Special Conditions: Textron Aviation Inc. Model 700 Airplane; Design Roll Maneuver Condition, 21681-21683 [2017-09440]
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Federal Register / Vol. 82, No. 89 / Wednesday, May 10, 2017 / Rules and Regulations
electrical power sources inoperative, as
prescribed by paragraphs 1.a. and 1.b.,
below. For purposes of these special
conditions, normal sources of electrical
power generation do not include any
alternate power sources such as the
battery, ram air turbine, or independent
power systems such as the flight control
permanent magnet generating system. In
showing capability for continued safe
flight and landing, the applicant must
account for systems capability, effects
on crew workload and operating
conditions, and the physiological needs
of the flightcrew and passengers for the
longest diversion time for which the
applicant is seeking approval.
a. In showing compliance with this
requirement, the applicant must account
for common-cause failures, cascading
failures, and zonal physical threats.
b. The applicant may consider the
ability to restore operation of portions of
the electrical power generation and
distribution system if it can be shown
that unrecoverable loss of those portions
of the system is extremely improbable.
The design must provide an alternative
source of electrical power for the time
required to restore the minimum
electrical power generation capability
required for safe flight and landing. The
applicant may exclude unrecoverable
loss of all engines when showing
compliance with this requirement.
2. Regardless of any electrical
generation and distribution system
recovery capability shown under
paragraph 1 of these special conditions,
sufficient electrical system capability
must be provided to:
a. Allow time to descend, with all
engines inoperative, at the speed that
provides the best glide distance, from
the maximum operating altitude to the
top of the engine restart envelope, and
b. Subsequently allow multiple start
attempts of the engines and auxiliary
power unit (APU). The design must
provide this capability in addition to the
electrical capability required by existing
part 25 requirements related to
operation with all engines inoperative.
3. The airplane emergency electrical
power system must be designed to
supply:
a. Electrical power required for
immediate safety, which must continue
to operate without the need for crew
action following the loss of the normal
electrical power, for a duration
sufficient to allow reconfiguration to
provide a non-time-limited source of
electrical power.
b. Electrical power required for
continued safe flight and landing for the
maximum diversion time.
4. If the applicant uses APU-generated
electrical power to satisfy the
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13:27 May 09, 2017
Jkt 241001
requirements of these special
conditions, and if reaching a suitable
runway for landing is beyond the
capacity of the battery systems, then the
APU must be able to be started under
any foreseeable flight condition prior to
the depletion of the battery or the
restoration of normal electrical power,
whichever occurs first. Flight test must
demonstrate this capability at the most
critical condition.
a. The applicant must show that the
APU will provide adequate electrical
power for continued safe flight and
landing.
b. The operating limitations section of
the airplane flight manual (AFM) must
incorporate non-normal procedures that
direct the pilot to take appropriate
actions to activate the APU after loss of
normal engine-driven generated
electrical power.
5. As part of showing compliance
with these special conditions, the tests
to demonstrate loss of all normal
electrical power must also take into
account the following:
a. The assumption that the failure
condition occurs during night
instrument meteorological conditions
(IMC) at the most critical phase of the
flight, relative to the worst possible
electrical power distribution and
equipment-loads-demand condition.
b. After the un-restorable loss of
normal engine generator power, the
airplane engine restart capability is
provided and operations continued in
IMC.
c. The airplane is demonstrated to be
capable of continued safe flight and
landing. The length of time must be
computed based on the maximum
diversion time capability for which the
airplane is being certified. The applicant
must account for airspeed reductions
resulting from the associated failure or
failures.
d. The airplane must provide
adequate indication of loss of normal
electrical power to direct the pilot to the
non-normal procedures, and the
operating limitations section of the AFM
must incorporate non-normal
procedures that will direct the pilot to
take appropriate actions.
Issued in Renton, Washington, on May 2,
2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–09441 Filed 5–9–17; 8:45 am]
BILLING CODE 4910–13–P
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21681
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2017–0215; Special
Conditions No. 25–669–SC]
Special Conditions: Textron Aviation
Inc. Model 700 Airplane; Design Roll
Maneuver Condition
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Textron Aviation Inc.
(Textron) Model 700 airplane. This
airplane will have a novel or unusual
design feature when compared to the
state of technology envisioned in the
airworthiness standards for transportcategory airplanes. This design feature
is an electronic flight-control system
that provides control through pilot
inputs to the flight computer. 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: This action is effective on
Textron on May 10, 2017. We must
receive your comments by June 26,
2017.
SUMMARY:
Send comments identified
by docket number FAA–2017–0215
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
ADDRESSES:
E:\FR\FM\10MYR1.SGM
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21682
Federal Register / Vol. 82, No. 89 / Wednesday, May 10, 2017 / Rules and Regulations
with seating for two crewmembers and
up to 12 passengers. This airplane will
have two Honeywell AS907–2–1S
turbofan engines and a maximum
takeoff weight of 38,514 pounds.
Comments Invited
jstallworth on DSK7TPTVN1PROD with RULES
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)
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Greg
Schneider, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2116; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected airplane.
In addition, the substance of these
special conditions has been subject to
the public-comment process in several
prior instances with no substantive
comments received. The FAA therefore
finds it unnecessary to delay the
effective date and finds tthat good cause
exists for making these special
conditions effective upon publication in
the Federal Register.
Novel or Unusual Design Features
The Model 700 airplane will
incorporate the following novel or
unusual design feature: An electronic
flight-control system that provides
control through pilot inputs to the flight
computer.
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 may change these special
conditions based on the comments we
receive.
Background
On November 20, 2014, Textron
applied for a type certificate for their
new Model 700 airplane. The Model 700
airplane is low-wing, pressurized,
turbofan-powered executive jet airplane
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13:27 May 09, 2017
Jkt 241001
Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.17,
Textron must show that the Model 700
airplane meets the applicable provisions
of part 25, as amended by Amendments
25–1 through 25–139, 25–141, and 25–
143.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Textron Model 700 airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, these special conditions
would also apply to the other model
under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Model 700 airplane must
comply with the fuel-vent and exhaustemission requirements of 14 CFR part
34, and the noise-certification
requirements of 14 CFR part 36. The
FAA must issue a finding of regulatory
adequacy under § 611 of Public Law 92–
574, the ‘‘Noise Control Act of 1972.’’
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type certification basis under
§ 21.17(a)(2).
Discussion
The roll control system uses both
ailerons and flight spoilers. The aileron
control system is a fully mechanical
system, and the flight spoilers are flyby-wire. Section 25.349 specifies roll
maneuver load conditions that are based
on aileron deflection, rather than
control-wheel deflection. By specifying
the load conditions in terms of aileron
deflection, the current requirement does
not address electronic flight controls
that cause nonlinearities and other loads
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Frm 00006
Fmt 4700
Sfmt 4700
caused by spoilers. Since this type of
system affects flight loads, and therefore
the structural capability of the airplane,
special conditions are necessary to
address these effects.
These special conditions differ from
current requirements in that they
require the actuation of the cockpit roll
control, as opposed to the aileron itself,
to perform the roll maneuver. Also,
these special conditions require an
additional load condition at VA, in
which the cockpit roll control is
returned to neutral following the initial
roll input.
These special conditions differ from
similar special conditions applied to
previous similar technologies. These
special conditions are limited to the roll
axis only, whereas previous special
conditions also included the pitch and
yaw axes. Special conditions are no
longer necessary for the pitch or yaw
axes because Amendment 25–91 takes
into account the effects of an electronic
flight-control system in those axes
(§ 25.331 for pitch and § 25.351 for
yaw).
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.
Applicability
As discussed above, these special
conditions are applicable to the Textron
Model 700 airplane. Should Textron
apply at a later date for a change to the
type certificate to include another
model incorporating the same novel or
unusual design feature, these special
conditions would apply to that model as
well.
Conclusion
This action affects only one novel or
unusual design feature on one model of
airplane. It is not a rule of general
applicability.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances 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. Therefore, because a
delay would significantly affect the
certification of the airplane, the FAA
has determined that prior public notice
and comment are unnecessary and
impracticable, and good cause exists for
adopting these special conditions upon
publication in the Federal Register. The
FAA is requesting comments to allow
interested persons to submit views that
E:\FR\FM\10MYR1.SGM
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Federal Register / Vol. 82, No. 89 / Wednesday, May 10, 2017 / Rules and Regulations
may not have been submitted in
response to the prior opportunities for
comment described above.
DEPARTMENT OF TRANSPORTATION
List of Subjects in 14 CFR Part 25
14 CFR Part 39
Federal Aviation Administration
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
[Docket No. FAA–2016–6436; Directorate
Identifier 2015–SW–037–AD; Amendment
39–18869; AD 2017–09–07]
The authority citation for these
special conditions is as follows:
RIN 2120–AA64
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
jstallworth on DSK7TPTVN1PROD with RULES
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 Textron Aviation
Inc. Model 700 airplanes.
In lieu of compliance with § 25.349(a),
the following conditions, speeds, and
cockpit roll control motions (except as
the motions may be limited by pilot
effort) must be considered in
combination with an airplane load
factor of zero and of two-thirds of the
positive maneuvering factor used in
design. In determining the resulting
control-surface deflections, the torsional
flexibility of the wing must be
considered in accordance with
§ 25.301(b):
1. Conditions corresponding to steady
rolling velocities must be investigated.
In addition, conditions corresponding to
maximum angular acceleration must be
investigated for airplanes with engines
or other weight concentrations outboard
of the fuselage. For the angularacceleration conditions, zero rolling
velocity may be assumed in the absence
of a rational time history investigation
of the maneuver.
2. At VA, sudden movement of the
cockpit roll control up to the limit is
applied. The position of the cockpit roll
control must be maintained until a
steady roll rate is achieved, and then
must be returned suddenly to the
neutral position.
3. At VC, the cockpit roll control must
be moved suddenly and maintained so
as to achieve a roll rate not less than
that obtained in paragraph 2.
4. At VD, the cockpit roll control must
be moved suddenly and maintained so
as to achieve a roll rate not less than one
third of that obtained in paragraph 2.
Issued in Renton, Washington, on April 24,
2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–09440 Filed 5–9–17; 8:45 am]
BILLING CODE 4910–13–P
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13:27 May 09, 2017
Jkt 241001
Airworthiness Directives; Airbus
Helicopters Deutschland GmbH
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
6436; or in person at the Docket
Operations Office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this AD, the European Aviation
Safety Agency (EASA) AD, any
incorporated-by-reference service
information, the economic evaluation,
any comments received, and other
Fmt 4700
Sfmt 4700
FOR FURTHER INFORMATION CONTACT:
George Schwab, Aviation Safety
Engineer, Safety Management Group,
Rotorcraft Directorate, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email
george.schwab@faa.gov.
Discussion
We are adopting a new
airworthiness directive (AD) for Airbus
Helicopters Deutschland GmbH (Airbus
Helicopters) Model MBB–BK117 C–2
helicopters. This AD requires inspecting
the pilot collective wiring harness and
was prompted by a report that the heatshrinkable sleeve prevented the twist
grip on the collective from being fully
engaged during a flight test. The actions
of this AD are intended to prevent an
unsafe condition on these products.
DATES: This AD is effective June 14,
2017.
The Director of the Federal Register
approved the incorporation by reference
of a certain document listed in this AD
as of June 14, 2017.
ADDRESSES: For service information
identified in this final rule, contact
Airbus Helicopters, 2701 N. Forum
Drive, Grand Prairie, TX 75052;
telephone (972) 641–0000 or (800) 232–
0323; fax (972) 641–3775; or at https://
www.airbushelicopters.com/techpub/
FO/scripts/myFO_login.php. You may
review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
10101 Hillwood Pkwy., Room 6N–321,
Fort Worth, TX 76177. It is also
available on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
6436.
Frm 00007
information. The street address for the
Docket Operations Office (phone: 800–
647–5527) is U.S. Department of
Transportation, Docket Operations
Office, M–30, West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
SUPPLEMENTARY INFORMATION:
SUMMARY:
PO 00000
21683
On December 7, 2016, at 81 FR 88143,
the Federal Register published our
notice of proposed rulemaking (NPRM),
which proposed to amend 14 CFR part
39 by adding an AD that would apply
to Airbus Helicopters MBB–BK 117 C–
2 helicopters, serial numbers 9004
through 9708. The NPRM proposed to
require visually inspecting the pilot
collective wiring harness for proper
installation of the heat-shrinkable and
transparent sleeves. The proposed
requirements were intended to detect an
incorrectly installed heat-shrinkable
sleeve on the collective lever wiring
harness, which if not corrected, could
result in chafing of the wiring and
subsequent failure of the hoist cable
cutter or emergency landing gear
flotation systems.
The NPRM was prompted by AD No.
2015–0144, dated July 21, 2015, issued
by EASA, which is the Technical Agent
for the Member States of the European
Union, to correct an unsafe condition
for Airbus Helicopters Model MBB–
BK117 C–2 helicopters, up to serial
number 9708. EASA advises that,
during a flight test, the pilot could not
fully engage a twist grip on a Model
MBB–BK117 C–2 helicopter. According
to EASA, further investigation found a
transparent sleeve on the collective
lever wiring harness damaged because
of incorrect installation of the heatshrinkable sleeve. This condition, if not
detected and corrected, could result in
chafing of the harness, leading to the
malfunction of the affected systems,
EASA advises. EASA consequently
requires a one-time inspection of the
heat-shrinkable and transparent sleeves
installed on the collective lever wiring
harness.
Comments
We gave the public the opportunity to
participate in developing this AD, but
we received no comments on the NPRM.
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Agencies
[Federal Register Volume 82, Number 89 (Wednesday, May 10, 2017)]
[Rules and Regulations]
[Pages 21681-21683]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-09440]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2017-0215; Special Conditions No. 25-669-SC]
Special Conditions: Textron Aviation Inc. Model 700 Airplane;
Design Roll Maneuver Condition
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Textron Aviation
Inc. (Textron) Model 700 airplane. This airplane will have a novel or
unusual design feature when compared to the state of technology
envisioned in the airworthiness standards for transport-category
airplanes. This design feature is an electronic flight-control system
that provides control through pilot inputs to the flight computer. 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: This action is effective on Textron on May 10, 2017. We must
receive your comments by June 26, 2017.
ADDRESSES: Send comments identified by docket number FAA-2017-0215
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search
[[Page 21682]]
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)
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Greg Schneider, FAA, Airframe and
Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2116; facsimile 425-227-1320.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions is
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
airplane.
In addition, the substance of these special conditions has been
subject to the public-comment process in several prior instances with
no substantive comments received. The FAA therefore finds it
unnecessary to delay the effective date and finds tthat good cause
exists for making these special conditions effective upon publication
in the Federal Register.
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 may change these special conditions based on the comments
we receive.
Background
On November 20, 2014, Textron applied for a type certificate for
their new Model 700 airplane. The Model 700 airplane is low-wing,
pressurized, turbofan-powered executive jet airplane with seating for
two crewmembers and up to 12 passengers. This airplane will have two
Honeywell AS907-2-1S turbofan engines and a maximum takeoff weight of
38,514 pounds.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, Textron must show that the Model 700 airplane meets the
applicable provisions of part 25, as amended by Amendments 25-1 through
25-139, 25-141, and 25-143.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Textron Model 700 airplane because
of a novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Model 700 airplane must comply with the fuel-vent and
exhaust-emission requirements of 14 CFR part 34, and the noise-
certification requirements of 14 CFR part 36. The FAA must issue a
finding of regulatory adequacy under Sec. 611 of Public Law 92-574,
the ``Noise Control Act of 1972.''
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.17(a)(2).
Novel or Unusual Design Features
The Model 700 airplane will incorporate the following novel or
unusual design feature: An electronic flight-control system that
provides control through pilot inputs to the flight computer.
Discussion
The roll control system uses both ailerons and flight spoilers. The
aileron control system is a fully mechanical system, and the flight
spoilers are fly-by-wire. Section 25.349 specifies roll maneuver load
conditions that are based on aileron deflection, rather than control-
wheel deflection. By specifying the load conditions in terms of aileron
deflection, the current requirement does not address electronic flight
controls that cause nonlinearities and other loads caused by spoilers.
Since this type of system affects flight loads, and therefore the
structural capability of the airplane, special conditions are necessary
to address these effects.
These special conditions differ from current requirements in that
they require the actuation of the cockpit roll control, as opposed to
the aileron itself, to perform the roll maneuver. Also, these special
conditions require an additional load condition at VA, in
which the cockpit roll control is returned to neutral following the
initial roll input.
These special conditions differ from similar special conditions
applied to previous similar technologies. These special conditions are
limited to the roll axis only, whereas previous special conditions also
included the pitch and yaw axes. Special conditions are no longer
necessary for the pitch or yaw axes because Amendment 25-91 takes into
account the effects of an electronic flight-control system in those
axes (Sec. 25.331 for pitch and Sec. 25.351 for yaw).
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.
Applicability
As discussed above, these special conditions are applicable to the
Textron Model 700 airplane. Should Textron apply at a later date for a
change to the type certificate to include another model incorporating
the same novel or unusual design feature, these special conditions
would apply to that model as well.
Conclusion
This action affects only one novel or unusual design feature on one
model of airplane. It is not a rule of general applicability.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances 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. Therefore, because a delay would
significantly affect the certification of the airplane, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon publication in the Federal Register. The FAA is
requesting comments to allow interested persons to submit views that
[[Page 21683]]
may not have been submitted in response to the prior opportunities for
comment described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Textron Aviation Inc. Model 700
airplanes.
In lieu of compliance with Sec. 25.349(a), the following
conditions, speeds, and cockpit roll control motions (except as the
motions may be limited by pilot effort) must be considered in
combination with an airplane load factor of zero and of two-thirds of
the positive maneuvering factor used in design. In determining the
resulting control-surface deflections, the torsional flexibility of the
wing must be considered in accordance with Sec. 25.301(b):
1. Conditions corresponding to steady rolling velocities must be
investigated. In addition, conditions corresponding to maximum angular
acceleration must be investigated for airplanes with engines or other
weight concentrations outboard of the fuselage. For the angular-
acceleration conditions, zero rolling velocity may be assumed in the
absence of a rational time history investigation of the maneuver.
2. At VA, sudden movement of the cockpit roll control up
to the limit is applied. The position of the cockpit roll control must
be maintained until a steady roll rate is achieved, and then must be
returned suddenly to the neutral position.
3. At VC, the cockpit roll control must be moved
suddenly and maintained so as to achieve a roll rate not less than that
obtained in paragraph 2.
4. At VD, the cockpit roll control must be moved
suddenly and maintained so as to achieve a roll rate not less than one
third of that obtained in paragraph 2.
Issued in Renton, Washington, on April 24, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2017-09440 Filed 5-9-17; 8:45 am]
BILLING CODE 4910-13-P