Special Conditions: Embraer S.A.; Model EMB-550 Airplane; Flight Envelope Protection: High Incidence Protection System, 33140-33145 [2014-13528]
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Federal Register / Vol. 79, No. 111 / Tuesday, June 10, 2014 / Proposed Rules
and personnel matters and is not
‘‘significant’’ thereunder.
Executive Order 12988
As Director of OGE, I have reviewed
this proposed amendatory regulation in
light of section 3 of Executive Order
12988, Civil Justice Reform, and certify
that it meets the applicable standards
provided therein.
List of Subjects in 5 CFR Part 2641
Conflict of interests, Government
employees.
Approved: June 2, 2014.
Walter M. Shaub, Jr.,
Director, Office of Government Ethics.
Accordingly, for the reasons set forth
in the preamble, OGE proposes to
amend 5 CFR part 2641 as follows:
PART 2641—POST-EMPLOYMENT
CONFLICT OF INTEREST
RESTRICTIONS
1. The authority citation for part 2641
continues to read as follows:
■
Authority: 5 U.S.C. app. (Ethics in
Government Act of 1978); 18 U.S.C. 207; E.O.
12674, 54 FR 15159, 3 CFR, 1989 Comp., p.
215, as modified by E.O. 12731, 55 CFR
42547, 3 CFR, 1990 Comp., p. 306.
2. Appendix B to part 2641 is
amended by revising the listings for the
Department of Health and Human
Services and the Department of the
Treasury to read as follows:
■
Appendix B to Part 2641—Agency
Components for Purposes of 18 U.S.C.
207(c)
emcdonald on DSK67QTVN1PROD with PROPOSALS
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Parent: Department of the Treasury
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3. Appendix B to part 2641 is further
amended by removing the
Administration on Aging from the
listing for the Department of Health and
Human Services and by removing the
Bureau of the Public Debt, the Financial
Management Service, and the Office of
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the Department of the Treasury.
■
[FR Doc. 2014–13273 Filed 6–9–14; 8:45 am]
BILLING CODE 6345–02–P
DEPARTMENT OF TRANSPORTATION
Parent: Department of Health and Human
Services
Components:
Administration on Aging (effective May 16,
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publication of the final rule in the Federal
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Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2014–0366; Notice No. 25–
14–04–SC]
Special Conditions: Embraer S.A.;
Model EMB–550 Airplane; Flight
Envelope Protection: High Incidence
Protection System
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of Proposed Special
Conditions.
AGENCY:
This action proposes special
conditions 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 and design envisioned in the
airworthiness standards for transport
category airplanes. This design feature
is a high incidence protection system
SUMMARY:
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that limits the angle of attack at which
the airplane can be flown during normal
low speed operation. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These proposed
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: Send your comments on or
before July 10, 2014.
ADDRESSES: Send comments identified
by docket number FAA–2014–0366
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.dot
.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to the Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except federal holidays.
FOR FURTHER INFORMATION CONTACT: Joe
Jacobsen, FAA, Airplane and Flight
Crew Interface Branch, ANM–111,
Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
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SW., Renton, Washington 98057–3356;
telephone (425) 227–2011; facsimile
(425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive on or before the closing date for
comments. We may change these special
conditions based on the comments we
receive.
emcdonald on DSK67QTVN1PROD with PROPOSALS
Background
On May 14, 2009, Embraer S.A.
applied for a type certificate for its 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 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 AS907–
3–1E medium bypass ratio turbofan
engines mounted on aft fuselage pylons.
Each engine produces approximately
6,540 pounds of thrust for normal
takeoff.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
Embraer S.A. must show that the Model
EMB–550 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 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 must
comply with the fuel vent and exhaust
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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).
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplanes. It is not a rule of general
applicability.
Novel or Unusual Design Features
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Model EMB–550 will incorporate
the following novel or unusual design
features: A high incidence protection
system that replaces the stall warning
system during normal operating
conditions, prohibits the airplane from
stalling, limits the angle of attack at
which the airplane can be flown during
normal low speed operation, and that
cannot be overridden by the flightcrew.
The application of this angle-of-attack
limit impacts the stall speed
determination, the stall characteristics
and stall warning demonstration, and
the longitudinal handling
characteristics. The current regulations
do not address this type of protection
feature.
The Proposed 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.
Discussion
The high incidence protection
function prevents the airplane from
stalling at low speeds, and, therefore, a
stall warning system is not needed
during normal flight conditions.
However, if there is a failure of the high
incidence protection function that is not
shown to be extremely improbable, stall
warning must be provided in a
conventional manner. Also the flight
characteristics at the angle of attack for
maximum lift coefficient (CLmax) must
be suitable in the traditional sense.
Special conditions are proposed to
address this novel or unusual design
feature on the EMB–550. These special
conditions, which include airplane
performance requirements, will
establish a level of safety equivalent to
the current regulations for reference
stall speeds, stall warning, stall
characteristics, and miscellaneous other
minimum reference speeds.
Applicability
As discussed above, these special
conditions are applicable to the Embraer
Model EMB–550. 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.
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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:
Flight Envelope Protection: High
Incidence Protection System
The current airworthiness standards
do not contain adequate safety
standards for the unique features of the
high incidence protection system on the
Embraer EMB–550. Part I of the
following proposed special conditions
are in lieu of the specified paragraphs of
§§ 25.21, 25.103, 25.145, 25.201, 25.203,
25.207, and 25.1323. Part II are in lieu
of the specified paragraphs of §§ 25.103,
25.105, 25.107, 25.121, 25.123, 25.125,
25.143, and 25.207.
Special Conditions Part I
Stall Protection and Scheduled
Operating Speeds
The following special conditions are
in lieu of §§ 25.21(b), 25.103, 25.145(a),
25.145(b)(6), 25.201, 25.203, 25.207, and
25.1323(d).
Foreword
In the following paragraphs, ‘‘in icing
conditions’’ means with the ice
accretions (relative to the relevant flight
phase) as defined in 14 CFR part 25,
Amendment 121, appendix C.
1. Definitions
These special conditions address a
novel or unusual design feature of the
EMB–550 airplane and use terminology
that does not appear in 14 CFR part 25.
These terms relating to the novel or
unusual design feature addressed by
these special conditions are the
following:
• High incidence protection system:
A system that operates directly and
automatically on the airplane’s flying
controls to limit the maximum angle of
attack that can be attained to a value
below that at which an aerodynamic
stall would occur.
• Alpha-limit: The maximum angle of
attack at which the airplane stabilizes
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with the high incidence protection
system operating and the longitudinal
control held on its aft stop.
• Vmin: The minimum steady flight
speed in the airplane configuration
under consideration with the high
incidence protection system operating.
See section 3 Part I of these special
conditions.
• Vmin1g: Vmin corrected to 1g
conditions. See section 3 of Part I of
these special conditions. It is the
minimum calibrated airspeed at which
the airplane can develop a lift force
normal to the flight path and equal to
its weight when at an angle of attack not
greater than that determined for Vmin.
2. Capability and Reliability of the High
Incidence Protection System
emcdonald on DSK67QTVN1PROD with PROPOSALS
The capability and reliability of the
high incidence protection system can be
established by flight test, simulation,
and analysis as appropriate. The
capability and reliability required are
proposed as follows:
1. It must not be possible during pilotinduced maneuvers to encounter a stall,
and handling characteristics must be
acceptable, as required by section 5 of
Part I of these special conditions.
(e) VCLmax is determined in non-icing
conditions with:
(1) Engines idling, or, if that resultant
thrust causes an appreciable decrease in
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2. The airplane must be protected
against stalling due to the effects of
wind-shears and gusts at low speeds as
required by section 6 of Part I of these
special conditions.
3. The ability of the high incidence
protection system to accommodate any
reduction in stalling incidence must be
verified in icing conditions.
4. The high incidence protection
system must be provided in each
abnormal configuration of the high lift
devices that is likely to be used in flight
following system failures.
5. The reliability of the system and
the effects of failures must be acceptable
in accordance with § 25.1309.
3. Minimum Steady Flight Speed and
Reference Stall Speed
In lieu of § 25.103, we propose the
following requirements:
(a) The minimum steady flight speed,
Vmin, is the final stabilized calibrated
airspeed obtained when the airplane is
decelerated until the longitudinal
control is on its stop in such a way that
the entry rate does not exceed 1 knot per
second.
(b) The minimum steady flight speed,
Vmin, must be determined in icing and
non-icing conditions with:
stall speed, not more than zero thrust at
the stall speed;
(2) The airplane in other respects
(such as flaps and landing gear) in the
condition existing in the test or
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(1) The high incidence protection
system operating normally;
(2) Idle thrust and automatic thrust
system (if applicable) inhibited;
(3) All combinations of flap settings
and landing gear position for which Vmin
is required to be determined;
(4) The weight used when reference
stall speed, VSR, is being used as a factor
to determine compliance with a
required performance standard;
(5) The most unfavorable center of
gravity allowable; and
(6) The airplane trimmed for straight
flight at a speed achievable by the
automatic trim system.
(c) The 1-g minimum steady flight
speed, Vmin1g, is the minimum
calibrated airspeed at which the
airplane can develop a lift force (normal
to the flight path) equal to its weight,
while at an angle of attack not greater
than that at which the minimum steady
flight speed of subparagraph (a) was
determined. It must be determined in
icing and non-icing conditions.
(d) The reference stall speed, VSR, is
a calibrated airspeed defined by the
applicant. VSR may not be less than a 1g
stall speed. VSR must be determined in
non-icing conditions and expressed as:
performance standard in which VSR is
being used;
(3) The weight used when VSR is
being used as a factor to determine
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compliance with a required
performance standard;
(4) The center of gravity position that
results in the highest value of reference
stall speed;
(5) The airplane trimmed for straight
flight at a speed achievable by the
automatic trim system, but not less than
1.13 VSR and not greater than 1.3 VSR;
and
(6) The high incidence protection
system adjusted, at the option of the
applicant, to allow higher incidence
than is possible with the normal
production system.
(7) Starting from the stabilized trim
condition, apply the longitudinal
control to decelerate the airplane so that
the speed reduction does not exceed 1
knot per second.
4. Stall Warning
In lieu of § 25.207, we propose the
following requirements:
emcdonald on DSK67QTVN1PROD with PROPOSALS
4.1 Normal Operation
If the capabilities of the high
incidence protection system are met,
then the conditions of section 2,
‘‘Capability and Reliability of the High
Incidence Protection System,’’ are
satisfied. These conditions provide
safety equivalent to § 25.207, Stall
warning, so the provision of an
additional, unique warning device is not
required.
4.2 High Incidence Protection System
Failure
Following failures of the high
incidence protection system, not shown
to be extremely improbable, such that
the capability of the system no longer
satisfies items (a), (b), and (c) of section
2, ‘‘Capability and Reliability of the
High Incidence Protection System,’’ stall
warning must be provided and must
protect against encountering
unacceptable stall characteristics and
against encountering stall.
(a) Stall warning with the flaps and
landing gear in any normal position
must be clear and distinctive to the pilot
and meet the requirements specified in
paragraphs (d) and (e) below.
(b) Stall warning must also be
provided in each abnormal
configuration of the high lift devices
that is likely to be used in flight
following system failures.
(c) The warning may be furnished
either through the inherent aerodynamic
qualities of the airplane or by a device
that will give clearly distinguishable
indications under expected conditions
of flight. However, a visual stall warning
device that requires the attention of the
crew within the cockpit is not
acceptable by itself. If a warning device
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is used, it must provide a warning in
each of the airplane configurations
prescribed in paragraph (a) above and
for the conditions prescribed in
paragraphs (d) and (e) below.
(d) In non-icing conditions stall
warning must provide sufficient margin
to prevent encountering unacceptable
stall characteristics and encountering
stall in the following conditions:
(1) In power off straight deceleration
not exceeding 1 knot per second to a
speed 5 knots or 5 percent calibrated
airspeed, whichever is greater, below
the warning onset.
(2) In turning flight stall deceleration
at entry rates up to 3 knots per second
when recovery is initiated not less than
1 second after the warning onset.
(e) In icing conditions stall warning
must provide sufficient margin to
prevent encountering unacceptable
characteristics and encountering stall, in
power-off straight and turning flight
decelerations not exceeding 1 knot per
second, when the pilot starts a recovery
maneuver not less than three seconds
after the onset of stall warning.
(f) An airplane is considered stalled
when the behavior of the airplane gives
the pilot a clear and distinctive
indication of an acceptable nature that
the airplane is stalled. Acceptable
indications of a stall, occurring either
individually or in combination are:
(1) A nose-down pitch that cannot be
readily arrested;
(2) Buffeting, of a magnitude and
severity that is strong and effective
deterrent to further speed reduction; or
(3) The pitch control reaches the aft
stop and no further increase in pitch
attitude occurs when the control is held
full aft for a short time before recovery
is initiated.
(g) An aircraft exhibits unacceptable
characteristics during straight or turning
flight decelerations if it is not always
possible to produce and to correct roll
and yaw by unreversed use of aileron
and rudder controls, or abnormal noseup pitching occurs.
5. Handling Characteristics at High
Incidence
In lieu of both §§ 25.201 and 25.203,
we propose the following requirements:
5.1 High Incidence Handling
Demonstration
In lieu of § 25.201:
(a) Maneuvers to the limit of the
longitudinal control, in the nose-up
pitch, must be demonstrated in straight
flight and in 30° banked turns with:
(1) The high incidence protection
system operating normally;
(2) Initial power conditions of:
i. Power off; and
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33143
ii. The power necessary to maintain
level flight at 1.5 VSR1, where VSR1 is the
reference stall speed with flaps in
approach position, the landing gear
retracted, and maximum landing
weight;
(3) Flaps, landing gear, and
deceleration devices in any likely
combination of positions;
(4) Representative weights within the
range for which certification is
requested; and
(5) The airplane trimmed for straight
flight at a speed achievable by the
automatic trim system.
(b) The following procedures must be
used to show compliance in non-icing
and icing conditions:
(1) Starting at a speed sufficiently
above the minimum steady flight speed
to ensure that a steady rate of speed
reduction can be established, apply the
longitudinal control so that the speed
reduction does not exceed 1 knot per
second until the control reaches the
stop;
(2) The longitudinal control must be
maintained at the stop until the airplane
has reached a stabilized flight condition
and must then be recovered by normal
recovery techniques;
(3) Maneuvers with increased
deceleration rates:
(i) In non-icing conditions, the
requirements must also be met with
increased rates of entry to the incidence
limit, up to the maximum rate
achievable; and
(ii) In icing conditions, with the antiice system working normally, the
requirements must also be met with
increased rates of entry to the incidence
limit, up to 3 knots per second; and
(4) Maneuver with ice accretion prior
to operation of the normal anti-ice
system. With the ice accretion prior to
operation of the normal anti-ice system,
the requirements must also be met in
deceleration at 1 knot per second up to
full back stick.
5.2 Characteristics in High Incidence
Maneuvers
In lieu of § 25.203:
In icing and non-icing conditions:
(a) Throughout maneuvers with a rate
of deceleration of not more than 1 knot
per second, both in straight flight and in
30° banked turns, the airplane’s
characteristics must be as follows:
(1) There must not be any abnormal
nose-up pitching.
(2) There must not be any
uncommanded nose-down pitching,
which would be indicative of stall.
However, reasonable attitude changes
associated with stabilizing the incidence
at Alpha limit as the longitudinal
control reaches the stop would be
acceptable.
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emcdonald on DSK67QTVN1PROD with PROPOSALS
(3) There must not be any
uncommanded lateral or directional
motion and the pilot must retain good
lateral and directional control, by
conventional use of the controls,
throughout the maneuver.
(4) The airplane must not exhibit
buffeting of a magnitude and severity
that would act as a deterrent from
completing the maneuver specified in
paragraph 5.1(a).
(b) In maneuvers with increased rates
of deceleration, some degradation of
characteristics is acceptable, associated
with a transient excursion beyond the
stabilized Alpha limit. However, the
airplane must not exhibit dangerous
characteristics or characteristics that
would deter the pilot from holding the
longitudinal control on the stop for a
period of time appropriate to the
maneuver.
(c) It must always be possible to
reduce incidence by conventional use of
the controls.
(d) The rate at which the airplane can
be maneuvered from trim speeds
associated with scheduled operating
speeds such as V2 and VREF up to Alpha
limit must not be unduly damped or be
significantly slower than can be
achieved on conventionally controlled
transport airplanes.
5.3 Characteristics up to Maximum
Lift Angle of Attack
Also in lieu of § 25.201:
(a) In non-icing conditions:
Maneuvers with a rate of deceleration
of not more than 1 knot per second up
to the angle of attack at which VCLmax
was obtained as defined in section 3,
‘‘Minimum Steady Flight Speed and
Reference Stall Speed,’’ must be
demonstrated in straight flight and in
30° banked turns in the following
configurations:
(1) The high incidence protection
deactivated or adjusted, at the option of
the applicant, to allow higher incidence
than is possible with the normal
production system;
(2) Automatic thrust increase system
inhibited (if applicable);
(3) Engines idling;
(4) Flaps and landing gear in any
likely combination of positions; and
(5) The airplane trimmed for straight
flight at a speed achievable by the
automatic trim system.
(b) In icing conditions:
Maneuvers with a rate of deceleration
of not more than 1 knot per second up
to the maximum angle of attack reached
during maneuvers from paragraph
5.1(b)(3)(ii) must be demonstrated in
straight flight with:
(1) The high incidence protection
deactivated or adjusted, at the option of
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the applicant, to allow higher incidence
than is possible with the normal
production system;
(2) Automatic thrust increase system
inhibited (if applicable);
(3) Engines idling;
(4) Flaps and landing gear in any
likely combination of positions, and
(5) The airplane trimmed for straight
flight at a speed achievable by the
automatic trim system.
(c) During the maneuvers used to
show compliance with paragraphs (a)
and (b) above, the airplane must not
exhibit dangerous characteristics, and it
must always be possible to reduce angle
of attack by conventional use of the
controls. The pilot must retain good
lateral and directional control, by
conventional use of the controls,
throughout the maneuver.
6. Atmospheric Disturbances
Operation of the high incidence
protection system must not adversely
affect aircraft control during expected
levels of atmospheric disturbances, nor
impede the application of recovery
procedures in case of wind-shear. This
must be demonstrated in non-icing and
icing conditions.
7. Proof of Compliance
We propose the following
requirement be added in lieu of
§ 25.21(b), [Reserved]:
(b) The flying qualities must be
evaluated at the most unfavorable
center-of-gravity position.
8. Sections 25.145(a), 25.145(b)(6), and
25.1323(d)
We propose the following
requirements:
• For § 25.145(a), add ‘‘Vmin’’ in lieu
of ‘‘stall identification.’’
• For § 25.145(b)(6), and ‘‘Vmin’’ in
lieu of ‘‘VSW.’’
• For § 25.1323(d), add ‘‘From 1.23
VSR to Vmin . . . ,’’ in lieu of, ‘‘1.23 VSR
to stall warning speed . . . ,’’ and, ‘‘. . .
speeds below Vmin . . .’’ in lieu of, ‘‘. . .
speeds below stall warning . . .’’
Special Conditions Part II
Credit for Robust Envelope Protection in
Icing Conditions
The following special conditions are
in lieu of the specified paragraphs of
§§ 25.103, 25.105, 25.107, 25.121,
25.123, 25.125, 25.143, and 25.207.
1. Define the stall speed as provided
in these special conditions, Part I, in
lieu of § 25.103.
2. We propose the following
requirements in lieu of § 25.105(a)(2)(i):
In lieu of § 25.105(a)(2)(i) Takeoff:
(i) The V2 speed scheduled in nonicing conditions does not provide the
PO 00000
Frm 00007
Fmt 4702
Sfmt 4702
maneuvering capability specified in
§ 25.143(h) for the takeoff configuration,
or
3. In lieu of § 25.107(c) and (g) we
propose the following requirements,
with additional sections (c′) and (g′):
In lieu of § 25.107(c) and (g) Takeoff
speeds:
(c) In non-icing conditions V2, in
terms of calibrated airspeed, must be
selected by the applicant to provide at
least the gradient of climb required by
§ 25.121(b) but may not be less than—
(1) V2MIN;
(2) VR plus the speed increment
attained (in accordance with
§ 25.111(c)(2)) before reaching a height
of 35 feet above the takeoff surface; and
(3) A speed that provides the
maneuvering capability specified in
§ 25.143(h).
(c′) In icing conditions with the
‘‘takeoff ice’’ accretion defined in part
25, appendix C, V2 may not be less
than—
(1) The V2 speed determined in nonicing conditions; and
(2) A speed that provides the
maneuvering capability specified in
§ 25.143(h).
(g) In non-icing conditions, VFTO, in
terms of calibrated airspeed, must be
selected by the applicant to provide at
least the gradient of climb required by
§ 25.121(c), but may not be less than—
(1) 1.18 VSR; and
(2) A speed that provides the
maneuvering capability specified in
§ 25.143(h).
(g′) In icing conditions with the ‘‘final
takeoff ice’’ accretion defined in part 25,
appendix C, VFTO, may not be less
than—
(1) The VFTO speed determined in
non-icing conditions.
(2) A speed that provides the
maneuvering capability specified in
§ 25.143(h).
4. In lieu of §§ 25.121(b)(2)(ii)(A),
25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii),
we propose the following requirements:
In lieu of § 25.121(b)(2)(ii)(A):
(A) The V2 speed scheduled in nonicing conditions does not provide the
maneuvering capability specified in
§ 25.143(h) for the takeoff configuration;
or
In lieu of § 25.121(c)(2)(ii)(A):
(A) The VFTO speed scheduled in nonicing conditions does not provide the
maneuvering capability specified in
§ 25.143(h) for the en-route
configuration; or
In lieu of § 25.121(d)(2)(ii):
(d)(2) The requirements of
subparagraph (d)(1) of this paragraph
must be met: (ii) In icing conditions
with the approach ice accretion defined
in appendix C, in a configuration
E:\FR\FM\10JNP1.SGM
10JNP1
Federal Register / Vol. 79, No. 111 / Tuesday, June 10, 2014 / Proposed Rules
corresponding to the normal all-enginesoperating procedure in which Vmin1g for
this configuration does not exceed
110% of the Vmin1g for the related allengines-operating landing configuration
in icing, with a climb speed established
with normal landing procedures, but not
more than 1.4 VSR (VSR determined in
non-icing conditions).
5. In lieu of § 25.123(b)(2)(i) we
propose the following requirements:
In lieu of § 25.123(b)(2)(i):
(i) The minimum en-route speed
scheduled in non-icing conditions does
not provide the maneuvering capability
specified in § 25.143(h) for the en-route
configuration, or
6. In lieu of § 25.125(b)(2)(ii)(B) and
§ 25.125(b)(2)(ii)(C), we propose the
following requirement:
(B) A speed that provides the
maneuvering capability specified in
§ 25.143(h) with the landing ice
accretion defined in part 25, appendix
C.
7. In lieu of § 25.143(j)(2)(i), we
propose the following requirement:
(i) The airplane is controllable in a
pull-up maneuver up to 1.5 g load factor
or lower if limited by angle of attack
protection; and
8. In lieu of § 25.207, Stall warning, to
read as the requirements defined in
these special conditions Part I, Section
4.
Issued in Renton, Washington, on June 2,
2014.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–13528 Filed 6–9–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 77
[Docket No. FAA–2014–0134]
RIN 2120–AF90
Proposal To Consider the Impact of
One Engine Inoperative Procedures in
Obstruction Evaluation Aeronautical
Studies
Federal Aviation
Administration, Department of
Transportation.
ACTION: Proposed policy; notice of
public meeting and extension of
comment period.
emcdonald on DSK67QTVN1PROD with PROPOSALS
AGENCY:
The FAA will hold a public
meeting to discuss its proposal to
consider the impact of one engine
inoperative procedures during
SUMMARY:
VerDate Mar<15>2010
16:08 Jun 09, 2014
Jkt 232001
33145
aeronautical studies. This proposal was
published in the Federal Register on
April 28, 2014. During the meeting, the
FAA will explain the proposal and
respond to questions seeking
clarification of the proposed policy. In
addition, the FAA is extending the time
period for which the public may submit
written comments for an additional 30
days.
Issued in Washington, DC, on June 3, 2014.
Raymond Towles,
Deputy Assistant Administrator for Regions
and Center Operations, Office of Finance and
Management, Federal Aviation
Administration.
The comment period for the
proposed policy published April 28,
2014 (79 FR 23300), is extended. The
meeting will be held online with a
teleconference on Wednesday, June 25,
2014, from 2:00 p.m. to 4:00 p.m.
eastern time. Written public comments
regarding this FAA proposed policy
should be submitted by July 28, 2014.
DEPARTMENT OF THE TREASURY
DATES:
John
Speckin, Airport Obstruction Standards
Committee, Region and Center
Operations, Office of Finance and
Management, Federal Aviation
Administration, 800 Independence
Avenue SW., Washington, DC 20591;
telephone: (816) 329–3053; email: 7ACE-Federal-Registry-Notice@faa.gov.
FOR FURTHER INFORMATION CONTACT:
On April
28, 2014, the FAA published for public
comment a proposal to amend its policy
concerning the impacts of certain
structures during aeronautical studies
conducted under Title 14 of the Code of
Federal Regulations Part 77.
Specifically, the FAA proposed to
consider the impact of one engine out
procedures when studying new
structures or modifications to existing
structures at certain airports that have a
defined departure area for each runway
end supporting commercial service
operations. FAA is proposing to factor
these impacts into the aeronautical
study process because the encroachment
of airspace by structures surrounding
certain airports appears to be
significantly limiting options available
to airlines to establish OEI procedures.
Registration for the meeting is required
by June 23, 2014. To register, email 7ACE-Federal-Registry-Notice@faa.gov
with your name and the company or
organization you are representing. In a
response email, the attendees will be
provided with instructions on how to
connect to the online meeting and the
teleconference. In the public meeting,
the FAA will provide a slide
presentation to further explain the
proposed policy. Participants will be
able to submit questions utilizing the
instant message application of the
online tool. In addition, the FAA is
extending the time period for which the
public may submit written comments
for an additional 30 days.
SUPPLEMENTARY INFORMATION:
PO 00000
Frm 00008
Fmt 4702
Sfmt 4702
[FR Doc. 2014–13484 Filed 6–5–14; 4:15 pm]
BILLING CODE 4910–13–P
17 CFR Part 420
[Docket No. Treas–DO–2014–0002]
Government Securities Act
Regulations: Large Position Reporting
Rules
Office of the Assistant
Secretary for Financial Markets,
Treasury.
ACTION: Proposed rule.
AGENCY:
The Department of the
Treasury (Treasury) is issuing this
notice of proposed rulemaking to solicit
public comment on proposed
amendments to Treasury’s rules for
reporting large positions in certain
Treasury securities. The large position
reporting rules are issued under the
Government Securities Act (GSA) for
the purposes of monitoring the impact
in the Treasury securities market of
concentrations of positions in Treasury
securities and otherwise assisting the
Securities and Exchange Commission
(SEC) in enforcing the GSA. In addition,
the large position reports provide
Treasury with information to better
understand supply and demand
dynamics in certain Treasury securities.
The proposed amendments are designed
to improve the information available to
Treasury and simplify the reporting
process for many entities subject to the
large position reporting rules.
DATES: Submit comments on or before
August 9, 2014.
ADDRESSES: Comments may be
submitted by any of the following
methods:
SUMMARY:
Electronic Comments
Use the Federal eRulemaking Portal
(www.regulations.gov) and follow the
instructions for submitting comments
through the Web site. You may
download this proposed rule from
www.regulations.gov or
www.treasurydirect.gov.
Paper Comments
Send paper comments to Department
of the Treasury, Bureau of the Fiscal
Service, Government Securities
Regulations Staff, 401 14th Street SW.,
Washington, DC 20227.
E:\FR\FM\10JNP1.SGM
10JNP1
]]>Agencies
[Federal Register Volume 79, Number 111 (Tuesday, June 10, 2014)]
[Proposed Rules]
[Pages 33140-33145]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-13528]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2014-0366; Notice No. 25-14-04-SC]
Special Conditions: Embraer S.A.; Model EMB-550 Airplane; Flight
Envelope Protection: High Incidence Protection System
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of Proposed Special Conditions.
-----------------------------------------------------------------------
SUMMARY: This action proposes special conditions 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 and design
envisioned in the airworthiness standards for transport category
airplanes. This design feature is a high incidence protection system
that limits the angle of attack at which the airplane can be flown
during normal low speed operation. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These proposed 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: Send your comments on or before July 10, 2014.
ADDRESSES: Send comments identified by docket number FAA-2014-0366
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478), as well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except federal holidays.
FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane and Flight
Crew Interface Branch, ANM-111, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind Avenue
[[Page 33141]]
SW., Renton, Washington 98057-3356; telephone (425) 227-2011; facsimile
(425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive on or before the closing
date for comments. We may change these special conditions based on the
comments we receive.
Background
On May 14, 2009, Embraer S.A. applied for a type certificate for
its 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
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 AS907-3-1E medium bypass
ratio turbofan engines mounted on aft fuselage pylons. Each engine
produces approximately 6,540 pounds of thrust for normal takeoff.
Type Certification Basis
Under the provisions of 14 CFR 21.17, Embraer S.A. must show that
the Model EMB-550 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 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 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 will incorporate the following novel or unusual
design features: A high incidence protection system that replaces the
stall warning system during normal operating conditions, prohibits the
airplane from stalling, limits the angle of attack at which the
airplane can be flown during normal low speed operation, and that
cannot be overridden by the flightcrew. The application of this angle-
of-attack limit impacts the stall speed determination, the stall
characteristics and stall warning demonstration, and the longitudinal
handling characteristics. The current regulations do not address this
type of protection feature.
Discussion
The high incidence protection function prevents the airplane from
stalling at low speeds, and, therefore, a stall warning system is not
needed during normal flight conditions. However, if there is a failure
of the high incidence protection function that is not shown to be
extremely improbable, stall warning must be provided in a conventional
manner. Also the flight characteristics at the angle of attack for
maximum lift coefficient (CLmax) must be suitable in the
traditional sense.
Special conditions are proposed to address this novel or unusual
design feature on the EMB-550. These special conditions, which include
airplane performance requirements, will establish a level of safety
equivalent to the current regulations for reference stall speeds, stall
warning, stall characteristics, and miscellaneous other minimum
reference speeds.
Applicability
As discussed above, these special conditions are applicable to the
Embraer Model EMB-550. 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 Proposed 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.
Flight Envelope Protection: High Incidence Protection System
The current airworthiness standards do not contain adequate safety
standards for the unique features of the high incidence protection
system on the Embraer EMB-550. Part I of the following proposed special
conditions are in lieu of the specified paragraphs of Sec. Sec. 25.21,
25.103, 25.145, 25.201, 25.203, 25.207, and 25.1323. Part II are in
lieu of the specified paragraphs of Sec. Sec. 25.103, 25.105, 25.107,
25.121, 25.123, 25.125, 25.143, and 25.207.
Special Conditions Part I
Stall Protection and Scheduled Operating Speeds
The following special conditions are in lieu of Sec. Sec.
25.21(b), 25.103, 25.145(a), 25.145(b)(6), 25.201, 25.203, 25.207, and
25.1323(d).
Foreword
In the following paragraphs, ``in icing conditions'' means with the
ice accretions (relative to the relevant flight phase) as defined in 14
CFR part 25, Amendment 121, appendix C.
1. Definitions
These special conditions address a novel or unusual design feature
of the EMB-550 airplane and use terminology that does not appear in 14
CFR part 25.
These terms relating to the novel or unusual design feature
addressed by these special conditions are the following:
High incidence protection system: A system that operates
directly and automatically on the airplane's flying controls to limit
the maximum angle of attack that can be attained to a value below that
at which an aerodynamic stall would occur.
Alpha-limit: The maximum angle of attack at which the
airplane stabilizes
[[Page 33142]]
with the high incidence protection system operating and the
longitudinal control held on its aft stop.
Vmin: The minimum steady flight speed in the
airplane configuration under consideration with the high incidence
protection system operating. See section 3 Part I of these special
conditions.
Vmin1g: Vmin corrected to 1g
conditions. See section 3 of Part I of these special conditions. It is
the minimum calibrated airspeed at which the airplane can develop a
lift force normal to the flight path and equal to its weight when at an
angle of attack not greater than that determined for Vmin.
2. Capability and Reliability of the High Incidence Protection System
The capability and reliability of the high incidence protection
system can be established by flight test, simulation, and analysis as
appropriate. The capability and reliability required are proposed as
follows:
1. It must not be possible during pilot-induced maneuvers to
encounter a stall, and handling characteristics must be acceptable, as
required by section 5 of Part I of these special conditions.
2. The airplane must be protected against stalling due to the
effects of wind-shears and gusts at low speeds as required by section 6
of Part I of these special conditions.
3. The ability of the high incidence protection system to
accommodate any reduction in stalling incidence must be verified in
icing conditions.
4. The high incidence protection system must be provided in each
abnormal configuration of the high lift devices that is likely to be
used in flight following system failures.
5. The reliability of the system and the effects of failures must
be acceptable in accordance with Sec. 25.1309.
3. Minimum Steady Flight Speed and Reference Stall Speed
In lieu of Sec. 25.103, we propose the following requirements:
(a) The minimum steady flight speed, Vmin, is the final
stabilized calibrated airspeed obtained when the airplane is
decelerated until the longitudinal control is on its stop in such a way
that the entry rate does not exceed 1 knot per second.
(b) The minimum steady flight speed, Vmin, must be
determined in icing and non-icing conditions with:
(1) The high incidence protection system operating normally;
(2) Idle thrust and automatic thrust system (if applicable)
inhibited;
(3) All combinations of flap settings and landing gear position for
which Vmin is required to be determined;
(4) The weight used when reference stall speed, VSR, is
being used as a factor to determine compliance with a required
performance standard;
(5) The most unfavorable center of gravity allowable; and
(6) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(c) The 1-g minimum steady flight speed, Vmin1g, is the
minimum calibrated airspeed at which the airplane can develop a lift
force (normal to the flight path) equal to its weight, while at an
angle of attack not greater than that at which the minimum steady
flight speed of subparagraph (a) was determined. It must be determined
in icing and non-icing conditions.
(d) The reference stall speed, VSR, is a calibrated
airspeed defined by the applicant. VSR may not be less than
a 1g stall speed. VSR must be determined in non-icing
conditions and expressed as:
[GRAPHIC] [TIFF OMITTED] TP10JN14.005
(e) VCLmax is determined in non-icing conditions with:
(1) Engines idling, or, if that resultant thrust causes an
appreciable decrease in stall speed, not more than zero thrust at the
stall speed;
(2) The airplane in other respects (such as flaps and landing gear)
in the condition existing in the test or performance standard in which
VSR is being used;
(3) The weight used when VSR is being used as a factor
to determine
[[Page 33143]]
compliance with a required performance standard;
(4) The center of gravity position that results in the highest
value of reference stall speed;
(5) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system, but not less than 1.13 VSR and
not greater than 1.3 VSR; and
(6) The high incidence protection system adjusted, at the option of
the applicant, to allow higher incidence than is possible with the
normal production system.
(7) Starting from the stabilized trim condition, apply the
longitudinal control to decelerate the airplane so that the speed
reduction does not exceed 1 knot per second.
4. Stall Warning
In lieu of Sec. 25.207, we propose the following requirements:
4.1 Normal Operation
If the capabilities of the high incidence protection system are
met, then the conditions of section 2, ``Capability and Reliability of
the High Incidence Protection System,'' are satisfied. These conditions
provide safety equivalent to Sec. 25.207, Stall warning, so the
provision of an additional, unique warning device is not required.
4.2 High Incidence Protection System Failure
Following failures of the high incidence protection system, not
shown to be extremely improbable, such that the capability of the
system no longer satisfies items (a), (b), and (c) of section 2,
``Capability and Reliability of the High Incidence Protection System,''
stall warning must be provided and must protect against encountering
unacceptable stall characteristics and against encountering stall.
(a) Stall warning with the flaps and landing gear in any normal
position must be clear and distinctive to the pilot and meet the
requirements specified in paragraphs (d) and (e) below.
(b) Stall warning must also be provided in each abnormal
configuration of the high lift devices that is likely to be used in
flight following system failures.
(c) The warning may be furnished either through the inherent
aerodynamic qualities of the airplane or by a device that will give
clearly distinguishable indications under expected conditions of
flight. However, a visual stall warning device that requires the
attention of the crew within the cockpit is not acceptable by itself.
If a warning device is used, it must provide a warning in each of the
airplane configurations prescribed in paragraph (a) above and for the
conditions prescribed in paragraphs (d) and (e) below.
(d) In non-icing conditions stall warning must provide sufficient
margin to prevent encountering unacceptable stall characteristics and
encountering stall in the following conditions:
(1) In power off straight deceleration not exceeding 1 knot per
second to a speed 5 knots or 5 percent calibrated airspeed, whichever
is greater, below the warning onset.
(2) In turning flight stall deceleration at entry rates up to 3
knots per second when recovery is initiated not less than 1 second
after the warning onset.
(e) In icing conditions stall warning must provide sufficient
margin to prevent encountering unacceptable characteristics and
encountering stall, in power-off straight and turning flight
decelerations not exceeding 1 knot per second, when the pilot starts a
recovery maneuver not less than three seconds after the onset of stall
warning.
(f) An airplane is considered stalled when the behavior of the
airplane gives the pilot a clear and distinctive indication of an
acceptable nature that the airplane is stalled. Acceptable indications
of a stall, occurring either individually or in combination are:
(1) A nose-down pitch that cannot be readily arrested;
(2) Buffeting, of a magnitude and severity that is strong and
effective deterrent to further speed reduction; or
(3) The pitch control reaches the aft stop and no further increase
in pitch attitude occurs when the control is held full aft for a short
time before recovery is initiated.
(g) An aircraft exhibits unacceptable characteristics during
straight or turning flight decelerations if it is not always possible
to produce and to correct roll and yaw by unreversed use of aileron and
rudder controls, or abnormal nose-up pitching occurs.
5. Handling Characteristics at High Incidence
In lieu of both Sec. Sec. 25.201 and 25.203, we propose the
following requirements:
5.1 High Incidence Handling Demonstration
In lieu of Sec. 25.201:
(a) Maneuvers to the limit of the longitudinal control, in the
nose-up pitch, must be demonstrated in straight flight and in 30[deg]
banked turns with:
(1) The high incidence protection system operating normally;
(2) Initial power conditions of:
i. Power off; and
ii. The power necessary to maintain level flight at 1.5
VSR1, where VSR1 is the reference stall speed
with flaps in approach position, the landing gear retracted, and
maximum landing weight;
(3) Flaps, landing gear, and deceleration devices in any likely
combination of positions;
(4) Representative weights within the range for which certification
is requested; and
(5) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(b) The following procedures must be used to show compliance in
non-icing and icing conditions:
(1) Starting at a speed sufficiently above the minimum steady
flight speed to ensure that a steady rate of speed reduction can be
established, apply the longitudinal control so that the speed reduction
does not exceed 1 knot per second until the control reaches the stop;
(2) The longitudinal control must be maintained at the stop until
the airplane has reached a stabilized flight condition and must then be
recovered by normal recovery techniques;
(3) Maneuvers with increased deceleration rates:
(i) In non-icing conditions, the requirements must also be met with
increased rates of entry to the incidence limit, up to the maximum rate
achievable; and
(ii) In icing conditions, with the anti-ice system working
normally, the requirements must also be met with increased rates of
entry to the incidence limit, up to 3 knots per second; and
(4) Maneuver with ice accretion prior to operation of the normal
anti-ice system. With the ice accretion prior to operation of the
normal anti-ice system, the requirements must also be met in
deceleration at 1 knot per second up to full back stick.
5.2 Characteristics in High Incidence Maneuvers
In lieu of Sec. 25.203:
In icing and non-icing conditions:
(a) Throughout maneuvers with a rate of deceleration of not more
than 1 knot per second, both in straight flight and in 30[deg] banked
turns, the airplane's characteristics must be as follows:
(1) There must not be any abnormal nose-up pitching.
(2) There must not be any uncommanded nose-down pitching, which
would be indicative of stall. However, reasonable attitude changes
associated with stabilizing the incidence at Alpha limit as the
longitudinal control reaches the stop would be acceptable.
[[Page 33144]]
(3) There must not be any uncommanded lateral or directional motion
and the pilot must retain good lateral and directional control, by
conventional use of the controls, throughout the maneuver.
(4) The airplane must not exhibit buffeting of a magnitude and
severity that would act as a deterrent from completing the maneuver
specified in paragraph 5.1(a).
(b) In maneuvers with increased rates of deceleration, some
degradation of characteristics is acceptable, associated with a
transient excursion beyond the stabilized Alpha limit. However, the
airplane must not exhibit dangerous characteristics or characteristics
that would deter the pilot from holding the longitudinal control on the
stop for a period of time appropriate to the maneuver.
(c) It must always be possible to reduce incidence by conventional
use of the controls.
(d) The rate at which the airplane can be maneuvered from trim
speeds associated with scheduled operating speeds such as V2
and VREF up to Alpha limit must not be unduly damped or be
significantly slower than can be achieved on conventionally controlled
transport airplanes.
5.3 Characteristics up to Maximum Lift Angle of Attack
Also in lieu of Sec. 25.201:
(a) In non-icing conditions:
Maneuvers with a rate of deceleration of not more than 1 knot per
second up to the angle of attack at which VCLmax was
obtained as defined in section 3, ``Minimum Steady Flight Speed and
Reference Stall Speed,'' must be demonstrated in straight flight and in
30[deg] banked turns in the following configurations:
(1) The high incidence protection deactivated or adjusted, at the
option of the applicant, to allow higher incidence than is possible
with the normal production system;
(2) Automatic thrust increase system inhibited (if applicable);
(3) Engines idling;
(4) Flaps and landing gear in any likely combination of positions;
and
(5) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(b) In icing conditions:
Maneuvers with a rate of deceleration of not more than 1 knot per
second up to the maximum angle of attack reached during maneuvers from
paragraph 5.1(b)(3)(ii) must be demonstrated in straight flight with:
(1) The high incidence protection deactivated or adjusted, at the
option of the applicant, to allow higher incidence than is possible
with the normal production system;
(2) Automatic thrust increase system inhibited (if applicable);
(3) Engines idling;
(4) Flaps and landing gear in any likely combination of positions,
and
(5) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(c) During the maneuvers used to show compliance with paragraphs
(a) and (b) above, the airplane must not exhibit dangerous
characteristics, and it must always be possible to reduce angle of
attack by conventional use of the controls. The pilot must retain good
lateral and directional control, by conventional use of the controls,
throughout the maneuver.
6. Atmospheric Disturbances
Operation of the high incidence protection system must not
adversely affect aircraft control during expected levels of atmospheric
disturbances, nor impede the application of recovery procedures in case
of wind-shear. This must be demonstrated in non-icing and icing
conditions.
7. Proof of Compliance
We propose the following requirement be added in lieu of Sec.
25.21(b), [Reserved]:
(b) The flying qualities must be evaluated at the most unfavorable
center-of-gravity position.
8. Sections 25.145(a), 25.145(b)(6), and 25.1323(d)
We propose the following requirements:
For Sec. 25.145(a), add ``Vmin'' in lieu of
``stall identification.''
For Sec. 25.145(b)(6), and ``Vmin'' in lieu of
``VSW.''
For Sec. 25.1323(d), add ``From 1.23 VSR to
Vmin . . . ,'' in lieu of, ``1.23 VSR to stall
warning speed . . . ,'' and, ``. . . speeds below Vmin . .
.'' in lieu of, ``. . . speeds below stall warning . . .''
Special Conditions Part II
Credit for Robust Envelope Protection in Icing Conditions
The following special conditions are in lieu of the specified
paragraphs of Sec. Sec. 25.103, 25.105, 25.107, 25.121, 25.123,
25.125, 25.143, and 25.207.
1. Define the stall speed as provided in these special conditions,
Part I, in lieu of Sec. 25.103.
2. We propose the following requirements in lieu of Sec.
25.105(a)(2)(i):
In lieu of Sec. 25.105(a)(2)(i) Takeoff:
(i) The V2 speed scheduled in non-icing conditions does
not provide the maneuvering capability specified in Sec. 25.143(h) for
the takeoff configuration, or
3. In lieu of Sec. 25.107(c) and (g) we propose the following
requirements, with additional sections (c') and (g'):
In lieu of Sec. 25.107(c) and (g) Takeoff speeds:
(c) In non-icing conditions V2, in terms of calibrated
airspeed, must be selected by the applicant to provide at least the
gradient of climb required by Sec. 25.121(b) but may not be less
than--
(1) V2MIN;
(2) VR plus the speed increment attained (in accordance
with Sec. 25.111(c)(2)) before reaching a height of 35 feet above the
takeoff surface; and
(3) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(c') In icing conditions with the ``takeoff ice'' accretion defined
in part 25, appendix C, V2 may not be less than--
(1) The V2 speed determined in non-icing conditions; and
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(g) In non-icing conditions, VFTO, in terms of
calibrated airspeed, must be selected by the applicant to provide at
least the gradient of climb required by Sec. 25.121(c), but may not be
less than--
(1) 1.18 VSR; and
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(g') In icing conditions with the ``final takeoff ice'' accretion
defined in part 25, appendix C, VFTO, may not be less than--
(1) The VFTO speed determined in non-icing conditions.
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
4. In lieu of Sec. Sec. 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A),
and 25.121(d)(2)(ii), we propose the following requirements:
In lieu of Sec. 25.121(b)(2)(ii)(A):
(A) The V2 speed scheduled in non-icing conditions does
not provide the maneuvering capability specified in Sec. 25.143(h) for
the takeoff configuration; or
In lieu of Sec. 25.121(c)(2)(ii)(A):
(A) The VFTO speed scheduled in non-icing conditions
does not provide the maneuvering capability specified in Sec.
25.143(h) for the en-route configuration; or
In lieu of Sec. 25.121(d)(2)(ii):
(d)(2) The requirements of subparagraph (d)(1) of this paragraph
must be met: (ii) In icing conditions with the approach ice accretion
defined in appendix C, in a configuration
[[Page 33145]]
corresponding to the normal all-engines-operating procedure in which
Vmin1g for this configuration does not exceed 110% of the
Vmin1g for the related all-engines-operating landing
configuration in icing, with a climb speed established with normal
landing procedures, but not more than 1.4 VSR
(VSR determined in non-icing conditions).
5. In lieu of Sec. 25.123(b)(2)(i) we propose the following
requirements:
In lieu of Sec. 25.123(b)(2)(i):
(i) The minimum en-route speed scheduled in non-icing conditions
does not provide the maneuvering capability specified in Sec.
25.143(h) for the en-route configuration, or
6. In lieu of Sec. 25.125(b)(2)(ii)(B) and Sec.
25.125(b)(2)(ii)(C), we propose the following requirement:
(B) A speed that provides the maneuvering capability specified in
Sec. 25.143(h) with the landing ice accretion defined in part 25,
appendix C.
7. In lieu of Sec. 25.143(j)(2)(i), we propose the following
requirement:
(i) The airplane is controllable in a pull-up maneuver up to 1.5 g
load factor or lower if limited by angle of attack protection; and
8. In lieu of Sec. 25.207, Stall warning, to read as the
requirements defined in these special conditions Part I, Section 4.
Issued in Renton, Washington, on June 2, 2014.
Michael Kaszycki,
Assistant Manager, Transport Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2014-13528 Filed 6-9-14; 8:45 am]
BILLING CODE 4910-13-P
