Special Conditions: Embraer S.A. Model EMB-550 Airplanes, Sudden Engine Stoppage, 41684-41685 [2013-16596]
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41684
Federal Register / Vol. 78, No. 133 / Thursday, July 11, 2013 / Rules and Regulations
Dated: July 1, 2013.
Richard Cordray,
Director, Bureau of Consumer Financial
Protection.
[FR Doc. 2013–16470 Filed 7–10–13; 8:45 am]
BILLING CODE P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2012–0260; Special
Conditions No. 25–494–SC]
Type Certification Basis
Special Conditions: Embraer S.A.
Model EMB–550 Airplanes, Sudden
Engine Stoppage
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for the Embraer Model EMB–550
airplane. This airplane has novel or
unusual design features as compared to
the state of technology envisioned in the
airworthiness standards for transportcategory airplanes. These design
features include engine size and the
potential torque loads imposed by
sudden engine stoppage. 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: August 12, 2013.
FOR FURTHER INFORMATION CONTACT:
Cindy Ashforth, FAA, International
Branch, ANM–116, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356;
telephone (425) 227–2768; facsimile
(425) 227–1320.
SUPPLEMENTARY INFORMATION:
SUMMARY:
rmajette on DSK2TPTVN1PROD with RULES
Background
On May 14, 2009, Embraer 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 jets designed as a corporate jet, and
for fractional, charter, and privateowner operations. The airplane is 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 eight passengers, with a
maximum of 12 passengers (including
VerDate Mar<15>2010
14:17 Jul 10, 2013
Jkt 229001
toilet seat). It is equipped with two
Honeywell HTF7500–E medium-bypassratio turbofan jet engines mounted on
aft-fuselage pylons. Each engine
produces approximately 6,540 lb of
thrust for normal takeoff. The primary
flight-control systems are electronically
controlled using fly-by-wire (FBW)
technology.
The Model EMB–550 airplane
incorporates novel or unusual design
features involving engine size and
torque load that affect the airframe as it
relates to sudden engine-stoppage
conditions.
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.17,
Embraer must show that the Model
EMB–550 airplane meets the applicable
provisions of part 25, as amended by
Amendments 25–1 through 1–127.
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 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 EMB–550
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34 and the noisecertification 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
incorporates a novel or unusual design:
The Embraer Model EMB–550
airplane will incorporate a mediumbypass-ratio turbofan jet engine that will
neither seize nor produce transient
torque loads in the same manner that is
envisioned by current § 25.361(b)(1)
regarding ‘‘load that affect sudden
engine stoppage’’ conditions.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
Discussion of Comments
Notice of Proposed Special
Conditions No. 25–12–05–SC, for the
Embraer Model EMB–550 airplane, was
published in the Federal Register on
September 25, 2012 (77 FR 58970). No
comments were received, and the
special conditions are adopted as
proposed.
Discussion
The size, configuration, and failure
modes of jet engines have changed
considerably from those envisioned by
14 CFR 25.361(b), when the engineseizure requirement was first adopted.
Engines have become larger and are now
designed with large bypass fans capable
of producing much larger and more
complex dynamic loads. Relative to the
engine configurations that existed when
the rule was developed in 1957, the
present generation of engines is
sufficiently different and novel to justify
issuance of a special condition to
establish appropriate design standards
for the Embraer Model EMB–550
airplane type design.
Consideration of the limit engine
torque load imposed by sudden engine
stoppage due to malfunction or
structural failure (such as compressor
jamming) has been a specific
requirement for transport-category
airplanes since 1957. In the past, the
design torque loads associated with
typical failure scenarios have been
estimated by the engine manufacturer
and were provided to the airframe
manufacturer as limit loads. These limit
loads were considered simple and pure
torque static loads.
It is evident from service history that
the engine-failure events that tend to
cause the most severe loads are fanblade failures, which occur much less
frequently than the typical ‘‘limit’’ load
condition.
The regulatory authorities and
industry have developed a standardized
requirement in the Aviation Rulemaking
Advisory Committee (ARAC) forum.
The technical aspects of this
requirement have been agreed upon and
have been accepted by the ARAC Loads
and Dynamics Harmonization Working
Group, and incorporated in EASA CS–
25. The proposed special conditions
outlined below reflect the ARAC
recommendation and CS–25. In
addition, the ARAC recommendation
includes corresponding advisory
material that is considered an
acceptable means of compliance to the
proposed special conditions outlined
below.
To maintain the level of safety
envisioned in § 25.361(b), more
E:\FR\FM\11JYR1.SGM
11JYR1
Federal Register / Vol. 78, No. 133 / Thursday, July 11, 2013 / Rules and Regulations
comprehensive criteria are needed for
the new generation of high-bypass
engines. The special conditions would
distinguish between the more common
engine-failure events and those rare
events resulting from structural failures.
The more-common events would
continue to be treated as static torque
limit load conditions. The more-severe
events resulting from extreme enginefailure conditions (such as loss of a full
fan blade at redline speed), would be
treated as full dynamic-load conditions.
These would be considered ultimate
loads, and include all transient loads
associated with the event. An additional
safety factor would be applied to the
more-critical airframe supporting
structure.
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:
rmajette on DSK2TPTVN1PROD with RULES
Issued in Renton, Washington, on June 21,
2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
On March 26, 2013, the FAA
published in the Federal Register a
notice of proposed rulemaking (NPRM)
to amend Class E airspace for the
Worthington, MN, area, creating
additional controlled airspace at
Worthington Municipal Airport (78 FR
18263) Docket No. FAA–2012–1139.
Interested parties were invited to
participate in this rulemaking effort by
submitting written comments on the
proposal to the FAA. No comments
were received. Class E airspace
designations are published in paragraph
6005 of FAA Order 7400.9W dated
August 8, 2012, and effective September
15, 2012, which is incorporated by
reference in 14 CFR 71.1. The Class E
airspace designations listed in this
document will be published
subsequently in the Order.
The Rule
This action amends Title 14 Code of
Federal Regulations (14 CFR) part 71 by
amending Class E airspace extending
upward from 700 feet above the surface
to ensure that required controlled
airspace exists from the current 7-mile
radius of the airport to 11.6 miles north
and 11.1 miles south of the airport to
contain aircraft executing new standard
instrument approach procedures at
Worthington Municipal Airport,
Worthington, MN. This action enhances
the safety and management of IFR
operations at the airport. Geographic
coordinates of the airport are updated to
coincide with the FAA’s aeronautical
database.
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. Therefore, this regulation: (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
DEPARTMENT OF TRANSPORTATION
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 the Embraer
Model EMB–550 airplane.
In lieu of 14 CFR 25.361(b), the
following special conditions apply:
1. For turbine-engine installations, the
engine mounts, pylons, and adjacent
supporting airframe structure must be
designed to withstand 1g level flight
loads acting simultaneously with the
maximum limit torque loads imposed
by each of the following:
(a) Sudden engine deceleration due to
a malfunction, which could result in a
temporary loss of power or thrust, and
(b) The maximum acceleration of the
engine.
2. For auxiliary power unit (APU)
installations, the APU mounts and
adjacent supporting airframe structure
Jkt 229001
SUPPLEMENTARY INFORMATION:
History
BILLING CODE 4910–13–P
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability.
14:17 Jul 10, 2013
Federal Register approves this
incorporation by reference action under
1 CFR Part 51, subject to the annual
revision of FAA Order 7400.9 and
publication of conforming amendments.
FOR FURTHER INFORMATION CONTACT:
Scott Enander, Central Service Center,
Operations Support Group, Federal
Aviation Administration, Southwest
Region, 2601 Meacham Blvd., Fort
Worth, TX 76137; telephone 817–321–
7716.
[FR Doc. 2013–16596 Filed 7–10–13; 8:45 am]
Applicability
As discussed above, these special
conditions are applicable to the Model
EMB–550 airplane. Should Embraer
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.
VerDate Mar<15>2010
must be designed to withstand 1g level
flight loads acting simultaneously with
the maximum limit torque loads
imposed by each of the following:
(a) Sudden APU deceleration due to
malfunction or structural failure; and
(b) The maximum acceleration of the
APU.
3. For engine-supporting structure, an
ultimate loading condition must be
considered that combines 1g flight loads
with the transient dynamic loads
resulting from:
(a) The loss of any fan, compressor, or
turbine blade; and separately
(b) Where applicable to a specific
engine design, any other engine
structural failure that results in higher
loads.
4. The ultimate loads developed from
the conditions specified in paragraphs
3(a) and 3(b) of these special conditions
are to be multiplied by a factor of 1.0
when applied to engine mounts and
pylons, and multiplied by a factor of
1.25 when applied to adjacent
supporting airframe structure.
5. Any permanent deformation that
results from the conditions specified in
paragraph 3 of these special conditions
must not prevent continued safe flight
and landing.
41685
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2012–1139; Airspace
Docket No. 12–AGL–12]
Amendment of Class E Airspace;
Worthington, MN
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action amends Class E
airspace at Worthington, MN.
Additional controlled airspace is
necessary to accommodate new Area
Navigation (RNAV) Standard Instrument
Approach Procedures at Worthington
Municipal Airport. This action
enhances the safety and management of
Instrument Flight Rule (IFR) operations
at the airport. Geographic coordinates of
the airport are also updated.
DATES: Effective date: 0901 UTC,
October 17, 2013. The Director of the
SUMMARY:
PO 00000
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E:\FR\FM\11JYR1.SGM
11JYR1
Agencies
[Federal Register Volume 78, Number 133 (Thursday, July 11, 2013)]
[Rules and Regulations]
[Pages 41684-41685]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-16596]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2012-0260; Special Conditions No. 25-494-SC]
Special Conditions: Embraer S.A. Model EMB-550 Airplanes, Sudden
Engine Stoppage
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Embraer Model EMB-
550 airplane. This airplane has novel or unusual design features as
compared to the state of technology envisioned in the airworthiness
standards for transport-category airplanes. These design features
include engine size and the potential torque loads imposed by sudden
engine stoppage. 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: August 12, 2013.
FOR FURTHER INFORMATION CONTACT: Cindy Ashforth, FAA, International
Branch, ANM-116, Transport Airplane Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone
(425) 227-2768; facsimile (425) 227-1320.
SUPPLEMENTARY INFORMATION:
Background
On May 14, 2009, Embraer 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 jets designed as a corporate jet, and for fractional,
charter, and private-owner operations. The airplane is 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 eight passengers, with a maximum
of 12 passengers (including toilet seat). It is equipped with two
Honeywell HTF7500-E medium-bypass-ratio turbofan jet engines mounted on
aft-fuselage pylons. Each engine produces approximately 6,540 lb of
thrust for normal takeoff. The primary flight-control systems are
electronically controlled using fly-by-wire (FBW) technology.
The Model EMB-550 airplane incorporates novel or unusual design
features involving engine size and torque load that affect the airframe
as it relates to sudden engine-stoppage conditions.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, Embraer must show that the Model EMB-550 airplane meets the
applicable provisions of part 25, as amended by Amendments 25-1 through
1-127.
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 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 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 incorporates a novel or unusual design:
The Embraer Model EMB-550 airplane will incorporate a medium-
bypass-ratio turbofan jet engine that will neither seize nor produce
transient torque loads in the same manner that is envisioned by current
Sec. 25.361(b)(1) regarding ``load that affect sudden engine
stoppage'' conditions.
Discussion of Comments
Notice of Proposed Special Conditions No. 25-12-05-SC, for the
Embraer Model EMB-550 airplane, was published in the Federal Register
on September 25, 2012 (77 FR 58970). No comments were received, and the
special conditions are adopted as proposed.
Discussion
The size, configuration, and failure modes of jet engines have
changed considerably from those envisioned by 14 CFR 25.361(b), when
the engine-seizure requirement was first adopted. Engines have become
larger and are now designed with large bypass fans capable of producing
much larger and more complex dynamic loads. Relative to the engine
configurations that existed when the rule was developed in 1957, the
present generation of engines is sufficiently different and novel to
justify issuance of a special condition to establish appropriate design
standards for the Embraer Model EMB-550 airplane type design.
Consideration of the limit engine torque load imposed by sudden
engine stoppage due to malfunction or structural failure (such as
compressor jamming) has been a specific requirement for transport-
category airplanes since 1957. In the past, the design torque loads
associated with typical failure scenarios have been estimated by the
engine manufacturer and were provided to the airframe manufacturer as
limit loads. These limit loads were considered simple and pure torque
static loads.
It is evident from service history that the engine-failure events
that tend to cause the most severe loads are fan-blade failures, which
occur much less frequently than the typical ``limit'' load condition.
The regulatory authorities and industry have developed a
standardized requirement in the Aviation Rulemaking Advisory Committee
(ARAC) forum. The technical aspects of this requirement have been
agreed upon and have been accepted by the ARAC Loads and Dynamics
Harmonization Working Group, and incorporated in EASA CS-25. The
proposed special conditions outlined below reflect the ARAC
recommendation and CS-25. In addition, the ARAC recommendation includes
corresponding advisory material that is considered an acceptable means
of compliance to the proposed special conditions outlined below.
To maintain the level of safety envisioned in Sec. 25.361(b), more
[[Page 41685]]
comprehensive criteria are needed for the new generation of high-bypass
engines. The special conditions would distinguish between the more
common engine-failure events and those rare events resulting from
structural failures. The more-common events would continue to be
treated as static torque limit load conditions. The more-severe events
resulting from extreme engine-failure conditions (such as loss of a
full fan blade at redline speed), would be treated as full dynamic-load
conditions. These would be considered ultimate loads, and include all
transient loads associated with the event. An additional safety factor
would be applied to the more-critical airframe supporting structure.
Applicability
As discussed above, these special conditions are applicable to the
Model EMB-550 airplane. Should Embraer 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 airplane. 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 the Embraer Model EMB-550 airplane.
In lieu of 14 CFR 25.361(b), the following special conditions
apply:
1. For turbine-engine installations, the engine mounts, pylons, and
adjacent supporting airframe structure must be designed to withstand 1g
level flight loads acting simultaneously with the maximum limit torque
loads imposed by each of the following:
(a) Sudden engine deceleration due to a malfunction, which could
result in a temporary loss of power or thrust, and
(b) The maximum acceleration of the engine.
2. For auxiliary power unit (APU) installations, the APU mounts and
adjacent supporting airframe structure must be designed to withstand 1g
level flight loads acting simultaneously with the maximum limit torque
loads imposed by each of the following:
(a) Sudden APU deceleration due to malfunction or structural
failure; and
(b) The maximum acceleration of the APU.
3. For engine-supporting structure, an ultimate loading condition
must be considered that combines 1g flight loads with the transient
dynamic loads resulting from:
(a) The loss of any fan, compressor, or turbine blade; and
separately
(b) Where applicable to a specific engine design, any other engine
structural failure that results in higher loads.
4. The ultimate loads developed from the conditions specified in
paragraphs 3(a) and 3(b) of these special conditions are to be
multiplied by a factor of 1.0 when applied to engine mounts and pylons,
and multiplied by a factor of 1.25 when applied to adjacent supporting
airframe structure.
5. Any permanent deformation that results from the conditions
specified in paragraph 3 of these special conditions must not prevent
continued safe flight and landing.
Issued in Renton, Washington, on June 21, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-16596 Filed 7-10-13; 8:45 am]
BILLING CODE 4910-13-P