Special Conditions: Sikorsky Aircraft Corporation (Sikorsky) Model S-76D Helicopter, Search and Rescue (SAR) Automatic Flight Control System (AFCS) Installation, 75423-75428 [2014-29594]
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Federal Register / Vol. 79, No. 243 / Thursday, December 18, 2014 / Rules and Regulations
subordinated debt. A national bank may
not include subordinated debt as tier 2
capital unless the national bank has
filed the notice with the OCC and
received notification from the OCC that
the subordinated debt issued by the
national bank qualifies as tier 2 capital.
(2) Prepayment of subordinated
debt—(i) Subordinated debt not
included in tier 2 capital—(A) Eligible
bank. An eligible bank is required to
receive prior approval from the OCC to
prepay any subordinated debt that is not
included in tier 2 capital (including
acceleration, repurchase, redemption
prior to maturity, and exercising a call
option), in accordance with paragraph
(g)(1)(ii) of this section, only if:
(1) The national bank will not be an
eligible bank after the transaction;
(2) The OCC has previously notified
the national bank that prior approval is
required;
(3) Prior approval is required by law;
or
(4) The amount of the proposed
prepayment is equal to or greater than
one percent of the national bank’s total
capital, as defined in 12 CFR 3.2.
(B) National bank not an eligible
bank. A national bank that is not an
eligible bank must receive prior OCC
approval to prepay any subordinated
debt that is not included in tier 2 capital
(including acceleration, repurchase,
redemption prior to maturity, and
exercising a call option), in accordance
with paragraph (g)(1)(ii) of this section.
(ii) Subordinated debt included in tier
2 capital—(A) General. Notwithstanding
paragraph (f)(2)(i)(B) of this section, all
national banks must receive prior OCC
approval to prepay subordinated debt
included in tier 2 capital, in accordance
with paragraph (g)(1)(ii)(A) of this
section.
(B) Call option. Notwithstanding this
paragraph (f)(2)(ii)(A) of this section, a
national bank must receive prior OCC
approval to prepay subordinated debt
included in tier 2 capital, in accordance
with paragraph (g)(2)(ii)(B) of this
section, when the prepayment is a result
of exercising a call option.
(g) Prior approval procedure—(1)
Application—(i) Issuance of
subordinated debt. A national bank
required to obtain OCC approval before
issuing subordinated debt shall submit
an application to the appropriate OCC
licensing office. The application must
include:
(A) A description of the terms and
amount of the proposed issuance;
(B) A statement of whether the
national bank is subject to a capital plan
or required to file a capital plan with the
OCC and, if so, how the proposed
change conforms to the capital plan;
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17:09 Dec 17, 2014
Jkt 235001
(C) A copy of the proposed
subordinated note format and note
agreement; and
(D) A statement that the subordinated
debt issue complies with all applicable
laws and regulations.
(ii) Prepayment of subordinated
debt—(A) General. A national bank
required to obtain OCC approval before
prepaying subordinated debt, pursuant
to paragraph (f)(2) of this section, shall
submit an application to the appropriate
OCC licensing office. The application
must include:
(1) A description of the terms and
amount of the proposed prepayment;
(2) A statement of whether the
national bank is subject to a capital plan
or required to file a capital plan with the
OCC and, if so, how the proposed
change conforms to the capital plan; and
(3) A copy of the subordinated debt
instrument the national bank is
proposing to prepay.
(B) Call option. (1) Before prepaying
subordinated debt if the prepayment is
in the form of a call option, a national
bank is required to obtain OCC
approval, pursuant to paragraph
(g)(2)(ii) of this section, by submitting
an application to the appropriate OCC
licensing office.
(2) In addition to the information
required in this paragraph (g)(1)(ii)(A) of
this section, the application must
include:
(i) A statement explaining why the
national bank believes that following
the proposed prepayment the national
bank would continue to hold an amount
of capital commensurate with its risk; or
(ii) A description of the replacement
capital instrument that meets the
criteria for tier 1 or tier 2 capital under
12 CFR 3.20, including the amount of
such instrument, and the time frame for
issuance.
(iii) Additional information. The OCC
reserves the right to request additional
relevant information, as appropriate.
(2) Approval—(i) General. The
application is deemed approved by the
OCC as of the 30th day after the filing
is received by the OCC, unless the OCC
notifies the national bank prior to that
date that the filing presents a significant
supervisory, or compliance concern, or
raises a significant legal or policy issue.
(ii) Call option. Notwithstanding this
paragraph (g)(2)(i) of this section, if the
application for prior approval is for
prepayment in the form of a call option,
the national bank must receive
affirmative approval from the OCC to
exercise the call option. If the OCC
requires the national bank to replace the
subordinated debt, the national bank
must receive affirmative approval that
the replacement capital instrument
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75423
meets the criteria for tier 1 or tier 2
capital under 12 CFR 3.20 and must
issue the replacement instrument prior
to exercising the call option, or
immediately thereafter.2
(iii) Tier 2 capital. Following
notification to the OCC pursuant to
paragraph (f)(1)(ii) of this section that
the national bank has issued the
subordinated debt, the OCC will notify
the national bank whether the
subordinated debt qualifies as tier 2
capital.
(iv) Expiration of approval. Approval
expires if a national bank does not
complete the sale of the subordinated
debt within one year of approval.
(h) Notice procedure for inclusion in
tier 2 capital. (1) All national banks
shall notify the appropriate OCC
licensing office in writing within ten
days after issuing subordinated debt that
it intends to include as tier 2 capital. A
national bank may not include such
subordinated debt in tier 2 capital
unless the national bank has received
notification from the OCC that the
subordinated debt qualifies as tier 2
capital.
(2) The notice must include:
(i) The terms of the issuance;
(ii) The amount and date of receipt of
funds;
(iii) A copy of the final subordinated
note format and note agreement; and
(iv) A statement that the issuance
complies with all applicable laws and
regulations.
(i) Exceptions to rules of general
applicability. Sections 5.8, 5.10, and
5.11 do not apply to transactions
governed by this section.
Dated: December 10, 2014.
Thomas J. Curry,
Comptroller of the Currency.
[FR Doc. 2014–29615 Filed 12–17–14; 8:45 am]
BILLING CODE 4810–33–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 29
[Docket No.FAA–2011–1026; Special
Conditions No. 29–036–SC]
Special Conditions: Sikorsky Aircraft
Corporation (Sikorsky) Model S–76D
Helicopter, Search and Rescue (SAR)
Automatic Flight Control System
(AFCS) Installation
Federal Aviation
Administration (FAA), DOT.
AGENCY:
2 A national bank may replace tier 2 capital
instruments concurrent with the redemption of
existing tier 2 capital instruments.
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Federal Register / Vol. 79, No. 243 / Thursday, December 18, 2014 / Rules and Regulations
Final special conditions; request
for comments.
ACTION:
These special conditions are
issued for the Sikorsky Model S–76D
helicopter. This model of helicopter, as
modified by Sikorsky, will have novel
or unusual design features associated
with installing an optional SAR AFCS.
The applicable airworthiness standards
do not contain adequate or appropriate
safety standards for this design feature.
These special conditions contain the
additional safety standards the
Administrator considers necessary to
show a level of safety equivalent to that
established by the existing
airworthiness standards.
DATES: This action is effective on
Sikorsky Aircraft Corporation Model
S–76D on December 9, 2014.
We must receive your comments by
February 17, 2015.
ADDRESSES: Send comments identified
by docket number FAA–2014–1026
using any of the following methods:
D Federal eRegulations Portal: Go to
https://www.regulations.gov and follow
the online instructions for sending your
comments electronically.
D 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.
D Hand Delivery of Courier: Deliver
comments to the ‘‘Mail’’ address
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
D Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://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: You can read the background
documents or comments received at
https://www.regulations.gov. Follow the
online instructions for accessing the
docket or go to the Docket Operations in
Room @12–140 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.
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SUMMARY:
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FOR FURTHER INFORMATION CONTACT:
Mitchell Soth, FAA, Rotorcraft
Directorate, Regulations and Policy
Group, ASW–111, Rotorcraft
Directorate, Aircraft Certification
Service, 2601 Meacham Blvd., Fort
Worth, Texas 76137; telephone (817)
222–5104; email mitch.soth@faa.gov.
SUPPLEMENTARY INFORMATION:
Reason for No Prior Notice and
Comment Before Adoption
The substance of these special
conditions has been subjected to the
notice and comment period previously
and has been derived without
substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. Further, a delay in the
effective date of these special conditions
would significantly delay issuance of
the design approval and thus delivery of
the helicopter, which is imminent.
Therefore, the FAA has determined that
prior public notice and comment are
unnecessary, impracticable, and
contrary to the public interest, and finds
good cause exists for adopting these
special conditions upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment.
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 by the closing date for
comments. We will consider comments
filed late if it is possible to do so
without incurring additional expense or
delay. We may change these special
conditions based on the comments we
receive.
Background and Discussion
On January 13, 2014, Sikorsky
Aircraft Corporation applied for a
change to Type Certificate (TC) No.
H1NE to install an optional SAR AFCS
in the Model S–76D helicopter. The
S–76D is a transport category helicopter
certificated to Category A and Category
B requirements, and instrument flight
certificated under the requirements of
Appendix B to 14 CFR part 29,
Amendment 29–52.
There is a need to use dedicated
AFCS upper modes, in which a fully
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coupled autopilot provides operational
SAR profiles, for SAR operations
conducted over water in offshore areas
clear of obstructions. The SAR modes
enable the helicopter pilot to fly fully
coupled maneuvers, to include
predefined search patterns during cruise
flight, and to transition from cruise
flight to a stabilized hover and
departure (transition from hover to
cruise flight). The SAR AFCS also
includes an auxiliary crew control that
allows another crewmember (such as a
hoist operator) to have limited authority
to control the helicopter’s longitudinal
and lateral position during hover
operations.
Flight operations conducted over
water at night may have an extremely
limited visual horizon with little visual
reference to the surface even when
conducted under Visual Meteorological
Conditions. Consequently, the
certification requirements for SAR
modes are considered equivalent to
operating under Instrument
Meteorological Conditions, and
therefore must meet the criteria in
Appendix B to 14 CFR part 29. While
this Appendix prescribes airworthiness
criteria for instrument flight, it does not
consider operations below instrument
flight minimum speed (VMINI), whereas
the SAR modes allow for coupled
operations at low speed, all-azimuth
flight to zero airspeed (hover).
Since SAR operations have
traditionally been a public use mission,
the use of SAR modes in civil
operations requires special
airworthiness standards (special
conditions) to maintain a level of safety
consistent with Category B and
Instrument Flight Rule (IFR)
certification. In this regard, 14 CFR part
29 lacks adequate airworthiness
standards for AFCS SAR mode
certification to include flight
characteristics, performance, and
installed equipment and systems. These
special conditions do not require
guaranteed departure from a hover
following an engine failure. Therefore,
designs that apply these special
conditions are prohibited from
conducting external load operations
requiring one engine inoperative hover
capability. In addition, these special
conditions do not address the 14 CFR
29.865 requirements for the carriage of
human external cargo.
Type Certification Basis
Under the provisions of 14 CFR
21.101, Sikorsky must show that the
S–76D model helicopter, as changed,
continues to meet either the applicable
provisions of the regulations
incorporated by reference in TC No.
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H1NE or the applicable regulations in
effect on the date of application for the
change, depending on the significance
of the change as defined by 14 CFR
21.101. The regulations incorporated by
reference in the TC are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations
incorporated by reference in H1NE are
as follows:
(a) 14 CFR 29.391, 29.561(b)(c),
29.625, 29.671, 29.785, 29.967, 29.973 at
amendment 29–0.
(b) 14 CFR 29.927 at 29–3.
(c) 14 CFR 29.307 at amendment
29–4 (all but main rotor and tail blades).
(d) 14 CFR 29.787, 29.865 at
amendment 29–12 (does not meet the
29–43 requirements for Human External
Cargo).
(e) 14 CFR 29.908 at amendment 29–
13.
(f) 14 CFR 29.1309 at amendment 29–
14 (all but new avionics, AFCS, and
Electrical Power Generation and
Distribution System).
(g) 14 CFR 29.571 at amendment 29–
20 (all but main and tail rotor blades
only).
(h) 14 CFR 29.1 at amendment 29–21.
(i) 14 CFR 29.923(c)–(o), 29.963,
29.975 at amendment 29–26.
(j) 14 CFR 29.561(c) at amendment
29–29 (for engine installation only).
(k) 14 CFR 29.923(a)(b1)(b3) at
amendment 29–34.
(l) 14 CFR part 29 through
Amendment 29–52 as follows: 29.2,
29.21, 29.25, 29.27, 29.29, 29.31, 29.33,
29.45, 29.49, 29.51, 29.53, 29.55, 29.59,
29.60, 29.61, 29.62, 29.63, 29.64, 29.65,
29.67, 29.71, 29.73, 29.75, 29.77, 29.79,
29.81, 29.83, 29.85, 29.87, 29.141,
29.143, 29.151, 29.161, 29.171, 29.173,
29.175, 29.177, 29.181, 29.231, 29.235,
29.239, 29.241, 29.251, 29.301, 29.303,
29.305, 29.307 (main and tail rotor
blades only), 29.309, 29.321, 29.337,
29.339, 29.341, 29.351, 29.361, 29.395,
29.397, 29.399, 29.401, 29.403, 49.411,
29.413, 29.471, 29.473, 29.475, 29.477,
29.479, 29.481, 29.483, 29.485, 29.493,
29.547, 29.549, 29.551, 29.561(a)(d),
29.563, 29.571 (main and tail rotor
blades only), 29.601, 29.602, 29.603,
29.605, 29.607, 29.609, 29.610, 29.611,
29.613, 29.619, 29.621, 29.623, 29.629,
29.653, 29.659, 29.661, 29.663, 29.672,
29.673, 29.674, 29.675, 29.681, 29.683,
29.685, 29.687, 29.691, 29.695, 29.723,
29.725, 29.727, 29.729, 29.731, 29.733,
29.735, 29.771, 29.773, 29.775, 29.777,
29.779, 29.783, 29.801, 29.803, 29.805,
29.807, 29.809, 29.811,
29.812(a)(c)(d)(e)(f), 29.813(c)(2),
29.831, 29.851, 29.853, 29.855, 29.861,
29.863, 29.871, 29.873, 29.877, 29.901,
29.903, 29.907, 29.917, 29.921, 29.931,
29.939, 29.951, 29.953, 29.954, 29.955,
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29.959, 29.961, 29.965, 29.969, 29.971,
29.977, 29.993, 29.995, 29.997, 29.999,
29.1011, 29.1013, 29.1015, 29.1017,
29.1019, 29.1021, 29.1023, 29.1027,
29.1041, 29.1043, 29.1045, 29.1047,
29.1049, 29.1091, 29.1093, 29.1103,
29.1121, 29.1123, 29.1141, 29.1143,
29.1145, 29.1151, 29.1163, 29.1165,
29.1181, 29.1183, 29.1185, 29.1187,
29.1189, 29.1191, 29.1193, 29.1194,
29.1195, 29.1197, 29.1199, 29.1201,
29.1203, 29.1301, 19.1303, 29.1305,
29.1307, 29.1309 (new avionics, AFCS,
and Electrical Power Generation and
Distribution System only), 29.1317,
29.1321, 29.1322, 29.1323, 29.1325,
29.1327, 29.1329, 29.1331, 29.1333,
29.1335, 29.1337, 29.1351, 29.1353,
29.1355, 29.1357, 29.1359, 29.1363,
29.1381, 29.1383, 29.1385, 29.1387,
29.1389, 29.1391, 29.1393, 29.1395,
29.1397, 29.1401. 29.1411, 29.1413,
29.1415, 29.1431, 29.1435, 29.1457,
29.1459, 29.1461, 29.1501, 29.1503,
29.1505, 29.1509, 29.1517, 29.1519,
29.1521, 29.1523, 29.1525, 29.1527,
29.1529, 29.1541, 29.1543, 29.1545,
29.1547, 29.1549, 29.1551, 29.1553,
29.1555, 29.1557, 29.1559, 29.1561,
29.1565, 29.1581, 29.1583, 29.1585,
29.1587, 29.1589, A29.1, A29.2, A29.3,
A29.4, B29.1, B29.2, B29.3, B29.4,
B29.5, B29.6, B29.7, B29.8, B29.9,
C29.1, E29.1.
(m) 14 CFR part 29 Not Adopted:
29.427, 29.497, 29.501, 29.505, 59.511,
29.519, 29.521, 29.562, 29.631, 29.679,
29.737, 29.751, 29.753, 29.755, 29.757,
29.812(b), 29.815, 29.833, 29.859,
29.935, 29.952, 29.957, 29.979, 29.991,
29.1001, 29.1025, 29.1101, 29.1105,
29.1107, 29.1109, 29.1125, 29.1142,
29.1147, 29.1157, 29.1159, 29.1399,
29.1419, 29.1433, 29.1439, 29.1522,
D29.1.
(m) 14 CFR part 36 through
Amendment 36–28 as follows: 36.801,
36.803, 36.805, H36.1–H36.305.
(n) Special Conditions No. 29–004–SC
(Docket No. SW004), dated June 17,
1998.
(o) Equivalent Level of Safety
Findings:
(1) Number TD1509BO–R–S–1 for 14
CFR 29.1401(d) at amendment 29–11;
Anticollision light system installed in
accordance with Sikorsky Drawing
33776–92603.
(2) Number AT01847BO–R–P–1 for 14
CFR 29.1305 at amendment 29–40 and
14 CFR 29.1549 at amendment 29–34;
Use of a Power Limit Indicator (PLI) as
the primary means for indicating/setting
power.
(p) Ditching: If emergency floatation
gear, P/N 33776–92709, is installed,
then compliance has also been shown to
Amendment 29–52 of 29.563, 29.801(b),
(c), (d) and (e) and 29.807(b) and (d). For
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75425
overwater operations, compliance with
the operating rules and 29.1411,
29.1415, and 26.1561 must be shown.
Regulatory Basis for Special Conditions
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 29) do not contain
adequate or appropriate safety standards
for the Sikorsky Model S–76D because
of a novel or unusual design feature,
special conditions are prescribed under
§ 21.16.
The FAA issues special conditions, as
defined in § 11.19, under § 11.38, and
they become part of the type
certification basis under § 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the TC for that model
be amended later to include any other
model that incorporates the same novel
or unusual design feature, or should any
other model already included on the
same TC be modified to incorporate the
same novel or unusual design feature,
the special conditions would also apply
to the other model.
Novel or Unusual Design Features
The Sikorsky Model S–76D will
incorporate the following novel or
unusual design features.
The SAR system is composed of a
navigation computer with SAR modes,
an AFCS that provides coupled SAR
functions, hoist operator control, a
hover speed reference system, and two
radio altimeters. The AFSC coupled
SAR functions include:
(a) Hover hold at selected height
above the surface.
(b) Ground speed hold.
(c) Transition down and hover to a
waypoint under guidance from the
navigation computer.
(d) SAR pattern, transition down, and
hover near a target over which the
helicopter has flown.
(e) Transition up, climb, and capture
a cruise height.
(f) Capture and track SAR search
patterns generated by the navigation
computer.
(g) Monitor the preselected hover
height with automatic increase in
collective if the aircraft height drops
below the safe minimum height.
These SAR modes are intended to be
used over large bodies of water in areas
clear of obstructions. Further, use of the
modes that transition down from cruise
to hover will include operation at
airspeeds below VMINI.
The SAR system only entails
navigation, flight control, and coupled
AFCS operation of the helicopter. The
system does not include additional
equipment that may be required for over
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water flight or external loads to meet
other operational requirements.
Applicability
These special conditions apply to the
Sikorsky Model S–76D helicopter.
Should Sikorsky apply at a later date for
a change to the type certificate to
include another model incorporating the
same novel or unusual design feature,
the special conditions would apply to
that model as well under the provisions
of § 21.101(d).
Conclusion
This action affects only certain novel
or unusual design features on one model
(i.e., S–76D) of helicopter. It is not a rule
of general applicability.
List of Subjects in 14 CFR Part 29
Aircraft, Aviation safety.
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 Sikorsky Aircraft Corporation
Model S–76D helicopters when the
optional Search and Rescue (SAR)
Automatic Flight Control System
(AFCS) is installed.
In addition to the 14 CFR part 29
certification requirements for helicopter
instrument flight (Appendix B), the
following additional requirements must
be met for certification of the SAR
AFCS:
(a) SAR Flight Modes. The coupled
SAR flight modes must provide:
(1) Safe and controlled flight in three
axes (lateral and longitudinal position/
speed and height/vertical speed) at all
airspeeds from instrument flight
minimum speed (VMINI) to a hover
within the maximum demonstrated
wind envelope.
(2) Automatic transition to the
helicopter instrument flight (Appendix
B) envelope as part of the normal SAR
mode sequencing.
(3) A pilot-selectable Go-Around
mode that safely interrupts any other
coupled mode and automatically
transitions the helicopter to the
instrument flight (Appendix B)
envelope.
(4) A means to prevent unintended
flight below a safe minimum height.
Pilot-commanded descent below the
safe minimum height is acceptable
provided the alerting requirements in
paragraph (b)(7)(i) of these Special
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Conditions alert the pilot of this descent
below safe minimum height.
(b) SAR Mode System Architecture.
To support the integrity of the SAR
modes, the following system
architecture is required:
(1) A system for limiting the engine
power demanded by the AFCS when
any of the automatic piloting modes are
engaged, so full authority digital engine
control power limitations, such as
torque and temperature, are not
exceeded.
(2) A system providing the aircraft
height above the surface and final pilotselected height at a location on the
instrument panel in a position
acceptable to the FAA that will make it
plainly visible to and usable by any
pilot at their station.
(3) A system providing the aircraft
heading and the pilot-selected heading
at a location on the instrument panel in
a position acceptable to the FAA that
will make it plainly visible to and
usable by any pilot at their station.
(4) A system providing the aircraft
longitudinal and lateral ground speeds
and the pilot-selected longitudinal and
lateral ground speeds when used by the
AFCS in the flight envelope where
airspeed indications become unreliable.
This information must be presented at a
location on the instrument panel in a
position acceptable to the FAA that is
plainly visible to and usable by any
pilot at their station.
(5) A system providing wind speed
and wind direction when automatic
piloting modes are engaged or
transitioning from one mode to another.
(6) A system that monitors for flight
guidance deviations and failures and
contains an alerting function that
provides the flight crew with enough
information to take appropriate
corrective action.
(7) An alerting system that provides
visual or aural alerts, or both, to the
flight crew under any of the following
conditions:
(i) When the stored or pilot-selected
safe minimum height is reached.
(ii) When a SAR mode system
malfunction occurs.
(iii) When the AFCS changes modes
automatically from one SAR mode to
another. For normal transitions from
one SAR mode to another, a single
visual or aural alert may suffice. For a
SAR mode malfunction or a mode
having a time-critical component, the
flight crew alerting system must activate
early enough to allow the flight crew to
take timely and appropriate action. The
alerting system means must be designed
to alert the flight crew in order to
minimize crew errors that could create
an additional hazard.
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
(8) The SAR system hoist operator
control is considered a flight control
with limited authority and must comply
with the following:
(i) The hoist operator control must be
designed and located to provide for
convenient operation and to prevent
confusion and inadvertent operation.
(ii) The helicopter must be safely
controllable by the hoist operator
control throughout the range of that
control.
(iii) The hoist operator control may
not interfere with the safe operation of
the helicopter.
(iv) Pilot and copilot flight controls
must be able to smoothly override the
limited control authority of the hoist
operator control, without exceptional
piloting skill, alertness, or strength, and
without the danger of exceeding any
other limitation because of the override.
(9) The reliability of the AFCS must
be related to the effects of its failure.
The occurrence of any failure condition
that would prevent continued safe flight
and landing must be extremely
improbable. For any failure condition of
the AFCS which is not shown to be
extremely improbable:
(i) The helicopter must be safely
controllable and capable of continued
safe flight without exceptional piloting
skill, alertness, or strength. Additional
unrelated probable failures affecting the
control system must be evaluated.
(ii) The AFCS must be designed so
that it cannot create a hazardous
deviation in the flight path or produce
hazardous loads on the helicopter
during normal operation or in the event
of a malfunction or failure, assuming
corrective action begins within an
appropriate period of time. Where
multiple systems are installed,
subsequent malfunction conditions
must be evaluated in sequence unless
their occurrence is shown to be
improbable.
(10) A functional hazard assessment
and a system safety assessment must
address the failure conditions associated
with SAR operations.
(i) For SAR catastrophic failure
conditions, changes may be required to
the following:
(A) System architecture.
(B) Software and complex electronic
hardware design assurance levels.
(C) High Intensity Radiated Field
(HIRF) test levels.
(D) Instructions for continued
airworthiness.
(ii) The assessments must consider all
the systems required for SAR
operations, including the AFCS, all
associated AFCS sensors (for example,
radio altimeter), and primary flight
displays. Electrical and electronic
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18DER1
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Federal Register / Vol. 79, No. 243 / Thursday, December 18, 2014 / Rules and Regulations
systems with SAR catastrophic failure
conditions (for example, AFCS) must
comply with the § 29.1317(a)(4) HIRF
requirements.
(c) SAR Mode Performance
Requirements.
(1) The SAR modes must be
demonstrated for the requested flight
envelope, including the following
minimum sea-state and wind
conditions:
(i) Sea State: Wave height of 2.5
meters (8.2 feet), considering both short
and long swells. This is in addition to
the Sea State demonstrated in reference
to the airframe’s ditching capability.
(ii) Wind: 25 knots headwind, 17
knots for all other azimuths.
(2) The selected hover height and
hover velocity must be captured
(including the transition from one
captured mode to another captured
mode) accurately and smoothly and not
exhibit any significant overshoot or
oscillation.
(3) The minimum use height (MUH)
for the SAR modes must be no more
than the maximum loss of height
following any single failure or any
combination of failures not shown to be
extremely improbable, plus an
additional margin of 15 feet above the
surface. MUH is the minimum height at
which any SAR AFCS mode may be
engaged.
(4) The SAR mode system must be
usable up to the maximum certified
gross weight of the aircraft or to the
lower of the following weights:
(i) Maximum emergency flotation
weight.
(ii) Maximum hover Out-of-Ground
Effect (OGE) weight.
(iii) Maximum demonstrated weight.
(d) Flight Characteristics.
(1) The basic aircraft must meet all of
the 14 CFR part 29 airworthiness criteria
for helicopter instrument flight
(Appendix B).
(2) For SAR mode coupled flight
below VMINI, at the maximum
demonstrated winds, the helicopter
must be able to maintain any required
flight condition and make a smooth
transition from any flight condition to
any other flight condition without
requiring exceptional piloting skill,
alertness, or strength, and without
exceeding the limit load factor. This
requirement also includes aircraft
control through the hoist operator’s
control.
(3) For SAR modes at airspeeds below
VMINI, the following requirements of
Appendix B to part 29 must be met and
will be used as an extension to the IFR
certification envelope of the basic
aircraft:
VerDate Sep<11>2014
17:09 Dec 17, 2014
Jkt 235001
(i) Static Longitudinal Stability: the
requirements of paragraph IV of
Appendix B are not applicable.
(ii) Static Lateral-Directional Stability:
The requirements of paragraph V of
Appendix B are not applicable.
(iii) Dynamic Stability: The
requirements of paragraph VI of
Appendix B are replaced with the
following two paragraphs:
(A) Any oscillation must be damped
and any aperiodic response must not
double in amplitude in less than 10
seconds. This requirement must also be
met with degraded upper modes of the
AFCS. An ‘‘upper mode’’ is a mode that
utilizes a fully coupled autopilot to
provide an operational SAR profile.
(B) After any upset, the AFCS must
return the aircraft to the last
commanded position within 10 seconds
or less.
(4) With any of the upper modes of
the AFCS engaged, the pilot must be
able to manually recover the aircraft and
transition to the normal (Appendix B)
IFR flight profile envelope without
exceptional skill, alertness, or strength.
(e) One-Engine Inoperative (OEI)
Performance Information.
The following performance
information must be provided in the
Rotorcraft Flight Manual Supplement
(RFMS). OEI performance information
and emergency procedures, providing
the maximum weight that will provide
a safe landing (or ditching) or the ability
to fly away following failure of the
critical engine in a hover. The
maximum weight must be presented as
a function of the hover height for the
temperature and pressure altitude range
requested for certification. The effects of
wind must be reflected in the hover
performance information. These OEI
performance requirements do not
replace performance requirements that
may be needed to comply with the
airworthiness or operational standards
(§ 29.865 or 14 CFR part 133) for
external loads or human external cargo.
(f) RFMS.
(1) The RFMS must contain, at a
minimum:
(i) Limitations necessary for safe
operation of the SAR system, including:
(A) Minimum crew requirements. No
fewer than 2 pilots, except for approved
external load operations that will also
require a hoist operator.
(B) Maximum SAR weight as
determined by the lower of the SAR
Mode performance requirement of
paragraph (c)(4) of these Special
Conditions or the aircraft performance
information provided by paragraph (e)
of these Special Conditions.
(C) Maximum demonstrated sea state
conditions for ditching compliance.
PO 00000
Frm 00011
Fmt 4700
Sfmt 4700
75427
(D) Engagement criteria for each of the
SAR modes to include MUH, as
determined in paragraph (c)(3) of these
Special Conditions.
(E) The prohibition of external load
operations requiring OEI hover
capability.
(ii) Normal and emergency procedures
for operation of the SAR system
(including operation of the hoist
operator control), with AFCS failure
modes, AFCS degraded modes, and
engine failures.
(iii) Performance information:
(A) OEI performance and height-loss.
(B) Hover OGE performance
information, utilizing OEI continuous
and time-limited power ratings.
(C) The maximum wind envelope
demonstrated in flight test.
(D) Information and/or advisory
information concerning operations in a
heavy salt spray environment, including
any airframe or power effects as a result
of salt encrustation.
(g) Flight Demonstration.
(1) Before approval of the SAR
system, an acceptable flight
demonstration of all the coupled SAR
modes is required.
(2) The AFCS must provide fail-safe
operations during coupled maneuvers.
The demonstration of fail-safe
operations must include a pilot
workload assessment associated with
manually flying the aircraft to an
altitude greater than 200 feet above the
surface and an airspeed of at least the
best rate of climb airspeed (Vy).
(3) For any failure condition of the
SAR system not shown to be extremely
improbable, the pilot must be able to
make a smooth transition from one
flight mode to another without
exceptional piloting skill, alertness, or
strength.
(4) Failure conditions that are not
shown to be extremely improbable must
be demonstrated by analysis, ground
testing, or flight testing. For failures
demonstrated in flight, the following
normal pilot recovery times are
acceptable:
(i) Transition modes (Cruise-to-Hover/
Hover-to-Cruise) and Hover modes:
Normal pilot recognition plus 1 second.
(ii) Cruise modes: Normal pilot
recognition plus 3 seconds.
(5) All AFCS malfunctions must
include evaluation at the low-speed and
high-power flight conditions typical of
SAR operations. Additionally, AFCS
hard-over, slow-over, and oscillatory
malfunctions, particularly in yaw,
require evaluation. AFCS malfunction
testing must include a single or a
combination of failures (such as
erroneous data from and loss of the
radio altimeter, attitude, heading, and
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Federal Register / Vol. 79, No. 243 / Thursday, December 18, 2014 / Rules and Regulations
altitude sensors) that are not shown to
be extremely improbable.
(6) The flight demonstration must
include the following environmental
conditions:
(i) Swell into wind.
(ii) Swell and wind from different
directions.
(iii) Cross swell.
(iv) Swell of different lengths (short
and long swell).
(7) The flight demonstration must also
evaluate OEI procedures from hover
while hoisting an external load.
Issued in Fort Worth, Texas, on December
9, 2014.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2014–29594 Filed 12–17–14; 8:45 am]
BILLING CODE 4910–13–P
SUSQUEHANNA RIVER BASIN
COMMISSION
18 CFR Part 806
Review and Approval of Projects
Susquehanna River Basin
Commission.
ACTION: Final rule.
AGENCY:
This document contains final
rules that would amend the regulations
of the Susquehanna River Basin
Commission (Commission) to clarify the
water uses involved in hydrocarbon
development that are subject to the
consumptive use regulations, as
implemented by the Approval by Rule
(ABR) program.
DATES: Effective January 23, 2015.
ADDRESSES: Susquehanna River Basin
Commission, 4423 N. Front Street,
Harrisburg, PA 17110–1788.
FOR FURTHER INFORMATION CONTACT:
Jason E. Oyler, Esq., Regulatory Counsel,
telephone: 717–238–0423, ext. 1312;
fax: 717–238–2436; email: joyler@
srbc.net. Also, for further information
on the final rulemaking, visit the
Commission’s Web site at www.srbc.net.
SUPPLEMENTARY INFORMATION:
tkelley on DSK3SPTVN1PROD with RULES
SUMMARY:
Comments and Responses to Proposed
Rulemaking
Notice of proposed rulemaking was
published in the Federal Register on
September 26, 2014 (79 FR 57850); the
New York Register on October 1, 2014;
the Maryland Register on October 3,
2014; and the Pennsylvania Bulletin on
November 1, 2014. The Commission
convened a public hearing on November
6, 2014, in Harrisburg, Pennsylvania
and a written comment period was held
open through November 17, 2014.
VerDate Sep<11>2014
17:09 Dec 17, 2014
Jkt 235001
General Comments
Comment: The Commission received
comments supportive of the changes in
the terms and definitions noted in the
Rulemaking. The changes are reflective
of the nature of the industry and are
plainly straightforward.
Response: The Commission
appreciates the comments.
Comment: One commenter asked that
the rulemaking not be adopted because
the proposed changes restrict
Commission oversight.
Response: The Commission disagrees
and notes that the proposed regulations
strengthen its program and clarify a
greater scope of water uses by the
hydrocarbon development industry
subject to the Commission’s ABR
program.
Comment: The regulations should
provide for an appeal by an impacted
stakeholder before a permit is issued.
Response: The ABR process provides
for a comment period during which
stakeholders may raise issues of concern
regarding a project before an approval is
issued. This public comment period is
not changed by the rulemaking. No
changes to the Commission’s rules
related to hearings and administrative
appeals were proposed and are beyond
the scope of this rulemaking. Further,
allowing an appeal of a Commission
approval prior to the issuance of such
an approval would run contrary to
longstanding principles of
administrative law.
Comments by Section, Part 806
Section 806.3—Definitions
Comment: Revise the definition of
‘‘construction’’ to include the pad sites,
access roads, rights-of-way for pipelines
and intake area clearings as such project
activities affect the environment.
Response: The Commission’s
definition of construction is appropriate
for regulation of the withdrawal and
consumptive use of water and
appropriate for the ABR program for the
use of water by hydrocarbon
development projects. The ABR
program does not regulate all
environmental impacts of hydrocarbon
development, rather the environmental
impacts to which the commenter refers
are regulated by the appropriate member
jurisdictions through various permitting
programs, including erosion and
sediment control and oil and gas
management. The ABR Program
supports the regulation of other aspects
of hydrocarbon development projects by
requiring in § 806.22(f)(7) that the
project sponsor obtain all necessary
permits or approvals required for the
PO 00000
Frm 00012
Fmt 4700
Sfmt 4700
project from other federal, state or local
government agencies.
Comment: The term ‘‘drilling pad
site’’ should be changed to ‘‘well pad
site’’ because many of the activities that
are regulated on the pad site go beyond
just drilling.
Response: The term ‘‘drilling pad
site’’ is currently used in the
Commission’s regulations, but was not
defined. The term is used in several
sections and subsections not subject to
the proposed rulemaking. For this
reason, the Commission declines to
make this change in this final rule.
However, the Commission believes the
comment has merit and will consider it
in a forthcoming comprehensive
rulemaking that is currently under
development.
Comment: In the definition of
‘‘hydrocarbon development project,’’ the
term ‘‘hydro-seeding’’ is used. It is
recommended to use the term
‘‘hydroseeding or other revegetation
activities’’ instead.
Response: The Commission agrees
with the comment and has made the
change in the final rule.
Comment: Language should be added
clarifying that all water use on-site
requires Commission approval.
Response: The definition of
‘‘hydrocarbon development project’’
contains language that covers all waterrelated activities and facilities on the
drilling pad site, including activities
and facilities associated with the
production, maintenance, operation,
closure, plugging and restoration of
wells or drilling pad sites that would
require consumptive water usage. The
use of water for these activities will be
subject to Commission approval through
the ABR program.
Comment: The Commission is to be
applauded for revising its definitions to
include water used not only for well
development and drilling, but also for
infrastructure.
Response: The Commission
appreciates the comment. The final rule
retains the language extending the ABR
approvals to specific water uses off the
drilling pad site, which are water used
for hydro-seeding or other revegetation
activities, dust suppression, and hydroexcavation of access roads and
underground lines, as well as tank
cleanings, related to a drilling pad site
or centralized impoundments.
Comment: The Commission should
extend its review to beyond the well
pad.
Response: The definition of
‘‘hydrocarbon development project’’
includes specified facilities and
activities off the drilling pad site as
noted in the prior response.
E:\FR\FM\18DER1.SGM
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]]>Agencies
[Federal Register Volume 79, Number 243 (Thursday, December 18, 2014)]
[Rules and Regulations]
[Pages 75423-75428]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-29594]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 29
[Docket No.FAA-2011-1026; Special Conditions No. 29-036-SC]
Special Conditions: Sikorsky Aircraft Corporation (Sikorsky)
Model S-76D Helicopter, Search and Rescue (SAR) Automatic Flight
Control System (AFCS) Installation
AGENCY: Federal Aviation Administration (FAA), DOT.
[[Page 75424]]
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Sikorsky Model S-
76D helicopter. This model of helicopter, as modified by Sikorsky, will
have novel or unusual design features associated with installing an
optional SAR AFCS. The applicable airworthiness standards do not
contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards the Administrator considers necessary to show a level of
safety equivalent to that established by the existing airworthiness
standards.
DATES: This action is effective on Sikorsky Aircraft Corporation Model
S-76D on December 9, 2014.
We must receive your comments by February 17, 2015.
ADDRESSES: Send comments identified by docket number FAA-2014-1026
using any of the following methods:
[ssquf] Federal eRegulations Portal: Go to https://www.regulations.gov and follow the online instructions for sending your
comments electronically.
[ssquf] 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.
[ssquf] Hand Delivery of Courier: Deliver comments to the ``Mail''
address between 9 a.m. and 5 p.m., Monday through Friday, except
Federal holidays.
[ssquf] Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://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: You can read the background documents or comments received
at https://www.regulations.gov. Follow the online instructions for
accessing the docket or go to the Docket Operations in Room @12-140 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: Mitchell Soth, FAA, Rotorcraft
Directorate, Regulations and Policy Group, ASW-111, Rotorcraft
Directorate, Aircraft Certification Service, 2601 Meacham Blvd., Fort
Worth, Texas 76137; telephone (817) 222-5104; email mitch.soth@faa.gov.
SUPPLEMENTARY INFORMATION:
Reason for No Prior Notice and Comment Before Adoption
The substance of these special conditions has been subjected to the
notice and comment period previously and has been derived without
substantive change from those previously issued. It is unlikely that
prior public comment would result in a significant change from the
substance contained herein. Further, a delay in the effective date of
these special conditions would significantly delay issuance of the
design approval and thus delivery of the helicopter, which is imminent.
Therefore, the FAA has determined that prior public notice and comment
are unnecessary, impracticable, and contrary to the public interest,
and finds good cause exists for adopting these special conditions upon
issuance. The FAA is requesting comments to allow interested persons to
submit views that may not have been submitted in response to the prior
opportunities for comment.
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 by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring additional expense or delay. We may change these
special conditions based on the comments we receive.
Background and Discussion
On January 13, 2014, Sikorsky Aircraft Corporation applied for a
change to Type Certificate (TC) No. H1NE to install an optional SAR
AFCS in the Model S-76D helicopter. The S-76D is a transport category
helicopter certificated to Category A and Category B requirements, and
instrument flight certificated under the requirements of Appendix B to
14 CFR part 29, Amendment 29-52.
There is a need to use dedicated AFCS upper modes, in which a fully
coupled autopilot provides operational SAR profiles, for SAR operations
conducted over water in offshore areas clear of obstructions. The SAR
modes enable the helicopter pilot to fly fully coupled maneuvers, to
include predefined search patterns during cruise flight, and to
transition from cruise flight to a stabilized hover and departure
(transition from hover to cruise flight). The SAR AFCS also includes an
auxiliary crew control that allows another crewmember (such as a hoist
operator) to have limited authority to control the helicopter's
longitudinal and lateral position during hover operations.
Flight operations conducted over water at night may have an
extremely limited visual horizon with little visual reference to the
surface even when conducted under Visual Meteorological Conditions.
Consequently, the certification requirements for SAR modes are
considered equivalent to operating under Instrument Meteorological
Conditions, and therefore must meet the criteria in Appendix B to 14
CFR part 29. While this Appendix prescribes airworthiness criteria for
instrument flight, it does not consider operations below instrument
flight minimum speed (VMINI), whereas the SAR modes allow
for coupled operations at low speed, all-azimuth flight to zero
airspeed (hover).
Since SAR operations have traditionally been a public use mission,
the use of SAR modes in civil operations requires special airworthiness
standards (special conditions) to maintain a level of safety consistent
with Category B and Instrument Flight Rule (IFR) certification. In this
regard, 14 CFR part 29 lacks adequate airworthiness standards for AFCS
SAR mode certification to include flight characteristics, performance,
and installed equipment and systems. These special conditions do not
require guaranteed departure from a hover following an engine failure.
Therefore, designs that apply these special conditions are prohibited
from conducting external load operations requiring one engine
inoperative hover capability. In addition, these special conditions do
not address the 14 CFR 29.865 requirements for the carriage of human
external cargo.
Type Certification Basis
Under the provisions of 14 CFR 21.101, Sikorsky must show that the
S-76D model helicopter, as changed, continues to meet either the
applicable provisions of the regulations incorporated by reference in
TC No.
[[Page 75425]]
H1NE or the applicable regulations in effect on the date of application
for the change, depending on the significance of the change as defined
by 14 CFR 21.101. The regulations incorporated by reference in the TC
are commonly referred to as the ``original type certification basis.''
The regulations incorporated by reference in H1NE are as follows:
(a) 14 CFR 29.391, 29.561(b)(c), 29.625, 29.671, 29.785, 29.967,
29.973 at amendment 29-0.
(b) 14 CFR 29.927 at 29-3.
(c) 14 CFR 29.307 at amendment 29-4 (all but main rotor and tail
blades).
(d) 14 CFR 29.787, 29.865 at amendment 29-12 (does not meet the 29-
43 requirements for Human External Cargo).
(e) 14 CFR 29.908 at amendment 29-13.
(f) 14 CFR 29.1309 at amendment 29-14 (all but new avionics, AFCS,
and Electrical Power Generation and Distribution System).
(g) 14 CFR 29.571 at amendment 29-20 (all but main and tail rotor
blades only).
(h) 14 CFR 29.1 at amendment 29-21.
(i) 14 CFR 29.923(c)-(o), 29.963, 29.975 at amendment 29-26.
(j) 14 CFR 29.561(c) at amendment 29-29 (for engine installation
only).
(k) 14 CFR 29.923(a)(b1)(b3) at amendment 29-34.
(l) 14 CFR part 29 through Amendment 29-52 as follows: 29.2, 29.21,
29.25, 29.27, 29.29, 29.31, 29.33, 29.45, 29.49, 29.51, 29.53, 29.55,
29.59, 29.60, 29.61, 29.62, 29.63, 29.64, 29.65, 29.67, 29.71, 29.73,
29.75, 29.77, 29.79, 29.81, 29.83, 29.85, 29.87, 29.141, 29.143,
29.151, 29.161, 29.171, 29.173, 29.175, 29.177, 29.181, 29.231, 29.235,
29.239, 29.241, 29.251, 29.301, 29.303, 29.305, 29.307 (main and tail
rotor blades only), 29.309, 29.321, 29.337, 29.339, 29.341, 29.351,
29.361, 29.395, 29.397, 29.399, 29.401, 29.403, 49.411, 29.413, 29.471,
29.473, 29.475, 29.477, 29.479, 29.481, 29.483, 29.485, 29.493, 29.547,
29.549, 29.551, 29.561(a)(d), 29.563, 29.571 (main and tail rotor
blades only), 29.601, 29.602, 29.603, 29.605, 29.607, 29.609, 29.610,
29.611, 29.613, 29.619, 29.621, 29.623, 29.629, 29.653, 29.659, 29.661,
29.663, 29.672, 29.673, 29.674, 29.675, 29.681, 29.683, 29.685, 29.687,
29.691, 29.695, 29.723, 29.725, 29.727, 29.729, 29.731, 29.733, 29.735,
29.771, 29.773, 29.775, 29.777, 29.779, 29.783, 29.801, 29.803, 29.805,
29.807, 29.809, 29.811, 29.812(a)(c)(d)(e)(f), 29.813(c)(2), 29.831,
29.851, 29.853, 29.855, 29.861, 29.863, 29.871, 29.873, 29.877, 29.901,
29.903, 29.907, 29.917, 29.921, 29.931, 29.939, 29.951, 29.953, 29.954,
29.955, 29.959, 29.961, 29.965, 29.969, 29.971, 29.977, 29.993, 29.995,
29.997, 29.999, 29.1011, 29.1013, 29.1015, 29.1017, 29.1019, 29.1021,
29.1023, 29.1027, 29.1041, 29.1043, 29.1045, 29.1047, 29.1049, 29.1091,
29.1093, 29.1103, 29.1121, 29.1123, 29.1141, 29.1143, 29.1145, 29.1151,
29.1163, 29.1165, 29.1181, 29.1183, 29.1185, 29.1187, 29.1189, 29.1191,
29.1193, 29.1194, 29.1195, 29.1197, 29.1199, 29.1201, 29.1203, 29.1301,
19.1303, 29.1305, 29.1307, 29.1309 (new avionics, AFCS, and Electrical
Power Generation and Distribution System only), 29.1317, 29.1321,
29.1322, 29.1323, 29.1325, 29.1327, 29.1329, 29.1331, 29.1333, 29.1335,
29.1337, 29.1351, 29.1353, 29.1355, 29.1357, 29.1359, 29.1363, 29.1381,
29.1383, 29.1385, 29.1387, 29.1389, 29.1391, 29.1393, 29.1395, 29.1397,
29.1401. 29.1411, 29.1413, 29.1415, 29.1431, 29.1435, 29.1457, 29.1459,
29.1461, 29.1501, 29.1503, 29.1505, 29.1509, 29.1517, 29.1519, 29.1521,
29.1523, 29.1525, 29.1527, 29.1529, 29.1541, 29.1543, 29.1545, 29.1547,
29.1549, 29.1551, 29.1553, 29.1555, 29.1557, 29.1559, 29.1561, 29.1565,
29.1581, 29.1583, 29.1585, 29.1587, 29.1589, A29.1, A29.2, A29.3,
A29.4, B29.1, B29.2, B29.3, B29.4, B29.5, B29.6, B29.7, B29.8, B29.9,
C29.1, E29.1.
(m) 14 CFR part 29 Not Adopted: 29.427, 29.497, 29.501, 29.505,
59.511, 29.519, 29.521, 29.562, 29.631, 29.679, 29.737, 29.751, 29.753,
29.755, 29.757, 29.812(b), 29.815, 29.833, 29.859, 29.935, 29.952,
29.957, 29.979, 29.991, 29.1001, 29.1025, 29.1101, 29.1105, 29.1107,
29.1109, 29.1125, 29.1142, 29.1147, 29.1157, 29.1159, 29.1399, 29.1419,
29.1433, 29.1439, 29.1522, D29.1.
(m) 14 CFR part 36 through Amendment 36-28 as follows: 36.801,
36.803, 36.805, H36.1-H36.305.
(n) Special Conditions No. 29-004-SC (Docket No. SW004), dated June
17, 1998.
(o) Equivalent Level of Safety Findings:
(1) Number TD1509BO-R-S-1 for 14 CFR 29.1401(d) at amendment 29-11;
Anticollision light system installed in accordance with Sikorsky
Drawing 33776-92603.
(2) Number AT01847BO-R-P-1 for 14 CFR 29.1305 at amendment 29-40
and 14 CFR 29.1549 at amendment 29-34; Use of a Power Limit Indicator
(PLI) as the primary means for indicating/setting power.
(p) Ditching: If emergency floatation gear, P/N 33776-92709, is
installed, then compliance has also been shown to Amendment 29-52 of
29.563, 29.801(b), (c), (d) and (e) and 29.807(b) and (d). For
overwater operations, compliance with the operating rules and 29.1411,
29.1415, and 26.1561 must be shown.
Regulatory Basis for Special Conditions
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 29) do not contain adequate or
appropriate safety standards for the Sikorsky Model S-76D because of a
novel or unusual design feature, special conditions are prescribed
under Sec. 21.16.
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38, and they become part of the type certification basis under
Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should the TC for that model be amended later to
include any other model that incorporates the same novel or unusual
design feature, or should any other model already included on the same
TC be modified to incorporate the same novel or unusual design feature,
the special conditions would also apply to the other model.
Novel or Unusual Design Features
The Sikorsky Model S-76D will incorporate the following novel or
unusual design features.
The SAR system is composed of a navigation computer with SAR modes,
an AFCS that provides coupled SAR functions, hoist operator control, a
hover speed reference system, and two radio altimeters. The AFSC
coupled SAR functions include:
(a) Hover hold at selected height above the surface.
(b) Ground speed hold.
(c) Transition down and hover to a waypoint under guidance from the
navigation computer.
(d) SAR pattern, transition down, and hover near a target over
which the helicopter has flown.
(e) Transition up, climb, and capture a cruise height.
(f) Capture and track SAR search patterns generated by the
navigation computer.
(g) Monitor the preselected hover height with automatic increase in
collective if the aircraft height drops below the safe minimum height.
These SAR modes are intended to be used over large bodies of water
in areas clear of obstructions. Further, use of the modes that
transition down from cruise to hover will include operation at
airspeeds below VMINI.
The SAR system only entails navigation, flight control, and coupled
AFCS operation of the helicopter. The system does not include
additional equipment that may be required for over
[[Page 75426]]
water flight or external loads to meet other operational requirements.
Applicability
These special conditions apply to the Sikorsky Model S-76D
helicopter. Should Sikorsky apply at a later date for a change to the
type certificate to include another model incorporating the same novel
or unusual design feature, the special conditions would apply to that
model as well under the provisions of Sec. 21.101(d).
Conclusion
This action affects only certain novel or unusual design features
on one model (i.e., S-76D) of helicopter. It is not a rule of general
applicability.
List of Subjects in 14 CFR Part 29
Aircraft, Aviation safety.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
The Special Conditions
0
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 Sikorsky Aircraft Corporation Model S-
76D helicopters when the optional Search and Rescue (SAR) Automatic
Flight Control System (AFCS) is installed.
In addition to the 14 CFR part 29 certification requirements for
helicopter instrument flight (Appendix B), the following additional
requirements must be met for certification of the SAR AFCS:
(a) SAR Flight Modes. The coupled SAR flight modes must provide:
(1) Safe and controlled flight in three axes (lateral and
longitudinal position/speed and height/vertical speed) at all airspeeds
from instrument flight minimum speed (VMINI) to a hover within the
maximum demonstrated wind envelope.
(2) Automatic transition to the helicopter instrument flight
(Appendix B) envelope as part of the normal SAR mode sequencing.
(3) A pilot-selectable Go-Around mode that safely interrupts any
other coupled mode and automatically transitions the helicopter to the
instrument flight (Appendix B) envelope.
(4) A means to prevent unintended flight below a safe minimum
height. Pilot-commanded descent below the safe minimum height is
acceptable provided the alerting requirements in paragraph (b)(7)(i) of
these Special Conditions alert the pilot of this descent below safe
minimum height.
(b) SAR Mode System Architecture. To support the integrity of the
SAR modes, the following system architecture is required:
(1) A system for limiting the engine power demanded by the AFCS
when any of the automatic piloting modes are engaged, so full authority
digital engine control power limitations, such as torque and
temperature, are not exceeded.
(2) A system providing the aircraft height above the surface and
final pilot-selected height at a location on the instrument panel in a
position acceptable to the FAA that will make it plainly visible to and
usable by any pilot at their station.
(3) A system providing the aircraft heading and the pilot-selected
heading at a location on the instrument panel in a position acceptable
to the FAA that will make it plainly visible to and usable by any pilot
at their station.
(4) A system providing the aircraft longitudinal and lateral ground
speeds and the pilot-selected longitudinal and lateral ground speeds
when used by the AFCS in the flight envelope where airspeed indications
become unreliable. This information must be presented at a location on
the instrument panel in a position acceptable to the FAA that is
plainly visible to and usable by any pilot at their station.
(5) A system providing wind speed and wind direction when automatic
piloting modes are engaged or transitioning from one mode to another.
(6) A system that monitors for flight guidance deviations and
failures and contains an alerting function that provides the flight
crew with enough information to take appropriate corrective action.
(7) An alerting system that provides visual or aural alerts, or
both, to the flight crew under any of the following conditions:
(i) When the stored or pilot-selected safe minimum height is
reached.
(ii) When a SAR mode system malfunction occurs.
(iii) When the AFCS changes modes automatically from one SAR mode
to another. For normal transitions from one SAR mode to another, a
single visual or aural alert may suffice. For a SAR mode malfunction or
a mode having a time-critical component, the flight crew alerting
system must activate early enough to allow the flight crew to take
timely and appropriate action. The alerting system means must be
designed to alert the flight crew in order to minimize crew errors that
could create an additional hazard.
(8) The SAR system hoist operator control is considered a flight
control with limited authority and must comply with the following:
(i) The hoist operator control must be designed and located to
provide for convenient operation and to prevent confusion and
inadvertent operation.
(ii) The helicopter must be safely controllable by the hoist
operator control throughout the range of that control.
(iii) The hoist operator control may not interfere with the safe
operation of the helicopter.
(iv) Pilot and copilot flight controls must be able to smoothly
override the limited control authority of the hoist operator control,
without exceptional piloting skill, alertness, or strength, and without
the danger of exceeding any other limitation because of the override.
(9) The reliability of the AFCS must be related to the effects of
its failure. The occurrence of any failure condition that would prevent
continued safe flight and landing must be extremely improbable. For any
failure condition of the AFCS which is not shown to be extremely
improbable:
(i) The helicopter must be safely controllable and capable of
continued safe flight without exceptional piloting skill, alertness, or
strength. Additional unrelated probable failures affecting the control
system must be evaluated.
(ii) The AFCS must be designed so that it cannot create a hazardous
deviation in the flight path or produce hazardous loads on the
helicopter during normal operation or in the event of a malfunction or
failure, assuming corrective action begins within an appropriate period
of time. Where multiple systems are installed, subsequent malfunction
conditions must be evaluated in sequence unless their occurrence is
shown to be improbable.
(10) A functional hazard assessment and a system safety assessment
must address the failure conditions associated with SAR operations.
(i) For SAR catastrophic failure conditions, changes may be
required to the following:
(A) System architecture.
(B) Software and complex electronic hardware design assurance
levels.
(C) High Intensity Radiated Field (HIRF) test levels.
(D) Instructions for continued airworthiness.
(ii) The assessments must consider all the systems required for SAR
operations, including the AFCS, all associated AFCS sensors (for
example, radio altimeter), and primary flight displays. Electrical and
electronic
[[Page 75427]]
systems with SAR catastrophic failure conditions (for example, AFCS)
must comply with the Sec. 29.1317(a)(4) HIRF requirements.
(c) SAR Mode Performance Requirements.
(1) The SAR modes must be demonstrated for the requested flight
envelope, including the following minimum sea-state and wind
conditions:
(i) Sea State: Wave height of 2.5 meters (8.2 feet), considering
both short and long swells. This is in addition to the Sea State
demonstrated in reference to the airframe's ditching capability.
(ii) Wind: 25 knots headwind, 17 knots for all other azimuths.
(2) The selected hover height and hover velocity must be captured
(including the transition from one captured mode to another captured
mode) accurately and smoothly and not exhibit any significant overshoot
or oscillation.
(3) The minimum use height (MUH) for the SAR modes must be no more
than the maximum loss of height following any single failure or any
combination of failures not shown to be extremely improbable, plus an
additional margin of 15 feet above the surface. MUH is the minimum
height at which any SAR AFCS mode may be engaged.
(4) The SAR mode system must be usable up to the maximum certified
gross weight of the aircraft or to the lower of the following weights:
(i) Maximum emergency flotation weight.
(ii) Maximum hover Out-of-Ground Effect (OGE) weight.
(iii) Maximum demonstrated weight.
(d) Flight Characteristics.
(1) The basic aircraft must meet all of the 14 CFR part 29
airworthiness criteria for helicopter instrument flight (Appendix B).
(2) For SAR mode coupled flight below VMINI, at the
maximum demonstrated winds, the helicopter must be able to maintain any
required flight condition and make a smooth transition from any flight
condition to any other flight condition without requiring exceptional
piloting skill, alertness, or strength, and without exceeding the limit
load factor. This requirement also includes aircraft control through
the hoist operator's control.
(3) For SAR modes at airspeeds below VMINI, the
following requirements of Appendix B to part 29 must be met and will be
used as an extension to the IFR certification envelope of the basic
aircraft:
(i) Static Longitudinal Stability: the requirements of paragraph IV
of Appendix B are not applicable.
(ii) Static Lateral-Directional Stability: The requirements of
paragraph V of Appendix B are not applicable.
(iii) Dynamic Stability: The requirements of paragraph VI of
Appendix B are replaced with the following two paragraphs:
(A) Any oscillation must be damped and any aperiodic response must
not double in amplitude in less than 10 seconds. This requirement must
also be met with degraded upper modes of the AFCS. An ``upper mode'' is
a mode that utilizes a fully coupled autopilot to provide an
operational SAR profile.
(B) After any upset, the AFCS must return the aircraft to the last
commanded position within 10 seconds or less.
(4) With any of the upper modes of the AFCS engaged, the pilot must
be able to manually recover the aircraft and transition to the normal
(Appendix B) IFR flight profile envelope without exceptional skill,
alertness, or strength.
(e) One-Engine Inoperative (OEI) Performance Information.
The following performance information must be provided in the
Rotorcraft Flight Manual Supplement (RFMS). OEI performance information
and emergency procedures, providing the maximum weight that will
provide a safe landing (or ditching) or the ability to fly away
following failure of the critical engine in a hover. The maximum weight
must be presented as a function of the hover height for the temperature
and pressure altitude range requested for certification. The effects of
wind must be reflected in the hover performance information. These OEI
performance requirements do not replace performance requirements that
may be needed to comply with the airworthiness or operational standards
(Sec. 29.865 or 14 CFR part 133) for external loads or human external
cargo.
(f) RFMS.
(1) The RFMS must contain, at a minimum:
(i) Limitations necessary for safe operation of the SAR system,
including:
(A) Minimum crew requirements. No fewer than 2 pilots, except for
approved external load operations that will also require a hoist
operator.
(B) Maximum SAR weight as determined by the lower of the SAR Mode
performance requirement of paragraph (c)(4) of these Special Conditions
or the aircraft performance information provided by paragraph (e) of
these Special Conditions.
(C) Maximum demonstrated sea state conditions for ditching
compliance.
(D) Engagement criteria for each of the SAR modes to include MUH,
as determined in paragraph (c)(3) of these Special Conditions.
(E) The prohibition of external load operations requiring OEI hover
capability.
(ii) Normal and emergency procedures for operation of the SAR
system (including operation of the hoist operator control), with AFCS
failure modes, AFCS degraded modes, and engine failures.
(iii) Performance information:
(A) OEI performance and height-loss.
(B) Hover OGE performance information, utilizing OEI continuous and
time-limited power ratings.
(C) The maximum wind envelope demonstrated in flight test.
(D) Information and/or advisory information concerning operations
in a heavy salt spray environment, including any airframe or power
effects as a result of salt encrustation.
(g) Flight Demonstration.
(1) Before approval of the SAR system, an acceptable flight
demonstration of all the coupled SAR modes is required.
(2) The AFCS must provide fail-safe operations during coupled
maneuvers. The demonstration of fail-safe operations must include a
pilot workload assessment associated with manually flying the aircraft
to an altitude greater than 200 feet above the surface and an airspeed
of at least the best rate of climb airspeed (Vy).
(3) For any failure condition of the SAR system not shown to be
extremely improbable, the pilot must be able to make a smooth
transition from one flight mode to another without exceptional piloting
skill, alertness, or strength.
(4) Failure conditions that are not shown to be extremely
improbable must be demonstrated by analysis, ground testing, or flight
testing. For failures demonstrated in flight, the following normal
pilot recovery times are acceptable:
(i) Transition modes (Cruise-to-Hover/Hover-to-Cruise) and Hover
modes: Normal pilot recognition plus 1 second.
(ii) Cruise modes: Normal pilot recognition plus 3 seconds.
(5) All AFCS malfunctions must include evaluation at the low-speed
and high-power flight conditions typical of SAR operations.
Additionally, AFCS hard-over, slow-over, and oscillatory malfunctions,
particularly in yaw, require evaluation. AFCS malfunction testing must
include a single or a combination of failures (such as erroneous data
from and loss of the radio altimeter, attitude, heading, and
[[Page 75428]]
altitude sensors) that are not shown to be extremely improbable.
(6) The flight demonstration must include the following
environmental conditions:
(i) Swell into wind.
(ii) Swell and wind from different directions.
(iii) Cross swell.
(iv) Swell of different lengths (short and long swell).
(7) The flight demonstration must also evaluate OEI procedures from
hover while hoisting an external load.
Issued in Fort Worth, Texas, on December 9, 2014.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. 2014-29594 Filed 12-17-14; 8:45 am]
BILLING CODE 4910-13-P
