Special Conditions: Pilatus Aircraft Limited Models PC-12, PC-12/45, PC-12/47; Autothrust System, 25509-25511 [2017-11347]
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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]
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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
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.
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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. (https://rgl.faa.gov/.)
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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.
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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/.
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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
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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
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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
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SUMMARY:
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13:07 Jun 01, 2017
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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 https://
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
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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
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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.
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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\
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\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. (https://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