Special Conditions: Pilatus Aircraft Limited Models PC-12, PC-12/45, PC-12/47; Autothrust System, 25509-25511 [2017-11347]

Download as PDF Federal Register / Vol. 82, No. 105 / Friday, June 2, 2017 / Rules and Regulations longer has jurisdiction over the matter unless a new Size Standard Petition is filed as a result of a new final rule published in the Federal Register. § 134.916 Effects of OHA’s decision. (a) If OHA grants a Size Standard Petition of a modified or revised size standard, SBA will take appropriate action to rescind that size standard and to restore the one that was in effect before the one challenged in the Size Standard Petition. The restored size standard will remain in effect until SBA issues a new size standard. The OHA decision does not affect the validity of a concern’s size representation made under the challenged size standard prior to the effective date of the SBA action rescinding that challenged size standard. Such a concern remains eligible for award as a small business, and the procuring agency may count the award towards its small business goals. If the procuring agency amends the solicitation and requires new selfcertifications, those self-certifications will be based on the size standard in effect on the day those self-certifications are made. If the size standard in question was newly established, the challenged size standard remains in effect while SBA conducts its further analysis on remand. (b) If OHA denies a Size Standard Petition, the size standard remains as published in the Code of Federal Regulations. § 134.917 Equal Access to Justice Act. A prevailing Petitioner is not entitled to recover attorney’s fees. Size Standard Petitions are not proceedings that are required to be conducted by an Administrative Law Judge under § 134.603. § 134.918 Judicial review. The publication of a final rule in the Federal Register is considered the final agency action for purposes of seeking judicial review. Dated: May 11, 2017. Linda E. McMahon, Administrator. [FR Doc. 2017–10471 Filed 6–1–17; 8:45 am] nlaroche on DSK30NT082PROD with RULES BILLING CODE 8025–01–P VerDate Sep<11>2014 13:07 Jun 01, 2017 Jkt 241001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 23 [Docket No. FAA–2017–0290; Special Conditions No. 23–281–SC] Special Conditions: Pilatus Aircraft Limited Models PC–12, PC–12/45, PC– 12/47; Autothrust System Federal Aviation Administration (FAA), DOT. ACTION: Final special condition. AGENCY: This special condition is for the Pilatus Aircraft Limited PC–12, PC– 12/45, and PC–12/47 airplanes. These airplanes, as modified by Innovative Solutions & Support, Inc., will have a novel or unusual design feature associated with the use of an autothrust system. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. This special condition contains the additional safety standards the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: This special condition is effective June 2, 2017 and is applicable beginning May 24, 2017. FOR FURTHER INFORMATION CONTACT: Jeff Pretz, Federal Aviation Administration, Small Airplane Directorate, Aircraft Certification Service, 901 Locust, Room 301, Kansas City, MO 64106; telephone (816) 329–3239; facsimile (816) 329– 4090. SUMMARY: SUPPLEMENTARY INFORMATION: Background On April 4, 2016, Innovative Solutions & Support applied for a supplemental type certificate for installation of an autothrust system in the PC–12, PC–12/45, and PC–12/47 airplanes. The autothrust system is capable of setting forward thrust based on operation in either a pilot selectable torque or airspeed mode. Operation is limited to use only when above 400 feet above ground level (AGL) after takeoff, and requires disengagement at decision height (DH) or minimum decision altitude (MDA) on approach. The PC– 12, PC–12/45, and PC–12/47 airplanes are nine-passenger, two-crewmember, single-engine turbo-propeller airplanes with a 30,000-foot service ceiling and a maximum takeoff weight of 9,039 to 10,450 pounds—depending on airplane model. These airplanes are powered by a single Pratt & Whitney PT6A–67 engine. PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 25509 The Innovative Solutions & Support, Inc., modification installs an autothrust system in the PC–12, PC–12/45, and PC–12/47 airplanes to reduce pilot workload. The autothrust system is useable in all phases of flight from 400 feet AGL after takeoff down to the decision height on approach. The system includes a torque and airspeed mode along with monitors to prevent the system from exceeding critical engine or airspeed limits. A stepper motor provides throttle movement by acting through a linear actuator, which acts as a link between the stepper motor and throttle. The pilot can override the linear actuator by moving the throttle, which automatically disengages the autothrust system upon disagreement in the expected throttle position versus the actual position. Type Certification Basis Under the provisions of 14 CFR 21.101, Innovative Solutions & Support must show that the PC–12, PC–12/45, and PC–12/47 airplanes, as changed, continues to meet the applicable provisions of the regulations incorporated by reference in Type Certificate No. A78EU. The regulations incorporated by reference in the type certificate are commonly referred to as the ‘‘original type certification basis.’’ The regulations incorporated by reference in A78EU are as follows: 14 CFR part 23, amendments 23–1 through 23–42.1 If the Administrator finds the applicable airworthiness regulations (i.e., 14 CFR part 23) do not contain adequate or appropriate safety standards for the PC–12, PC–12/45, and PC–12/47 airplanes because of a novel or unusual design feature(s), special conditions are prescribed under the provisions of § 21.16. In addition to the applicable airworthiness regulations and special conditions, the PC–12, PC–12/45, and PC–12/47 airplanes 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 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 § 21.101. Special conditions are initially applicable to the model for which they are issued. Should the applicant apply for a supplemental type certificate to modify any other model included on the 1 See Type Certification Data Sheet A78EU, revision 25, ‘‘Certification Basis’’ section for the PC–12, PC–12/45, and PC–12/47 full certification basis. (http://rgl.faa.gov/.) E:\FR\FM\02JNR1.SGM 02JNR1 25510 Federal Register / Vol. 82, No. 105 / Friday, June 2, 2017 / Rules and Regulations same type certificate to incorporate the same novel or unusual design feature, the FAA would apply these special conditions to the other model under § 21.101. Novel or Unusual Design Features The PC–12, PC–12/45, and PC–12/47 airplanes will incorporate the following novel or unusual design feature: Autothrust system Discussion As discussed in the summary section, this modification makes use of an autothrust system, which is a novel design for this type of airplane. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. Mandating additional requirements— developed in part—by adapting relevant portions of 14 CFR 25.1329, Flight guidance systems—applicable to autothrust systems—along with FAA experience with similar autothrust systems, mitigates the concerns associated with installation of the proposed autothrust system. The FAA has previously issued this proposed special condition to part 23 turbojet airplanes, but not for turbopropeller airplanes. The PC–12, PC–12/ 45, and PC–12/47 airplanes are unique with respect to other turbo-propeller designs in that the basic design does not include a separate propeller control lever. Future use of these special conditions on other turbo-propeller designs will require evaluation of the engine and propeller control system to determine their appropriateness. Discussion of Comments Notice of proposed special conditions No. 23–17–01–SC for the Pilatus Aircraft Limited PC–12, PC–12/45, and PC–12/47 airplanes was published in the Federal Register on April 14, 2017 (82 FR 17943).2 No comments were received, and the special condition is adopted as proposed. nlaroche on DSK30NT082PROD with RULES Applicability As discussed above, this special condition is applicable to the PC–12, PC–12/45, and PC–12/47 airplanes. Should Innovative Solutions & Support, Ltd. apply at a later date for a supplemental type certificate to modify any other model included on Type Certificate No. A78EU to incorporate the same novel or unusual design feature, the FAA would apply these special conditions to that model as well. 2 Refer to the U.S. Government Printing Office at https://www.gpo.gov/. VerDate Sep<11>2014 13:07 Jun 01, 2017 Jkt 241001 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 STC for the Pilatus Aircraft, Ltd., PC–12, PC–12/45, and PC–12/47 airplanes is imminent, pursuant to 5 U.S.C. 553(d), the FAA finds that good cause exists to make this special condition effective upon issuance. Conclusion This action affects only certain novel or unusual design features on PC–12, PC–12/45, and PC–12/47 airplanes. It is not a rule of general applicability and 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(f), 106(g); 40113 and 44701; 14 CFR 21.16 and 21.101; and 14 CFR 11.38 and 11.19. The Special Condition Accordingly, pursuant to the authority delegated to me by the Administrator, the following special condition is issued as part of the type certification basis for Pilatus Aircraft Ltd., PC–12, PC–12/45, and PC–12/47 airplanes modified by Innovative Solutions & Support, Inc. 1. Autothrust System In addition to the requirements of §§ 23.143, 23.1309, and 23.1329, the following apply: (a) Quick disengagement controls for the autothrust function must be provided for each pilot. The autothrust quick disengagement controls must be located on the thrust control levers. Quick disengagement controls must be readily accessible to each pilot while operating the thrust control levers. (b) The effects of a failure of the system to disengage the autothrust function when manually commanded by the pilot must be assessed in accordance with the requirements of § 23.1309. (c) Engagement or switching of the flight guidance system, a mode, or a sensor may not cause the autothrust system to affect a transient response that alters the airplane’s flight path any greater than a minor transient, as defined in paragraph (l)(1) of this special condition. (d) Under normal conditions, the disengagement of any automatic control PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 function of a flight guidance system may not cause a transient response of the airplane’s flight path any greater than a minor transient. (e) Under rare normal and non-normal conditions, disengagement of any automatic control function of a flight guidance system may not result in a transient any greater than a significant transient, as defined in paragraph (l)(2) of this special condition. (f) The function and direction of motion of each command reference control, such as heading select or vertical speed, must be plainly indicated on—or adjacent to—each control if necessary to prevent inappropriate use or confusion. (g) Under any condition of flight appropriate to its use, the flight guidance system may not produce hazardous loads on the airplane, nor create hazardous deviations in the flight path. This applies to both fault-free operation and in the event of a malfunction, and assumes that the pilot begins corrective action within a reasonable time. (h) When the flight guidance system is in use, a means must be provided to avoid excursions beyond an acceptable margin from the speed range of the normal flight envelope. If the airplane experiences an excursion outside this range, a means must be provided to prevent the flight guidance system from providing guidance or control to an unsafe speed. (i) The flight guidance system functions, controls, indications, and alerts must be designed to minimize flightcrew errors and confusion concerning the behavior and operation of the flight guidance system. A means must be provided to indicate the current mode of operation, including any armed modes, transitions, and reversions. Selector switch position is not an acceptable means of indication. The controls and indications must be grouped and presented in a logical and consistent manner. The indications must be visible to each pilot under all expected lighting conditions. (j) Following disengagement of the autothrust function, a caution (visual and auditory) must be provided to each pilot. (k) During autothrust operation, it must be possible for the flightcrew to move the thrust levers without requiring excessive force. The autothrust may not create a potential hazard when the flightcrew applies an override force to the thrust levers. (l) For purposes of this section, a transient is a disturbance in the control or flight path of the airplane that is not E:\FR\FM\02JNR1.SGM 02JNR1 Federal Register / Vol. 82, No. 105 / Friday, June 2, 2017 / Rules and Regulations consistent with response to flightcrew inputs or environmental conditions. (1) A minor transient would not significantly reduce safety margins and would involve flightcrew actions that are well within their capabilities. A minor transient may involve a slight increase in flightcrew workload or some physical discomfort to passengers or cabin crew. (2) A significant transient may lead to a significant reduction in safety margins, an increase in flightcrew workload, discomfort to the flightcrew, or physical distress to the passengers or cabin crew, possibly including non-fatal injuries. Significant transients do not require—in order to remain within or recover to the normal flight envelope— any of the following: (i) Exceptional piloting skill, alertness, or strength. (ii) Forces applied by the pilot which are greater than those specified in § 23.143(c). (iii) Accelerations or attitudes in the airplane that might result in further hazard to secured or non-secured occupants. Issued in Kansas City, Missouri, on May 24, 2017. Wes Ryan, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. 2017–11347 Filed 6–1–17; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF HOMELAND SECURITY Coast Guard 33 CFR Part 100 [Docket Number USCG–2017–0010] RIN 1625–AA08 Special Local Regulations; Sector Ohio Valley Annual and Recurring Special Local Regulations Update Coast Guard, DHS. Final rule. AGENCY: ACTION: The Coast Guard is amending and updating its special local regulations relating to recurring marine parades, regattas, and other events that take place in the Coast Guard Sector Ohio Valley area of responsibility (AOR). This rule informs the public of regularly scheduled events that require additional safety measures through the establishing of a special local regulation. Through this rulemaking the current list of recurring special local regulations is updated with revisions, additional events, and removal of events that no nlaroche on DSK30NT082PROD with RULES SUMMARY: VerDate Sep<11>2014 13:07 Jun 01, 2017 Jkt 241001 longer take place in Sector Ohio Valley’s AOR. When these special local regulations are enforced, certain restrictions are placed on marine traffic in specified areas. DATES: This rule is effective June 2, 2017. To view documents mentioned in this preamble as being available in the docket, go to http:// www.regulations.gov, type USCG–2017– 0010 in the ‘‘SEARCH’’ box and click ‘‘SEARCH.’’ Click on Open Docket Folder on the line associated with this rule. FOR FURTHER INFORMATION CONTACT: If you have questions on this rule, call or email Petty Officer James Robinson, Sector Ohio Valley, U.S. Coast Guard; telephone (502) 779–5347, email James.C.Robinson@uscg.mil. SUPPLEMENTARY INFORMATION: ADDRESSES: I. Table of Abbreviations CFR Code of Federal Regulations DHS Department of Homeland Security FR Federal Register NPRM Notice of proposed rulemaking § Section U.S.C. United States Code II. Background Information and Regulatory History The Captain of the Port (COTP) Ohio Valley is establishing, amending, and updating its current list of recurring special local regulations codified under 33 CFR 100.801 in Table no. 1, for the COTP Ohio Valley zone. On March 27, 2017, the Coast Guard published a notice of proposed rulemaking (NPRM) titled Sector Ohio Valley Annual and Recurring Special Local Regulations Update (82 FR 15174). During the comment period that ended April 26, 2017, no comments were received. We are issuing this rule, and under 5 U.S.C. 553(d)(3), the Coast Guard finds that good cause exists for making it effective less than 30 days after publication in the Federal Register. It would be impracticable to provide a full 30-days notice because this rule must be effective June 16, 2017. III. Legal Authority and Need for Rule The Coast Guard’s authority for establishing a special local regulation is contained at 33 U.S.C. 1233. The Coast Guard is amending and updating the special local regulations under 33 CFR part 100 to include the most up to date list of recurring special local regulations for events held on or around navigable waters within the Sector Ohio Valley AOR. These events include marine parades, boat races, swim events, and PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 25511 others. The current list under 33 CFR 100.801 requires amending to provide new information on existing special local regulations, include new special local regulations expected to recur annually or biannually, and to remove special local regulations that are no longer required. Issuing individual regulations for each new special local regulation, amendment, or removal of an existing special local regulation creates unnecessary administrative costs and burdens. This rulemaking reduces administrative overhead and provides the public with notice through publication in the Federal Register of the upcoming recurring special local regulations. IV. Discussion of Comments, Changes, and the Rule No comments were received. No changes to the proposed rule have been made. V. Regulatory Analyses We developed this rule after considering numerous statutes and Executive orders related to rulemaking. Below we summarize our analyses based on a number of these statutes and Executive orders, and we discuss First Amendment rights of protestors. A. Regulatory Planning and Review Executive Orders 12866 and 13563 direct agencies to assess the costs and benefits of available regulatory alternatives and, if regulation is necessary, to select regulatory approaches that maximize net benefits. Executive Order 13563 emphasizes the importance of quantifying both costs and benefits, of reducing costs, of harmonizing rules, and of promoting flexibility. This rule has not been designated a ‘‘significant regulatory action,’’ under Executive Order 12866. Accordingly, it has not been reviewed by the Office of Management and Budget. The Coast Guard expects the economic impact of this rule to be minimal, and therefore a full regulatory evaluation is unnecessary. This rule establishes special local regulations limiting access to certain areas under 33 CFR part 100 within Sector Ohio Valley’s AOR. The effect of this rulemaking will not be significant because these special local regulations are limited in scope and duration. Additionally, the public is given advance notification through local forms of notice, the Federal Register, and/or Notices of Enforcement and thus will be able to plan around the special local regulations in advance. Deviation from the special local regulations established E:\FR\FM\02JNR1.SGM 02JNR1

Agencies

[Federal Register Volume 82, Number 105 (Friday, June 2, 2017)]
[Rules and Regulations]
[Pages 25509-25511]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-11347]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. FAA-2017-0290; Special Conditions No. 23-281-SC]


Special Conditions: Pilatus Aircraft Limited Models PC-12, PC-12/
45, PC-12/47; Autothrust System

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special condition.

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

SUMMARY: This special condition is for the Pilatus Aircraft Limited PC-
12, PC-12/45, and PC-12/47 airplanes. These airplanes, as modified by 
Innovative Solutions & Support, Inc., will have a novel or unusual 
design feature associated with the use of an autothrust system. The 
applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature. This special 
condition contains the additional safety standards the Administrator 
considers necessary to establish a level of safety equivalent to that 
established by the existing airworthiness standards.

DATES: This special condition is effective June 2, 2017 and is 
applicable beginning May 24, 2017.

FOR FURTHER INFORMATION CONTACT: Jeff Pretz, Federal Aviation 
Administration, Small Airplane Directorate, Aircraft Certification 
Service, 901 Locust, Room 301, Kansas City, MO 64106; telephone (816) 
329-3239; facsimile (816) 329-4090.

SUPPLEMENTARY INFORMATION:

Background

    On April 4, 2016, Innovative Solutions & Support applied for a 
supplemental type certificate for installation of an autothrust system 
in the PC-12, PC-12/45, and PC-12/47 airplanes. The autothrust system 
is capable of setting forward thrust based on operation in either a 
pilot selectable torque or airspeed mode. Operation is limited to use 
only when above 400 feet above ground level (AGL) after takeoff, and 
requires disengagement at decision height (DH) or minimum decision 
altitude (MDA) on approach. The PC-12, PC-12/45, and PC-12/47 airplanes 
are nine-passenger, two-crewmember, single-engine turbo-propeller 
airplanes with a 30,000-foot service ceiling and a maximum takeoff 
weight of 9,039 to 10,450 pounds--depending on airplane model. These 
airplanes are powered by a single Pratt & Whitney PT6A-67 engine.
    The Innovative Solutions & Support, Inc., modification installs an 
autothrust system in the PC-12, PC-12/45, and PC-12/47 airplanes to 
reduce pilot workload. The autothrust system is useable in all phases 
of flight from 400 feet AGL after takeoff down to the decision height 
on approach. The system includes a torque and airspeed mode along with 
monitors to prevent the system from exceeding critical engine or 
airspeed limits. A stepper motor provides throttle movement by acting 
through a linear actuator, which acts as a link between the stepper 
motor and throttle. The pilot can override the linear actuator by 
moving the throttle, which automatically disengages the autothrust 
system upon disagreement in the expected throttle position versus the 
actual position.

Type Certification Basis

    Under the provisions of 14 CFR 21.101, Innovative Solutions & 
Support must show that the PC-12, PC-12/45, and PC-12/47 airplanes, as 
changed, continues to meet the applicable provisions of the regulations 
incorporated by reference in Type Certificate No. A78EU. The 
regulations incorporated by reference in the type certificate are 
commonly referred to as the ``original type certification basis.'' The 
regulations incorporated by reference in A78EU are as follows: 14 CFR 
part 23, amendments 23-1 through 23-42.\1\
---------------------------------------------------------------------------

    \1\ See Type Certification Data Sheet A78EU, revision 25, 
``Certification Basis'' section for the PC-12, PC-12/45, and PC-12/
47 full certification basis. (http://rgl.faa.gov/.)
---------------------------------------------------------------------------

    If the Administrator finds the applicable airworthiness regulations 
(i.e., 14 CFR part 23) do not contain adequate or appropriate safety 
standards for the PC-12, PC-12/45, and PC-12/47 airplanes because of a 
novel or unusual design feature(s), special conditions are prescribed 
under the provisions of Sec.  21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the PC-12, PC-12/45, and PC-12/47 airplanes 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 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.  21.101. Special conditions are 
initially applicable to the model for which they are issued. Should the 
applicant apply for a supplemental type certificate to modify any other 
model included on the

[[Page 25510]]

same type certificate to incorporate the same novel or unusual design 
feature, the FAA would apply these special conditions to the other 
model under Sec.  21.101.

Novel or Unusual Design Features

    The PC-12, PC-12/45, and PC-12/47 airplanes will incorporate the 
following novel or unusual design feature:

Autothrust system

Discussion

    As discussed in the summary section, this modification makes use of 
an autothrust system, which is a novel design for this type of 
airplane. The applicable airworthiness regulations do not contain 
adequate or appropriate safety standards for this design feature. 
Mandating additional requirements--developed in part--by adapting 
relevant portions of 14 CFR 25.1329, Flight guidance systems--
applicable to autothrust systems--along with FAA experience with 
similar autothrust systems, mitigates the concerns associated with 
installation of the proposed autothrust system.
    The FAA has previously issued this proposed special condition to 
part 23 turbojet airplanes, but not for turbo-propeller airplanes. The 
PC-12, PC-12/45, and PC-12/47 airplanes are unique with respect to 
other turbo-propeller designs in that the basic design does not include 
a separate propeller control lever. Future use of these special 
conditions on other turbo-propeller designs will require evaluation of 
the engine and propeller control system to determine their 
appropriateness.

Discussion of Comments

    Notice of proposed special conditions No. 23-17-01-SC for the 
Pilatus Aircraft Limited PC-12, PC-12/45, and PC-12/47 airplanes was 
published in the Federal Register on April 14, 2017 (82 FR 17943).\2\ 
No comments were received, and the special condition is adopted as 
proposed.
---------------------------------------------------------------------------

    \2\ Refer to the U.S. Government Printing Office at https://www.gpo.gov/.
---------------------------------------------------------------------------

Applicability

    As discussed above, this special condition is applicable to the PC-
12, PC-12/45, and PC-12/47 airplanes. Should Innovative Solutions & 
Support, Ltd. apply at a later date for a supplemental type certificate 
to modify any other model included on Type Certificate No. A78EU to 
incorporate the same novel or unusual design feature, the FAA would 
apply these special conditions 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 STC for 
the Pilatus Aircraft, Ltd., PC-12, PC-12/45, and PC-12/47 airplanes is 
imminent, pursuant to 5 U.S.C. 553(d), the FAA finds that good cause 
exists to make this special condition effective upon issuance.

Conclusion

    This action affects only certain novel or unusual design features 
on PC-12, PC-12/45, and PC-12/47 airplanes. It is not a rule of general 
applicability and 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(f), 106(g); 40113 and 44701; 14 CFR 
21.16 and 21.101; and 14 CFR 11.38 and 11.19.

The Special Condition

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the following special condition is issued as part of the 
type certification basis for Pilatus Aircraft Ltd., PC-12, PC-12/45, 
and PC-12/47 airplanes modified by Innovative Solutions & Support, Inc.

1. Autothrust System

    In addition to the requirements of Sec. Sec.  23.143, 23.1309, and 
23.1329, the following apply:
    (a) Quick disengagement controls for the autothrust function must 
be provided for each pilot. The autothrust quick disengagement controls 
must be located on the thrust control levers. Quick disengagement 
controls must be readily accessible to each pilot while operating the 
thrust control levers.
    (b) The effects of a failure of the system to disengage the 
autothrust function when manually commanded by the pilot must be 
assessed in accordance with the requirements of Sec.  23.1309.
    (c) Engagement or switching of the flight guidance system, a mode, 
or a sensor may not cause the autothrust system to affect a transient 
response that alters the airplane's flight path any greater than a 
minor transient, as defined in paragraph (l)(1) of this special 
condition.
    (d) Under normal conditions, the disengagement of any automatic 
control function of a flight guidance system may not cause a transient 
response of the airplane's flight path any greater than a minor 
transient.
    (e) Under rare normal and non-normal conditions, disengagement of 
any automatic control function of a flight guidance system may not 
result in a transient any greater than a significant transient, as 
defined in paragraph (l)(2) of this special condition.
    (f) The function and direction of motion of each command reference 
control, such as heading select or vertical speed, must be plainly 
indicated on--or adjacent to--each control if necessary to prevent 
inappropriate use or confusion.
    (g) Under any condition of flight appropriate to its use, the 
flight guidance system may not produce hazardous loads on the airplane, 
nor create hazardous deviations in the flight path. This applies to 
both fault-free operation and in the event of a malfunction, and 
assumes that the pilot begins corrective action within a reasonable 
time.
    (h) When the flight guidance system is in use, a means must be 
provided to avoid excursions beyond an acceptable margin from the speed 
range of the normal flight envelope. If the airplane experiences an 
excursion outside this range, a means must be provided to prevent the 
flight guidance system from providing guidance or control to an unsafe 
speed.
    (i) The flight guidance system functions, controls, indications, 
and alerts must be designed to minimize flightcrew errors and confusion 
concerning the behavior and operation of the flight guidance system. A 
means must be provided to indicate the current mode of operation, 
including any armed modes, transitions, and reversions. Selector switch 
position is not an acceptable means of indication. The controls and 
indications must be grouped and presented in a logical and consistent 
manner. The indications must be visible to each pilot under all 
expected lighting conditions.
    (j) Following disengagement of the autothrust function, a caution 
(visual and auditory) must be provided to each pilot.
    (k) During autothrust operation, it must be possible for the 
flightcrew to move the thrust levers without requiring excessive force. 
The autothrust may not create a potential hazard when the flightcrew 
applies an override force to the thrust levers.
    (l) For purposes of this section, a transient is a disturbance in 
the control or flight path of the airplane that is not

[[Page 25511]]

consistent with response to flightcrew inputs or environmental 
conditions.
    (1) A minor transient would not significantly reduce safety margins 
and would involve flightcrew actions that are well within their 
capabilities. A minor transient may involve a slight increase in 
flightcrew workload or some physical discomfort to passengers or cabin 
crew.
    (2) A significant transient may lead to a significant reduction in 
safety margins, an increase in flightcrew workload, discomfort to the 
flightcrew, or physical distress to the passengers or cabin crew, 
possibly including non-fatal injuries. Significant transients do not 
require--in order to remain within or recover to the normal flight 
envelope--any of the following:
    (i) Exceptional piloting skill, alertness, or strength.
    (ii) Forces applied by the pilot which are greater than those 
specified in Sec.  23.143(c).
    (iii) Accelerations or attitudes in the airplane that might result 
in further hazard to secured or non-secured occupants.

    Issued in Kansas City, Missouri, on May 24, 2017.
Wes Ryan,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2017-11347 Filed 6-1-17; 8:45 am]
 BILLING CODE 4910-13-P