Special Conditions: Honda Aircraft Company, Model HA-420 HondaJet, Lithium-ion Batteries, 57291-57293 [2015-24164]

Download as PDF Federal Register / Vol. 80, No. 184 / Wednesday, September 23, 2015 / Rules and Regulations operation between normal inspections or overhauls. d. Functions incorporated into any electronic engine control that make it part of any equipment, systems, or installation whose functions are beyond that of basic engine control, and which may also introduce system failures and malfunctions, are not exempt from § 23.1309 and must be shown to meet part 23 levels of safety as derived from § 23.1309. Part 33 certification data, if applicable, may be used to show compliance with any part 23 requirements. If part 33 data is used to substantiate compliance with part 23 requirements, then the applicant must be able to provide this data for showing or compliance. Issued in Kansas City, Missouri on September 14, 2015. Mel Johnson, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–24156 Filed 9–22–15; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 23 [Docket No.FAA–2015–0721; Notice No. 23– 269–SC] Special Conditions: Honda Aircraft Company, Model HA–420 HondaJet, Lithium-ion Batteries Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions. AGENCY: These special conditions are issued for the Honda Aircraft Company, Model HA–420 airplane. This airplane will have a novel or unusual design feature associated with the installation of lithium-ion (Li-ion) batteries. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: These special conditions are effective September 23, 2015. FOR FURTHER INFORMATION CONTACT: Les Lyne, Policies & Procedures Branch, ACE–114, Federal Aviation Administration, Small Airplane Directorate, Aircraft Certification Service, 901 Locust; Kansas City, Missouri 64106; telephone (816) 329– 4171; facsimile (816) 329–4090. mstockstill on DSK4VPTVN1PROD with RULES SUMMARY: VerDate Sep<11>2014 16:11 Sep 22, 2015 Jkt 235001 SUPPLEMENTARY INFORMATION: Background On October 11, 2006, Honda Aircraft Company applied for a type certificate for their new Model HA–420. On October 10, 2013, Honda Aircraft Company requested an extension with an effective application date of October 1, 2013. This extension changed the type certification basis to amendment 23–62. The HA–420 is a four to five passenger (depending on configuration), two crew, lightweight business jet with a 43,000-foot service ceiling and a maximum takeoff weight of 9963 pounds. The airplane is powered by two GE-Honda Aero Engines (GHAE) HF– 120 turbofan engines. The current regulatory requirements for part 23 airplanes do not contain adequate requirements for the application of Li-ion batteries in airborne applications. This type of battery possesses certain failure, operational characteristics, and maintenance requirements that differ significantly from that of the nickel cadmium and lead acid rechargeable batteries currently approved in other normal, utility, acrobatic, and commuter category airplanes. Therefore, the FAA is proposing this special condition to require that (1) all characteristics of the rechargeable lithium batteries and their installation that could affect safe operation of the HA–420 are addressed, and (2) appropriate Instructions for Continued Airworthiness which include maintenance requirements are established to ensure the availability of electrical power from the batteries when needed. Type Certification Basis Under the provisions of 14 CFR 21.17, Honda Aircraft Company must show that the HA–420 meets the applicable provisions of part 23, as amended by Amendments 23–1 through 23–62 thereto. If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR part 23) do not contain adequate or appropriate safety standards for the HA–420 because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16. In addition to the applicable airworthiness regulations and special conditions, the HA–420 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 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 57291 section 611 of Public Law 92–574, the ‘‘Noise Control Act of 1972.’’ The FAA issues special conditions, as defined in 14 CFR 11.19, in accordance with § 11.38, and they become part of the type-certification basis under § 21.17(a)(2). 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. Novel or Unusual Design Features The HA–420 will incorporate the following novel or unusual design feature: The installation of Li-ion batteries. The current regulatory requirements for part 23 airplanes do not contain adequate requirements for the application of Li-ion batteries in airborne applications. This type of battery possesses certain failure, operational characteristics, and maintenance requirements that differ significantly from that of the nickel cadmium and lead acid rechargeable batteries currently approved in other normal, utility, acrobatic, and commuter category airplanes. Discussion The applicable parts 21 and 23 airworthiness regulations governing the installation of batteries in general aviation airplanes, including § 23.1353, were derived from Civil Air Regulations (CAR 3) as part of the recodification that established 14 CFR part 23. The battery requirements, which are identified in § 23.1353, were a rewording of the CAR requirements that did not add any substantive technical requirements. An increase in incidents involving battery fires and failures that accompanied the increased use of Nickel-Cadmium (NiCad) batteries in aircraft resulted in rulemaking activities on the battery requirements for transport category airplanes. These regulations were incorporated into § 23.1353(f) and (g), which apply only to Ni-Cad battery installations. The use of Li-ion batteries on the HA– 420 airplane has prompted the FAA to review the adequacy of the existing battery regulations with respect to that chemistry. As the result of this review, the FAA has determined that the existing regulations do not adequately address several failure, operational, and maintenance characteristics of Li-ion batteries that could affect safety of the E:\FR\FM\23SER1.SGM 23SER1 mstockstill on DSK4VPTVN1PROD with RULES 57292 Federal Register / Vol. 80, No. 184 / Wednesday, September 23, 2015 / Rules and Regulations battery installation of the HA–420 airplane electrical power supply. The introduction of Li-ion batteries into aircraft raises some concern about associated battery/cell monitoring systems and how these may affect utilization of an otherwise ‘‘good’’ battery as an energy source to the electrical system when monitoring components fail. Associated battery/cell monitoring systems (i.e., temperature, state of charge, etc.) should be evaluated/tested with respect the expected extremes in the aircraft operating environment. Li-ion batteries typically have different electrical impedance characteristics than lead-acid or Ni-Cad batteries. Honda Aircraft Company needs to evaluate other components of the aircraft electrical system with respect to these characteristics. At present, there is very limited experience regarding the use of Li-ion rechargeable batteries in applications involving commercial aviation. However, other users of this technology range from wireless telephone manufacturers to the electric vehicle industry and have noted significant safety issues regarding the use of these types of batteries, some of which are described in the following paragraphs: 1. Overcharging. In general, lithium batteries are significantly more susceptible to internal failures that can result in self-sustaining increases in temperature and pressure (i.e., thermal runaway) than their nickel-cadmium or lead-acid counterparts. This is especially true for overcharging, which causes heating and destabilization of the components of the cell, leading to the formation (by plating) of highly unstable metallic lithium. The metallic lithium can ignite, resulting in a self-sustaining fire or explosion. Finally, the severity of thermal runaway due to overcharging increases with increasing battery capacity due to the higher amount of electrolyte in large batteries. 2. Over-discharging. Discharge of some types of lithium battery cells beyond a certain voltage (typically 2.4 volts) can cause corrosion of the electrodes of the cell; resulting in loss of battery capacity that cannot be reversed by recharging. This loss of capacity may not be detected by the simple voltage measurements commonly available to flight crews as a means of checking battery status—a problem shared with nickel-cadmium batteries. 3. Flammability of Cell Components: Unlike nickel-cadmium and lead-acid batteries, some types of lithium batteries use liquid electrolytes that are flammable. The electrolyte can serve as VerDate Sep<11>2014 16:11 Sep 22, 2015 Jkt 235001 a source of fuel for an external fire if there is a breach of the battery container. These safety issues experienced by users of lithium batteries raise concern about the use of these batteries in commercial aviation. The intent of the special condition is to establish appropriate airworthiness standards for lithium battery installations in the HA– 420 and to ensure, as required by §§ 23.1309 and 23.601, that these battery installations are not hazardous or unreliable. Additionally, RTCA, in a joint effort with the FAA and industry, has released RTCA/DO–311, Minimum Operational Performance Standards for Rechargeable Lithium Battery Systems, which gained much of its text directly from previous Li-ion special conditions. Honda Aircraft Company proposes to use DO– 311 as the primary methodology for assuring the battery will perform its intended functions safely as installed in the HA–420 airplane and as the basis for test and qualification of the battery. This Special Condition incorporates applicable portions of DO–311. Discussion Notice of proposed special conditions No. 23–15–03–SC for the Honda Aircraft Company, Model HA–420 airplane was published in the Federal Register on April 14, 2015 (80 FR 19889). No comments were received, and the special conditions are adopted as proposed. Applicability As discussed above, these special conditions are applicable to the HA– 420. Should Honda Aircraft Company 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 standard practice, the effective date of final special conditions would be 30 days after the date of publication in the Federal Register; however, as the certification date for the Honda Aircraft Company HA–420 is imminent, the FAA finds that good cause exists to make these special conditions effective upon issuance. Conclusion This action affects only certain novel or unusual design features on one model of airplanes. It is not a rule of general applicability and it affects only the applicant who applied to the FAA for approval of these features on the airplane. PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 List of Subjects in 14 CFR Part 23 Aircraft, Aviation safety, Signs and symbols. Citation The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704, 14 CFR 21.16 and 14 CFR 11.38 and 11.19. 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 Honda Aircraft Company, HA–420 airplanes. 1. Lithium-Ion Battery Installation a. Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition, or during any failure of the charging or battery monitoring system not shown to be extremely remote. The applicant must design Li-ion battery installation to preclude explosion or fire in the event of those failures. b. The applicant must design the Liion batteries to preclude the occurrence of self-sustaining, uncontrolled increases in temperature or pressure. c. No explosive or toxic gasses emitted by any Li-ion battery in normal operation or as the result of any failure of the battery charging or monitoring system, or battery installation not shown to be extremely remote, may accumulate in hazardous quantities within the airplane. d. Li-ion batteries that contain flammable fluids must comply with the flammable fluid fire protection requirements of § 23.863(a) through (d). e. No corrosive fluids or gasses that may escape from any Li-ion battery may damage surrounding airplane structure or adjacent essential equipment. f. The applicant must provide provision for each installed Li-ion battery to prevent any hazardous effect on structure or essential systems that may be caused by the maximum amount of heat the battery can generate during a short circuit of the battery or of its individual cells. g. Li-ion battery installations must have— (1) A system to control the charging rate of the battery automatically so as to prevent battery overheating or overcharging; or (2) A battery temperature sensing and over-temperature warning system with a means for automatically disconnecting the battery from its charging source in the event of an over-temperature condition; or E:\FR\FM\23SER1.SGM 23SER1 mstockstill on DSK4VPTVN1PROD with RULES Federal Register / Vol. 80, No. 184 / Wednesday, September 23, 2015 / Rules and Regulations (3) A battery failure sensing and warning system with a means for automatically disconnecting the battery from its charging source in the event of battery failure. h. Any Li-ion battery installation whose function is required for safe operation of the airplane, must incorporate a monitoring and warning feature that will provide an indication to the appropriate flightcrew members whenever the capacity and State of Charge (SOC) of the batteries have fallen below levels considered acceptable for dispatch of the airplane. i. The Instructions for Continued Airworthiness (ICA) must contain recommended manufacturers maintenance and inspection requirements to ensure that batteries, including single cells, meet a safety function level essential to the aircraft’s continued airworthiness. (1) The ICA must contain operating instructions and equipment limitations in an installation maintenance manual. (2) The ICA must contain installation procedures and limitations in a maintenance manual, sufficient to ensure that cells or batteries, when installed according to the installation procedures, still meet safety functional levels essential to the aircraft’s continued airworthiness. The limitations must identify any unique aspects of the installation. (3) The ICA must contain corrective maintenance procedures to check battery capacity at manufacturers recommended inspection intervals. (4) The ICA must contain scheduled servicing information to replace batteries at manufacturers recommended replacement time. (5) The ICA must contain maintenance and inspection requirements to check visually for battery and/or charger degradation. j. Batteries in a rotating stock (spares) that have experienced degraded charge retention capability or other damage due to prolonged storage must be functionally checked at manufacturers recommended inspection intervals. k. The System Safety Assessment (SSA) process should address the software and complex hardware levels for the sensing, monitoring, and warning systems if these systems contain complex devices. The functional hazard assessment (FHA) for the system is required based on the intended functions described. The criticality of the specific functions will be determined by the safety assessment process for compliance with § 23.1309. Advisory Circular 23–1309–1C contains acceptable means for accomplishing this requirement. For determining the failure VerDate Sep<11>2014 16:11 Sep 22, 2015 Jkt 235001 condition, the criticality of a function will include the mitigating factors. The failure conditions must address the loss of function and improper operations. Issued in Kansas City, Missouri, on September 14, 2015. Mel Johnson, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–24164 Filed 9–22–15; 8:45 am] BILLING CODE 4910–13–P ENVIRONMENTAL PROTECTION AGENCY 40 CFR Parts 9 and 721 [EPA–HQ–OPPT–2011–0489; FRL 9927–44] RIN 2070–AJ88 Significant New Use Rule for Hexabromocyclododecane and 1,2,5,6,9,10-Hexabromocyclododecane Environmental Protection Agency (EPA). ACTION: Final rule. AGENCY: EPA is promulgating a significant new use rule (SNUR) under the Toxic Substances Control Act (TSCA) for two chemical substances collectively referred to as ‘‘HBCD.’’ This action requires persons who intend to manufacture (including import) or process hexabromocyclododecane or 1,2,5,6,9,10-hexabromocyclododecane (HBCD) for use in consumer textiles (other than for use in motor vehicles) to notify EPA at least 90 days before commencing that activity. The required notification will provide EPA with the opportunity to evaluate the intended use and, if appropriate, to prohibit or limit that activity before it occurs. In this SNUR, the exemption for persons importing or processing a chemical substance as part of an article does not apply to importers and processors of HBCD as part of a textile article (e.g., as part of a bolt of cloth or part of an upholstered chair). EPA is also making a technical amendment to the codified list of control numbers for approved information collection activities so that it includes the control number assigned by the Office of Management and Budget (OMB) to the information collection activities contained in this rule. SUMMARY: This final rule is effective November 23, 2015. ADDRESSES: The docket for this action, identified by docket identification (ID) number EPA–HQ–OPPT–2011–0489, is available at https://www.regulations.gov or at the Office of Pollution Prevention DATES: PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 57293 and Toxics Docket (OPPT Docket), EPA Docket Center (EPA/DC), West William Jefferson Clinton Bldg., Rm. 3334, 1301 Constitution Ave. NW., Washington, DC. The Public Reading Room is open from 8:30 a.m. to 4:30 p.m., Monday through Friday, excluding legal holidays. The telephone number for the Public Reading Room is (202) 566–1744, and the telephone number for the OPPT Docket is (202) 566–0280. Please review the visitor instructions and additional information about the docket available at https://www.epa.gov/dockets. FOR FURTHER INFORMATION CONTACT: For technical information contact: Sue Slotnick, National Program Chemicals Division (7404T), Office of Pollution Prevention and Toxics, Environmental Protection Agency, 1200 Pennsylvania Ave. NW., Washington, DC 20460–0001; telephone number: (202) 566–1973; email address: slotnick.sue@epa.gov. For general information contact: The TSCA-Hotline, ABVI-Goodwill, 422 South Clinton Ave., Rochester, NY 14620; telephone number: (202) 554– 1404; email address: TSCA-Hotline@ epa.gov. SUPPLEMENTARY INFORMATION: I. Executive Summary A. Does this action apply to me? You may be potentially affected by this action if you manufacture (defined by statute to include import) or process hexabromocyclododecane (Chemical Abstracts Service Registry Number (CASRN) 25637-99-4) or 1,2,5,6,9,10hexabromocyclododecane (CASRN 3194-55-6) for use in consumer textiles other than for use in motor vehicles. Throughout this final rule preamble, the term ‘‘HBCD’’ represents both chemical substances, unless a specific CASRN is also noted. The North American Industrial Classification System (NAICS) codes that are identified in this unit are not intended to be exhaustive, but rather provide a guide to help readers determine whether this rule applies to them. Potentially affected entities may include: • Chemical Manufacturing (NAICS code 325). • Painting and Wall Covering Contractors (NAICS code 238320). • Textile and Fabric Finishing (except Broadwoven Fabric) Mills (NAICS code 313312). • Curtain and Drapery Mills (NAICS code 314121). • Other Household Textile Product Mills (NAICS code 314129). • All Other Miscellaneous Textile Product Mills (NAICS code 314999). • Upholstered Household Furniture Manufacturing (NAICS code 337121). E:\FR\FM\23SER1.SGM 23SER1

Agencies

[Federal Register Volume 80, Number 184 (Wednesday, September 23, 2015)]
[Rules and Regulations]
[Pages 57291-57293]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-24164]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No.FAA-2015-0721; Notice No. 23-269-SC]


Special Conditions: Honda Aircraft Company, Model HA-420 
HondaJet, Lithium-ion Batteries

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions.

-----------------------------------------------------------------------

SUMMARY: These special conditions are issued for the Honda Aircraft 
Company, Model HA-420 airplane. This airplane will have a novel or 
unusual design feature associated with the installation of lithium-ion 
(Li-ion) batteries. The applicable airworthiness regulations do not 
contain adequate or appropriate safety standards for this design 
feature. These special conditions contain the additional safety 
standards that the Administrator considers necessary to establish a 
level of safety equivalent to that established by the existing 
airworthiness standards.

DATES: These special conditions are effective September 23, 2015.

FOR FURTHER INFORMATION CONTACT: Les Lyne, Policies & Procedures 
Branch, ACE-114, Federal Aviation Administration, Small Airplane 
Directorate, Aircraft Certification Service, 901 Locust; Kansas City, 
Missouri 64106; telephone (816) 329-4171; facsimile (816) 329-4090.

SUPPLEMENTARY INFORMATION:

Background

    On October 11, 2006, Honda Aircraft Company applied for a type 
certificate for their new Model HA-420. On October 10, 2013, Honda 
Aircraft Company requested an extension with an effective application 
date of October 1, 2013. This extension changed the type certification 
basis to amendment 23-62.
    The HA-420 is a four to five passenger (depending on 
configuration), two crew, lightweight business jet with a 43,000-foot 
service ceiling and a maximum takeoff weight of 9963 pounds. The 
airplane is powered by two GE-Honda Aero Engines (GHAE) HF-120 turbofan 
engines.
    The current regulatory requirements for part 23 airplanes do not 
contain adequate requirements for the application of Li-ion batteries 
in airborne applications. This type of battery possesses certain 
failure, operational characteristics, and maintenance requirements that 
differ significantly from that of the nickel cadmium and lead acid 
rechargeable batteries currently approved in other normal, utility, 
acrobatic, and commuter category airplanes. Therefore, the FAA is 
proposing this special condition to require that (1) all 
characteristics of the rechargeable lithium batteries and their 
installation that could affect safe operation of the HA-420 are 
addressed, and (2) appropriate Instructions for Continued Airworthiness 
which include maintenance requirements are established to ensure the 
availability of electrical power from the batteries when needed.

Type Certification Basis

    Under the provisions of 14 CFR 21.17, Honda Aircraft Company must 
show that the HA-420 meets the applicable provisions of part 23, as 
amended by Amendments 23-1 through 23-62 thereto.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 23) do not contain adequate or 
appropriate safety standards for the HA-420 because of a novel or 
unusual design feature, special conditions are prescribed under the 
provisions of Sec.  21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the HA-420 must comply with the fuel vent and exhaust 
emission requirements of 14 CFR part 34 and the noise certification 
requirements of 14 CFR part 36, and the FAA must issue a finding of 
regulatory adequacy under section 611 of Public Law 92-574, the ``Noise 
Control Act of 1972.''
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance with Sec.  11.38, and they become part of the type-
certification basis under Sec.  21.17(a)(2).
    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.

Novel or Unusual Design Features

    The HA-420 will incorporate the following novel or unusual design 
feature: The installation of Li-ion batteries.
    The current regulatory requirements for part 23 airplanes do not 
contain adequate requirements for the application of Li-ion batteries 
in airborne applications. This type of battery possesses certain 
failure, operational characteristics, and maintenance requirements that 
differ significantly from that of the nickel cadmium and lead acid 
rechargeable batteries currently approved in other normal, utility, 
acrobatic, and commuter category airplanes.

Discussion

    The applicable parts 21 and 23 airworthiness regulations governing 
the installation of batteries in general aviation airplanes, including 
Sec.  23.1353, were derived from Civil Air Regulations (CAR 3) as part 
of the recodification that established 14 CFR part 23. The battery 
requirements, which are identified in Sec.  23.1353, were a rewording 
of the CAR requirements that did not add any substantive technical 
requirements. An increase in incidents involving battery fires and 
failures that accompanied the increased use of Nickel-Cadmium (Ni-Cad) 
batteries in aircraft resulted in rulemaking activities on the battery 
requirements for transport category airplanes. These regulations were 
incorporated into Sec.  23.1353(f) and (g), which apply only to Ni-Cad 
battery installations.
    The use of Li-ion batteries on the HA-420 airplane has prompted the 
FAA to review the adequacy of the existing battery regulations with 
respect to that chemistry. As the result of this review, the FAA has 
determined that the existing regulations do not adequately address 
several failure, operational, and maintenance characteristics of Li-ion 
batteries that could affect safety of the

[[Page 57292]]

battery installation of the HA-420 airplane electrical power supply.
    The introduction of Li-ion batteries into aircraft raises some 
concern about associated battery/cell monitoring systems and how these 
may affect utilization of an otherwise ``good'' battery as an energy 
source to the electrical system when monitoring components fail. 
Associated battery/cell monitoring systems (i.e., temperature, state of 
charge, etc.) should be evaluated/tested with respect the expected 
extremes in the aircraft operating environment.
    Li-ion batteries typically have different electrical impedance 
characteristics than lead-acid or Ni-Cad batteries. Honda Aircraft 
Company needs to evaluate other components of the aircraft electrical 
system with respect to these characteristics.
    At present, there is very limited experience regarding the use of 
Li-ion rechargeable batteries in applications involving commercial 
aviation. However, other users of this technology range from wireless 
telephone manufacturers to the electric vehicle industry and have noted 
significant safety issues regarding the use of these types of 
batteries, some of which are described in the following paragraphs:
    1. Overcharging. In general, lithium batteries are significantly 
more susceptible to internal failures that can result in self-
sustaining increases in temperature and pressure (i.e., thermal 
runaway) than their nickel-cadmium or lead-acid counterparts. This is 
especially true for overcharging, which causes heating and 
destabilization of the components of the cell, leading to the formation 
(by plating) of highly unstable metallic lithium. The metallic lithium 
can ignite, resulting in a self-sustaining fire or explosion. Finally, 
the severity of thermal runaway due to overcharging increases with 
increasing battery capacity due to the higher amount of electrolyte in 
large batteries.
    2. Over-discharging. Discharge of some types of lithium battery 
cells beyond a certain voltage (typically 2.4 volts) can cause 
corrosion of the electrodes of the cell; resulting in loss of battery 
capacity that cannot be reversed by recharging. This loss of capacity 
may not be detected by the simple voltage measurements commonly 
available to flight crews as a means of checking battery status--a 
problem shared with nickel-cadmium batteries.
    3. Flammability of Cell Components: Unlike nickel-cadmium and lead-
acid batteries, some types of lithium batteries use liquid electrolytes 
that are flammable. The electrolyte can serve as a source of fuel for 
an external fire if there is a breach of the battery container.
    These safety issues experienced by users of lithium batteries raise 
concern about the use of these batteries in commercial aviation. The 
intent of the special condition is to establish appropriate 
airworthiness standards for lithium battery installations in the HA-420 
and to ensure, as required by Sec. Sec.  23.1309 and 23.601, that these 
battery installations are not hazardous or unreliable.
    Additionally, RTCA, in a joint effort with the FAA and industry, 
has released RTCA/DO-311, Minimum Operational Performance Standards for 
Rechargeable Lithium Battery Systems, which gained much of its text 
directly from previous Li-ion special conditions. Honda Aircraft 
Company proposes to use DO-311 as the primary methodology for assuring 
the battery will perform its intended functions safely as installed in 
the HA-420 airplane and as the basis for test and qualification of the 
battery. This Special Condition incorporates applicable portions of DO-
311.

Discussion

    Notice of proposed special conditions No. 23-15-03-SC for the Honda 
Aircraft Company, Model HA-420 airplane was published in the Federal 
Register on April 14, 2015 (80 FR 19889). No comments were received, 
and the special conditions are adopted as proposed.

Applicability

    As discussed above, these special conditions are applicable to the 
HA-420. Should Honda Aircraft Company 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 standard practice, the effective date of final special 
conditions would be 30 days after the date of publication in the 
Federal Register; however, as the certification date for the Honda 
Aircraft Company HA-420 is imminent, the FAA finds that good cause 
exists to make these special conditions effective upon issuance.

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplanes. It is not a rule of general applicability 
and it affects only the applicant who applied to the FAA for approval 
of these features on the airplane.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704, 14 CFR 
21.16 and 14 CFR 11.38 and 11.19.

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 Honda Aircraft Company, HA-420 
airplanes.

1. Lithium-Ion Battery Installation

    a. Safe cell temperatures and pressures must be maintained during 
any probable charging or discharging condition, or during any failure 
of the charging or battery monitoring system not shown to be extremely 
remote. The applicant must design Li-ion battery installation to 
preclude explosion or fire in the event of those failures.
    b. The applicant must design the Li-ion batteries to preclude the 
occurrence of self-sustaining, uncontrolled increases in temperature or 
pressure.
    c. No explosive or toxic gasses emitted by any Li-ion battery in 
normal operation or as the result of any failure of the battery 
charging or monitoring system, or battery installation not shown to be 
extremely remote, may accumulate in hazardous quantities within the 
airplane.
    d. Li-ion batteries that contain flammable fluids must comply with 
the flammable fluid fire protection requirements of Sec.  23.863(a) 
through (d).
    e. No corrosive fluids or gasses that may escape from any Li-ion 
battery may damage surrounding airplane structure or adjacent essential 
equipment.
    f. The applicant must provide provision for each installed Li-ion 
battery to prevent any hazardous effect on structure or essential 
systems that may be caused by the maximum amount of heat the battery 
can generate during a short circuit of the battery or of its individual 
cells.
    g. Li-ion battery installations must have--
    (1) A system to control the charging rate of the battery 
automatically so as to prevent battery overheating or overcharging; or
    (2) A battery temperature sensing and over-temperature warning 
system with a means for automatically disconnecting the battery from 
its charging source in the event of an over-temperature condition; or

[[Page 57293]]

    (3) A battery failure sensing and warning system with a means for 
automatically disconnecting the battery from its charging source in the 
event of battery failure.
    h. Any Li-ion battery installation whose function is required for 
safe operation of the airplane, must incorporate a monitoring and 
warning feature that will provide an indication to the appropriate 
flightcrew members whenever the capacity and State of Charge (SOC) of 
the batteries have fallen below levels considered acceptable for 
dispatch of the airplane.
    i. The Instructions for Continued Airworthiness (ICA) must contain 
recommended manufacturers maintenance and inspection requirements to 
ensure that batteries, including single cells, meet a safety function 
level essential to the aircraft's continued airworthiness.
    (1) The ICA must contain operating instructions and equipment 
limitations in an installation maintenance manual.
    (2) The ICA must contain installation procedures and limitations in 
a maintenance manual, sufficient to ensure that cells or batteries, 
when installed according to the installation procedures, still meet 
safety functional levels essential to the aircraft's continued 
airworthiness. The limitations must identify any unique aspects of the 
installation.
    (3) The ICA must contain corrective maintenance procedures to check 
battery capacity at manufacturers recommended inspection intervals.
    (4) The ICA must contain scheduled servicing information to replace 
batteries at manufacturers recommended replacement time.
    (5) The ICA must contain maintenance and inspection requirements to 
check visually for battery and/or charger degradation.
    j. Batteries in a rotating stock (spares) that have experienced 
degraded charge retention capability or other damage due to prolonged 
storage must be functionally checked at manufacturers recommended 
inspection intervals.
    k. The System Safety Assessment (SSA) process should address the 
software and complex hardware levels for the sensing, monitoring, and 
warning systems if these systems contain complex devices. The 
functional hazard assessment (FHA) for the system is required based on 
the intended functions described. The criticality of the specific 
functions will be determined by the safety assessment process for 
compliance with Sec.  23.1309. Advisory Circular 23-1309-1C contains 
acceptable means for accomplishing this requirement. For determining 
the failure condition, the criticality of a function will include the 
mitigating factors. The failure conditions must address the loss of 
function and improper operations.

    Issued in Kansas City, Missouri, on September 14, 2015.
Mel Johnson,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-24164 Filed 9-22-15; 8:45 am]
 BILLING CODE 4910-13-P

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.