and at the speeds defined in § 25.481.
Following main gear contact, the
airplane is assumed to rotate about the
main gear wheels at the highest pitch
rate allowed by the autobrake system.
This is considered a limit load
condition from which ultimate loads
must also be determined. Loads must be
determined for critical fuel and payload
distributions and centers of gravity.
Nose gear loads, as well as airframe
loads, must be determined. The airplane
must support these loads as described in
§ 25.305.
Issued in Renton, Washington, on May 21,
2013.
Jeff Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2013–12534 Filed 5–24–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
wreier-aviles on DSK5TPTVN1PROD with RULES
Applicability
Federal Aviation Administration
As discussed above, these special
conditions are applicable to the Embraer
S.A. 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.
14 CFR Part 25
Conclusion
AGENCY:
This action affects only certain novel
or unusual design features on one model
VerDate Mar<15>2010
15:03 May 24, 2013
Jkt 229001
[Docket No. FAA–2012–1301; Special
Conditions No. 25–491–SC]
Special Conditions: Embraer S.A.,
Model EMB–550 Airplane, Dive Speed
Definition With Speed Protection
System
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
PO 00000
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Fmt 4700
Sfmt 4700
SUMMARY: These special conditions are
issued for the Embraer S.A. Model
EMB–550 airplane. This airplane will
have a novel or unusual design feature
when compared to the state of
technology envisioned in the
airworthiness standards for transport
category airplanes. These design
features include a high-speed protection
system. 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: June 27, 2013.
FOR FURTHER INFORMATION CONTACT:
Todd Martin, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington, 98057–3356;
telephone 425–227–1178; 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
aircraft has a conventional configuration
with 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, ailerons
and rudder, controlled by the pilot or
copilot sidestick.
The Model EMB–550 airplane
incorporates a high-speed protection
system in the airplane’s flight control
laws. The airplane’s high-speed
protection system limits nose-down
pilot authority by adding automatic
control inputs at threshold speeds above
VMO/MMO, which influence the results
of the traditional recovery maneuvers
required in Title 14, Code of Federal
Regulations (14 CFR) 25.335(b)(1). This
speed protection system was not
envisioned when § 25.335 was
promulgated.
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Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Rules and Regulations
Type Certification Basis
Under the provisions of 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
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
§ 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: a high-speed
protection system that limits nose-down
pilot authority at speeds above VMO/
MMO. This system prevents the airplane
from performing the maneuver required
under § 25.335(b)(1).
wreier-aviles on DSK5TPTVN1PROD with RULES
Discussion
Section 25.335(b)(1) is a dive speed
condition that was originally adopted in
part 4b of the Civil Air Regulations in
order to provide an acceptable speed
margin between design cruise speed and
design dive speed. Flutter clearance
design speeds and airframe design loads
are impacted by the design dive speed.
While the initial condition for the upset
specified in the rule is 1g level flight,
protection is afforded for other
inadvertent overspeed conditions as
well. Section 25.335(b)(1) is intended as
a conservative enveloping condition for
potential overspeed conditions,
VerDate Mar<15>2010
15:03 May 24, 2013
Jkt 229001
including non-symmetric conditions. To
ensure that potential overspeed
conditions are covered, the applicant
should demonstrate that the dive speed
will not be exceeded in inadvertent, or
gust-induced, upsets resulting in
initiation of the dive from nonsymmetric attitudes; or that the airplane
is protected by the flight control laws
from getting into non-symmetric upset
conditions. The applicant should
conduct a demonstration that includes a
comprehensive set of conditions, as
described in the special conditions.
These special conditions are in lieu of
§ 25.335(b)(1). Section 25.335(b)(2),
which also addresses the design dive
speed, is applied separately. Advisory
Circular (AC) 25.335–1A, Design Dive
Speed, dated September 29, 2000,
provides an acceptable means of
compliance to § 25.335(b)(2)).
Special conditions are necessary to
address the high-speed protection
system on the Model EMB–550. The
special conditions identify various
symmetric and non-symmetric
maneuvers that will ensure that an
appropriate design dive speed, VD/MD,
is established.
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.
This special condition is in lieu of 14
CFR 25.335(b)(1). Section 25.335(b)(2),
also addresses the design dive speed,
but it is applied separately. Advisory
Circular (AC) 25.335–1A, Design Dive
Speed, dated September 29, 2000,
provides an acceptable means of
compliance to § 25.335(b)(2).
Discussion of Comments
Notice of proposed special conditions
number 25–12–18–SC for the Embraer
S.A. Model EMB–550 airplanes was
published in the Federal Register on
January 24, 2013 (78 FR 5146). We
received no substantive comments, 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
PO 00000
Frm 00023
Fmt 4700
Sfmt 4700
31837
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, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Embraer S.A.
Model EMB–550 airplanes.
1. Dive Speed Definition with Speed
Protection System.
(1) In lieu of the requirements of 14
CFR 25.335(b)(1), if the flight control
system includes functions that act
automatically to initiate recovery before
the end of the 20-second period
specified in § 25.335(b)(1), VD/MD must
be determined from the greater of the
speeds resulting from the conditions (a)
and (b) below. The speed increase
occurring in these maneuvers may be
calculated if reliable or conservative
aerodynamic data are used.
(a) From an initial condition of
stabilized flight at VC/MC, the airplane
is upset and takes a new flight path 7.5
degrees below the initial path. Control
application, up to full authority, is made
to try and maintain this new flight path.
Twenty seconds after initiating the
upset, manual recovery is made at a
load factor of 1.5g (0.5 acceleration
increment), or such greater load factor
that is automatically applied by the
system with the pilot’s pitch control
neutral. Power, as specified in
§ 25.175(b)(1)(iv), is assumed until
recovery is initiated, at which time
power reduction and pilot-controlled
drag devices may be used.
(b) From a speed below VC/MC, with
power to maintain stabilized level flight
at this speed, the airplane is upset so as
to accelerate through VC/MC at a flight
path 15 degrees below the initial path
(or at the steepest nose down attitude
that the system will permit with full
control authority if less than 15
degrees). The pilot’s controls may be in
the neutral position after reaching VC/
MC and before recovery is initiated.
Recovery may be initiated three seconds
after operation of the high-speed
warning system by application of a load
of 1.5g (0.5 acceleration increment), or
such greater load factor that is
automatically applied by the system
with the pilot’s pitch control neutral.
Power may be reduced simultaneously.
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Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Rules and Regulations
wreier-aviles on DSK5TPTVN1PROD with RULES
All other means of decelerating the
airplane, the use of which is authorized
up to the highest speed reached in the
maneuver, may be used. The interval
between successive pilot actions must
not be less than one second.
(2) The applicant must also
demonstrate that the speed margin,
established as above, will not be
exceeded in inadvertent, or gustinduced, upsets resulting in initiation of
the dive from non-symmetric attitudes,
unless the airplane is protected by the
flight control laws from getting into
non-symmetric upset conditions. The
upset maneuvers described in
paragraphs 32.c(3)(a) and 32.c(3)(c) of
AC 25–7C, Flight Test Guide for
Certification of Transport Category
Airplanes, dated October 16, 2012, may
be used to comply with this
requirement.
(3) Any failure of the high-speed
protection system that would result in
an airspeed exceeding those determined
by paragraphs (1) and (2) must be less
than 10¥5 per flight hour.
(4) Failures of the system must be
annunciated to the pilots. Flight manual
instructions must be provided that
reduce the maximum operating speeds
VMO/MMO. The operating speed must be
reduced to a value that maintains a
speed margin between VMO/MMO and
VD/MD that is consistent with showing
compliance with § 25.335(b) without the
benefit of the high-speed protection
system.
(5) Dispatch of the airplane with the
high-speed protection system
inoperative could be allowed under an
approved minimum equipment list
(MEL) that would require flight manual
instructions to indicate reduced
maximum operating speeds, as
described in paragraph (4). In addition,
the flightdeck display of the reduced
operating speeds, as well as the
overspeed warning for exceeding those
speeds, must be equivalent to that of the
normal airplane with the high-speed
protection system operative. Also, it
must be shown that no additional
hazards are introduced with the highspeed protection system inoperative.
Issued in Renton, Washington, on May 21,
2013.
Jeff Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2013–12535 Filed 5–24–13; 8:45 am]
BILLING CODE 4910–13–P
VerDate Mar<15>2010
15:03 May 24, 2013
Jkt 229001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2012–1332; Special
Conditions No. 25–492–SC]
Special Conditions: Embraer S.A.,
Model EMB–550 Airplanes; Flight
Envelope Protection: General Limiting
Requirements
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
SUMMARY: These special conditions are
issued for the Embraer S.A. Model
EMB–550 airplane. This airplane will
have a novel or unusual design feature,
specifically new control architecture
and a full digital flight control system
which provides flight envelope
protections. 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: June 27, 2013.
FOR FURTHER INFORMATION CONTACT: Joe
Jacobsen, FAA, Airplane and Flight
Crew Interface Branch, ANM–111,
Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2011; 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
aircraft has a conventional configuration
with 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.
PO 00000
Frm 00024
Fmt 4700
Sfmt 4700
Embraer S.A. has developed
comprehensive flight envelope
protection features integral to the
electronic flight control system design.
These flight envelope protection
features include limitations on angle-ofattack, normal load factor, bank angle,
pitch angle, and speed. To accomplish
this flight-envelope-limiting, a
significant change (or multiple changes)
occurs in the control laws of the
electronic flight control system as the
limit is approached or exceeded. When
failure states occur in the electronic
flight control system, flight envelope
protection features can likewise either
be modified, or in some cases,
eliminated. The current regulations
were not written with these
comprehensive flight-envelope-limiting
systems in mind.
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
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
§ 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: new control
E:\FR\FM\28MYR1.SGM
28MYR1
]]>Agencies
[Federal Register Volume 78, Number 102 (Tuesday, May 28, 2013)]
[Rules and Regulations]
[Pages 31836-31838]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-12535]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2012-1301; Special Conditions No. 25-491-SC]
Special Conditions: Embraer S.A., Model EMB-550 Airplane, Dive
Speed Definition With Speed Protection System
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 a novel or unusual design
feature when compared to the state of technology envisioned in the
airworthiness standards for transport category airplanes. These design
features include a high-speed protection system. 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: June 27, 2013.
FOR FURTHER INFORMATION CONTACT: Todd Martin, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-
3356; telephone 425-227-1178; 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 aircraft has a
conventional configuration with 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, ailerons and rudder, controlled by the pilot or
copilot sidestick.
The Model EMB-550 airplane incorporates a high-speed protection
system in the airplane's flight control laws. The airplane's high-speed
protection system limits nose-down pilot authority by adding automatic
control inputs at threshold speeds above VMO/MMO,
which influence the results of the traditional recovery maneuvers
required in Title 14, Code of Federal Regulations (14 CFR)
25.335(b)(1). This speed protection system was not envisioned when
Sec. 25.335 was promulgated.
[[Page 31837]]
Type Certification Basis
Under the provisions of 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 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 EMB-550 airplane will incorporate the following novel or
unusual design features: a high-speed protection system that limits
nose-down pilot authority at speeds above VMO/
MMO. This system prevents the airplane from performing the
maneuver required under Sec. 25.335(b)(1).
Discussion
Section 25.335(b)(1) is a dive speed condition that was originally
adopted in part 4b of the Civil Air Regulations in order to provide an
acceptable speed margin between design cruise speed and design dive
speed. Flutter clearance design speeds and airframe design loads are
impacted by the design dive speed. While the initial condition for the
upset specified in the rule is 1g level flight, protection is afforded
for other inadvertent overspeed conditions as well. Section
25.335(b)(1) is intended as a conservative enveloping condition for
potential overspeed conditions, including non-symmetric conditions. To
ensure that potential overspeed conditions are covered, the applicant
should demonstrate that the dive speed will not be exceeded in
inadvertent, or gust-induced, upsets resulting in initiation of the
dive from non-symmetric attitudes; or that the airplane is protected by
the flight control laws from getting into non-symmetric upset
conditions. The applicant should conduct a demonstration that includes
a comprehensive set of conditions, as described in the special
conditions.
These special conditions are in lieu of Sec. 25.335(b)(1). Section
25.335(b)(2), which also addresses the design dive speed, is applied
separately. Advisory Circular (AC) 25.335-1A, Design Dive Speed, dated
September 29, 2000, provides an acceptable means of compliance to Sec.
25.335(b)(2)).
Special conditions are necessary to address the high-speed
protection system on the Model EMB-550. The special conditions identify
various symmetric and non-symmetric maneuvers that will ensure that an
appropriate design dive speed, VD/MD, is
established.
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.
This special condition is in lieu of 14 CFR 25.335(b)(1). Section
25.335(b)(2), also addresses the design dive speed, but it is applied
separately. Advisory Circular (AC) 25.335-1A, Design Dive Speed, dated
September 29, 2000, provides an acceptable means of compliance to Sec.
25.335(b)(2).
Discussion of Comments
Notice of proposed special conditions number 25-12-18-SC for the
Embraer S.A. Model EMB-550 airplanes was published in the Federal
Register on January 24, 2013 (78 FR 5146). We received no substantive
comments, 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, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Embraer S.A. Model EMB-550 airplanes.
1. Dive Speed Definition with Speed Protection System.
(1) In lieu of the requirements of 14 CFR 25.335(b)(1), if the
flight control system includes functions that act automatically to
initiate recovery before the end of the 20-second period specified in
Sec. 25.335(b)(1), VD/MD must be determined from
the greater of the speeds resulting from the conditions (a) and (b)
below. The speed increase occurring in these maneuvers may be
calculated if reliable or conservative aerodynamic data are used.
(a) From an initial condition of stabilized flight at
VC/MC, the airplane is upset and takes a new
flight path 7.5 degrees below the initial path. Control application, up
to full authority, is made to try and maintain this new flight path.
Twenty seconds after initiating the upset, manual recovery is made at a
load factor of 1.5g (0.5 acceleration increment), or such greater load
factor that is automatically applied by the system with the pilot's
pitch control neutral. Power, as specified in Sec. 25.175(b)(1)(iv),
is assumed until recovery is initiated, at which time power reduction
and pilot-controlled drag devices may be used.
(b) From a speed below VC/MC, with power to
maintain stabilized level flight at this speed, the airplane is upset
so as to accelerate through VC/MC at a flight
path 15 degrees below the initial path (or at the steepest nose down
attitude that the system will permit with full control authority if
less than 15 degrees). The pilot's controls may be in the neutral
position after reaching VC/MC and before recovery
is initiated. Recovery may be initiated three seconds after operation
of the high-speed warning system by application of a load of 1.5g (0.5
acceleration increment), or such greater load factor that is
automatically applied by the system with the pilot's pitch control
neutral. Power may be reduced simultaneously.
[[Page 31838]]
All other means of decelerating the airplane, the use of which is
authorized up to the highest speed reached in the maneuver, may be
used. The interval between successive pilot actions must not be less
than one second.
(2) The applicant must also demonstrate that the speed margin,
established as above, will not be exceeded in inadvertent, or gust-
induced, upsets resulting in initiation of the dive from non-symmetric
attitudes, unless the airplane is protected by the flight control laws
from getting into non-symmetric upset conditions. The upset maneuvers
described in paragraphs 32.c(3)(a) and 32.c(3)(c) of AC 25-7C, Flight
Test Guide for Certification of Transport Category Airplanes, dated
October 16, 2012, may be used to comply with this requirement.
(3) Any failure of the high-speed protection system that would
result in an airspeed exceeding those determined by paragraphs (1) and
(2) must be less than 10-5 per flight hour.
(4) Failures of the system must be annunciated to the pilots.
Flight manual instructions must be provided that reduce the maximum
operating speeds VMO/MMO. The operating speed
must be reduced to a value that maintains a speed margin between
VMO/MMO and VD/MD that is
consistent with showing compliance with Sec. 25.335(b) without the
benefit of the high-speed protection system.
(5) Dispatch of the airplane with the high-speed protection system
inoperative could be allowed under an approved minimum equipment list
(MEL) that would require flight manual instructions to indicate reduced
maximum operating speeds, as described in paragraph (4). In addition,
the flightdeck display of the reduced operating speeds, as well as the
overspeed warning for exceeding those speeds, must be equivalent to
that of the normal airplane with the high-speed protection system
operative. Also, it must be shown that no additional hazards are
introduced with the high-speed protection system inoperative.
Issued in Renton, Washington, on May 21, 2013.
Jeff Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-12535 Filed 5-24-13; 8:45 am]
BILLING CODE 4910-13-P
