Special Conditions: Textron Aviation Inc. Model 700 Airplane; Design Roll Maneuver Condition, 21681-21683 [2017-09440]

Download as PDF jstallworth on DSK7TPTVN1PROD with RULES 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 VerDate Sep<11>2014 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 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 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 http://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 http://www.regulations.gov/, including any personal information the commenter provides. Using the search ADDRESSES: E:\FR\FM\10MYR1.SGM 10MYR1 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 http://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 VerDate Sep<11>2014 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 PO 00000 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 10MYR1 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 VerDate Sep<11>2014 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 http:// 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 http:// 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. E:\FR\FM\10MYR1.SGM 10MYR1

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 http://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 http://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 
http://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