Special Conditions: Embraer EMB-550 Airplane; Flight Envelope Protection: Normal Load Factor (g) Limiting, 13838-13840 [2019-06647]
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Federal Register / Vol. 84, No. 67 / Monday, April 8, 2019 / Proposed Rules
institution’s loss on the exposure if the
reference capital instrument were to
have a value of zero.
(3) Adjustments to reflect a short
position. In order to adjust the gross
long position to recognize a short
position in the same instrument under
paragraph (h)(1) of this section, the
following criteria must be met:
(i) The maturity of the short position
must match the maturity of the long
position, or the short position must have
a residual maturity of at least one year
(maturity requirement); or
(ii) For a position that is a trading
asset or trading liability (whether on- or
off-balance sheet) as reported on the
FDIC-supervised institution’s Call
Report, if the FDIC-supervised
institution has a contractual right or
obligation to sell the long position at a
specific point in time and the
counterparty to the contract has an
obligation to purchase the long position
if the FDIC-supervised institution
exercises its right to sell, this point in
time may be treated as the maturity of
the long position such that the maturity
of the long position and short position
are deemed to match for purposes of the
maturity requirement, even if the
maturity of the short position is less
than one year; and
(iii) For an investment in an FDICsupervised institution’s own capital
instrument under paragraph (c)(1) of
this section, an investment in the capital
of an unconsolidated financial
institution under paragraphs (c)(4),
(c)(5), and (d)(1)(iii) of this section, and
an investment in a covered debt
instrument under paragraphs (c)(4) and
(c)(5) of this section:
(A) The FDIC-supervised institution
may only net a short position against a
long position in an investment in the
FDIC-supervised institution’s own
capital instrument under paragraph
(c)(1) of this section if the short position
involves no counterparty credit risk;
(B) A gross long position in an
investment in the FDIC-supervised
institution’s own capital instrument, an
investment in the capital of an
unconsolidated financial institution, or
an investment in a covered debt
instrument due to a position in an index
may be netted against a short position
in the same index;
(C) Long and short positions in the
same index without maturity dates are
considered to have matching maturities;
and
(D) A short position in an index that
is hedging a long cash or synthetic
position in an investment in the FDICsupervised institution’s own capital
instrument, an investment in the capital
instrument of an unconsolidated
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financial institution, or an investment in
a covered debt instrument can be
decomposed to provide recognition of
the hedge. More specifically, the portion
of the index that is composed of the
same underlying instrument that is
being hedged may be used to offset the
long position if both the long position
being hedged and the short position in
the index are reported as a trading asset
or trading liability (whether on- or offbalance sheet) on the FDIC-supervised
institution’s Call Report, and the hedge
is deemed effective by the FDICsupervised institution’s internal control
processes, which have not been found to
be inadequate by the FDIC.
*
*
*
*
*
Dated: September 11, 2018.
Joseph M. Otting,
Comptroller of the Currency.
By order of the Board of Governors of the
Federal Reserve System, March 22, 2019.
Ann E. Misback,
Secretary of the Board.
Dated at Washington, DC on September 19,
2018.
By order of the Board of Directors.
Federal Deposit Insurance Corporation.
Valerie J. Best,
Assistant Executive Secretary.
[FR Doc. 2019–06344 Filed 4–5–19; 8:45 am]
BILLING CODE 4810–33–P; 6210–01–P; 6714–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2013–0772; Notice No. 25–
19–01–SC]
Special Conditions: Embraer EMB–550
Airplane; Flight Envelope Protection:
Normal Load Factor (g) Limiting
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed special
conditions.
AGENCY:
This action proposes an
amendment to special conditions for the
Embraer EMB–550 airplane. This
airplane will have novel or unusual
design features when compared to the
state of technology envisioned in the
airworthiness standards for transport
category airplanes. This design feature
is associated with an electronic flight
control system that prevents the pilot
from inadvertently or intentionally
exceeding the positive or negative
airplane limit load factor. The
applicable airworthiness regulations do
not contain adequate or appropriate
SUMMARY:
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safety standards for this design feature.
These proposed 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: Send comments on or before
April 29, 2019.
ADDRESSES: Send comments identified
by Docket No. FAA–2013–0772 using
any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington,
DC, 20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket website, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478).
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Joe
Jacobsen, Airplane & Flight Crew
Interface Section, AIR–671, Transport
Standards Branch, Policy and
Innovation Division, Aircraft
Certification Service, Federal Aviation
Administration, 2200 South 216th
Street, Des Moines, Washington 98198;
telephone and fax 206–231–3158; email
joe.jacobsen@faa.gov.
SUPPLEMENTARY INFORMATION:
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Federal Register / Vol. 84, No. 67 / Monday, April 8, 2019 / Proposed Rules
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 August 9, 2016, Embraer applied
for a change to Type Certificate No.
TC00062IB to include additional
flexibility to the normal load factor limit
on the Model EMB–550 airplane, by
amending the existing Model EMB–550
Special Conditions No. 25–520–SC as a
result of harmonization efforts in the
Flight Test Harmonization Working
Group (FTHWG). The Embraer EMB–
550 airplane, currently approved under
Type Certificate No. TC00062IB, is a
twin-engine, transport category airplane
with a maximum takeoff weight of
42,857 pounds. The EMB–550 has a
maximum seating capacity of 12
passengers.
The Model EMB–550 flight control
system design incorporates normal load
factor limiting on a full-time basis that
will prevent the pilot from inadvertently
or intentionally exceeding the positive
or negative airplane limit load factor.
This feature is considered novel and
unusual in that the current regulations
do not provide standards for
maneuverability and controllability
evaluations for such systems.
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Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Embraer must show that the EMB–550
airplane, as changed, continues to meet
the applicable provisions of the
regulations listed in Type Certificate No.
TC00062IB or the applicable regulations
in effect on the date of application for
the change, except for earlier
amendments as agreed upon by the
FAA.
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 Embraer EMB–550 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
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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, or should any other
model already included on the same
type certificate be modified to
incorporate 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 Embraer EMB–550
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 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.
Novel or Unusual Design Features
The Embraer EMB–550 airplane will
incorporate the following novel or
unusual design features:
The Model EMB–550 flight control
system design incorporates normal load
factor limiting on a full-time basis that
will prevent the pilot from inadvertently
or intentionally exceeding the positive
or negative airplane limit load factor.
This feature is considered novel and
unusual in that the current regulations
do not provide standards for
maneuverability and controllability
evaluations for such systems.
Discussion
The normal load factor limit on the
Model EMB–550 is unique in that
traditional airplanes with conventional
flight control systems (mechanical
linkages) are limited in the pitch axis
only by the elevator surface area and
deflection limit. The elevator control
power is normally derived for adequate
controllability and the maneuverability
at the most critical longitudinal pitching
moment. The result is that traditional
airplanes have a significant portion of
the flight envelope where
maneuverability in excess of limit
structural design values is possible. The
Model EMB–550 because of the normal
load factor limit does not have this
excess maneuverability.
Title 14, Code of Federal Regulations
(14 CFR) part 25 does not specify
requirements for demonstrating
maneuver control that impose any
handling qualities requirements beyond
the design limit structural loads.
Nevertheless, some pilots are
accustomed to the availability of this
excess maneuver capacity in case of
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13839
extreme emergency such as upset
recoveries or collision avoidance.
As a result of harmonization efforts
with other civil aviation authorities
through the Flight Test Harmonization
Working Group (FTHWG), the FAA is
including additional flexibility in
maneuverability limits by amending the
existing Model EMB–550 Special
Conditions No. 25–520–SC. This
additional flexibility allows for reduced
maneuverability limits beyond Vmo/
Mmo. The existing special conditions
are otherwise unchanged.
The proposed 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 Embraer
EMB–550 airplane. Should Embraer
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.
Certification of the Embraer EMB–550
airplane is currently scheduled for April
2019. The substance of these special
conditions has been subject to the notice
and public comment procedure in
several prior instances. Therefore,
because a delay would significantly
affect the applicant’s installation of the
system and the certification of the
airplane, we are shortening the public
comment period to 20 days.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
Authority Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113,
44701, 44702, 44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the type certification basis for Embraer
EMB–550 airplanes.
Flight Envelope Protection: Normal Load
Factor (g) Limiting
1. To meet the intent of adequate
maneuverability and controllability required
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Federal Register / Vol. 84, No. 67 / Monday, April 8, 2019 / Proposed Rules
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by § 25.143(a), and in addition to the
requirements of § 25.143(a) and in the
absence of other limiting factors, the
following special conditions are proposed
based on § 25.333(b):
a. The positive limiting load factor must
not be less than:
(1) 2.5g for the normal state of the
electronic flight control system with the high
lift devices retracted up to Vmo/Mmo. The
positive limiting load factor may be gradually
reduced down to 2.25g above Vmo/Mmo.
(2) 2.0g for the normal state of the
electronic flight control system with the high
lift devices extended.
b. The negative limiting load factor must be
equal to or more negative than:
(1) Minus 1.0g for the normal state of the
electronic flight control system with the high
lift devices retracted.
(2) 0.0g for the normal state of the
electronic flight control system with high lift
devices extended.
c. Maximum reachable positive load factor
wings level may be limited by the
characteristics of the electronic flight control
system or flight envelope protections (other
than load factor protection) provided that:
(1) The required values are readily
achievable in turns, and
(2) Wings level pitch up responsiveness is
satisfactory.
d. Maximum achievable negative load
factor may be limited by the characteristics
of the electronic flight control system or
flight envelope protections (other than load
factor protection) provided that:
(1) Pitch down responsiveness is
satisfactory, and
(2) From level flight, 0g is readily
achievable or alternatively, a satisfactory
trajectory change is readily achievable at
operational speeds. For the FAA to consider
a trajectory change as satisfactory, the
applicant should propose and justify a pitch
rate that provides sufficient maneuvering
capability in the most critical scenarios.
e. Compliance demonstration with the
above requirements may be performed
without ice accretion on the airframe.
f. These special conditions do not impose
an upper bound for the normal load factor
limit, nor does it require that the limiter
exist. If the limit is set at a value beyond the
structural design limit maneuvering load
factor ‘‘n’’ of §§ 25.333(b), 25.337(b) and
25.337(c), there should be a very obvious
positive tactile feel built into the controller
so that it serves as a deterrent to
inadvertently exceeding the structural limit.
Issued in Des Moines, Washington.
Suzanne Masterson,
Acting Manager, Transport Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019–06647 Filed 4–5–19; 8:45 am]
BILLING CODE 4910–13–P
VerDate Sep<11>2014
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Jkt 247001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2019–0188; Product
Identifier 2018–NM–174–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for all The
Boeing Company Model 747–200B, 747–
200C, 747–200F, 747–300, 747–400,
747–400D, 747–400F, 747–8F, and 747–
8 series airplanes. This AD was
prompted by reports of uncommanded
movement of the Captain’s and First
Officer’s seats. This proposed AD would
require, for the Captain’s and First
Officer’s seats, repetitive horizontal
actuator identifications, repetitive
checks of the horizontal movement
system (HMS), a detailed inspection of
the HMS for certain airplanes, and
applicable on-condition actions. This
proposed AD would also require an
inspection to determine the part number
and, if applicable, the serial number of
the Captain’s and First Officer’s seats
and applicable on-condition actions.
This proposed AD would also provide
an optional terminating action for the
repetitive checks of the HMS for certain
airplanes. We are proposing this AD to
address the unsafe condition on these
products.
SUMMARY:
We must receive comments on
this proposed AD by May 23, 2019.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110–SK57, Seal Beach, CA
DATES:
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90740–5600; telephone 562–797–1717;
internet https://
www.myboeingfleet.com. You may view
this service information at the FAA,
Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available on the internet at
https://www.regulations.gov by searching
for and locating Docket No. FAA–2019–
0188.
Examining the AD Docket
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2019–
0188; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this NPRM, the
regulatory evaluation, any comments
received, and other information. The
street address for Docket Operations
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Brandon Lucero, Aerospace Engineer,
Cabin Safety and Environmental
Systems Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax: 206–
231–3569; email: Brandon.Lucero@
faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2019–0188; Product Identifier 2018–
NM–174–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this NPRM. We will consider
all comments received by the closing
date and may amend this NPRM
because of those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We have received reports of
uncommanded movement of the
Captain’s and First Officer’s seats. An
operator reported that during a takeoff,
the First Officer’s seat unlocked from its
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]]>Agencies
[Federal Register Volume 84, Number 67 (Monday, April 8, 2019)]
[Proposed Rules]
[Pages 13838-13840]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-06647]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2013-0772; Notice No. 25-19-01-SC]
Special Conditions: Embraer EMB-550 Airplane; Flight Envelope
Protection: Normal Load Factor (g) Limiting
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
-----------------------------------------------------------------------
SUMMARY: This action proposes an amendment to special conditions for
the Embraer EMB-550 airplane. This airplane will have novel or unusual
design features when compared to the state of technology envisioned in
the airworthiness standards for transport category airplanes. This
design feature is associated with an electronic flight control system
that prevents the pilot from inadvertently or intentionally exceeding
the positive or negative airplane limit load factor. The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature. These proposed 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: Send comments on or before April 29, 2019.
ADDRESSES: Send comments identified by Docket No. FAA-2013-0772 using
any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC, 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket website, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478).
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, Airplane & Flight Crew
Interface Section, AIR-671, Transport Standards Branch, Policy and
Innovation Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone and fax 206-231-3158; email [email protected].
SUPPLEMENTARY INFORMATION:
[[Page 13839]]
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 August 9, 2016, Embraer applied for a change to Type Certificate
No. TC00062IB to include additional flexibility to the normal load
factor limit on the Model EMB-550 airplane, by amending the existing
Model EMB-550 Special Conditions No. 25-520-SC as a result of
harmonization efforts in the Flight Test Harmonization Working Group
(FTHWG). The Embraer EMB-550 airplane, currently approved under Type
Certificate No. TC00062IB, is a twin-engine, transport category
airplane with a maximum takeoff weight of 42,857 pounds. The EMB-550
has a maximum seating capacity of 12 passengers.
The Model EMB-550 flight control system design incorporates normal
load factor limiting on a full-time basis that will prevent the pilot
from inadvertently or intentionally exceeding the positive or negative
airplane limit load factor. This feature is considered novel and
unusual in that the current regulations do not provide standards for
maneuverability and controllability evaluations for such systems.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Embraer must show that the EMB-550 airplane, as changed,
continues to meet the applicable provisions of the regulations listed
in Type Certificate No. TC00062IB or the applicable regulations in
effect on the date of application for the change, except for earlier
amendments as agreed upon by the FAA.
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 Embraer EMB-550 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, or should any other model already included on
the same type certificate be modified to incorporate 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 Embraer EMB-550 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 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.
Novel or Unusual Design Features
The Embraer EMB-550 airplane will incorporate the following novel
or unusual design features:
The Model EMB-550 flight control system design incorporates normal
load factor limiting on a full-time basis that will prevent the pilot
from inadvertently or intentionally exceeding the positive or negative
airplane limit load factor. This feature is considered novel and
unusual in that the current regulations do not provide standards for
maneuverability and controllability evaluations for such systems.
Discussion
The normal load factor limit on the Model EMB-550 is unique in that
traditional airplanes with conventional flight control systems
(mechanical linkages) are limited in the pitch axis only by the
elevator surface area and deflection limit. The elevator control power
is normally derived for adequate controllability and the
maneuverability at the most critical longitudinal pitching moment. The
result is that traditional airplanes have a significant portion of the
flight envelope where maneuverability in excess of limit structural
design values is possible. The Model EMB-550 because of the normal load
factor limit does not have this excess maneuverability.
Title 14, Code of Federal Regulations (14 CFR) part 25 does not
specify requirements for demonstrating maneuver control that impose any
handling qualities requirements beyond the design limit structural
loads. Nevertheless, some pilots are accustomed to the availability of
this excess maneuver capacity in case of extreme emergency such as
upset recoveries or collision avoidance.
As a result of harmonization efforts with other civil aviation
authorities through the Flight Test Harmonization Working Group
(FTHWG), the FAA is including additional flexibility in maneuverability
limits by amending the existing Model EMB-550 Special Conditions No.
25-520-SC. This additional flexibility allows for reduced
maneuverability limits beyond Vmo/Mmo. The existing special conditions
are otherwise unchanged.
The proposed 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
Embraer EMB-550 airplane. Should Embraer 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.
Certification of the Embraer EMB-550 airplane is currently
scheduled for April 2019. The substance of these special conditions has
been subject to the notice and public comment procedure in several
prior instances. Therefore, because a delay would significantly affect
the applicant's installation of the system and the certification of the
airplane, we are shortening the public comment period to 20 days.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702,
44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Embraer EMB-550 airplanes.
Flight Envelope Protection: Normal Load Factor (g) Limiting
1. To meet the intent of adequate maneuverability and
controllability required
[[Page 13840]]
by Sec. 25.143(a), and in addition to the requirements of Sec.
25.143(a) and in the absence of other limiting factors, the
following special conditions are proposed based on Sec. 25.333(b):
a. The positive limiting load factor must not be less than:
(1) 2.5g for the normal state of the electronic flight control
system with the high lift devices retracted up to Vmo/Mmo. The
positive limiting load factor may be gradually reduced down to 2.25g
above Vmo/Mmo.
(2) 2.0g for the normal state of the electronic flight control
system with the high lift devices extended.
b. The negative limiting load factor must be equal to or more
negative than:
(1) Minus 1.0g for the normal state of the electronic flight
control system with the high lift devices retracted.
(2) 0.0g for the normal state of the electronic flight control
system with high lift devices extended.
c. Maximum reachable positive load factor wings level may be
limited by the characteristics of the electronic flight control
system or flight envelope protections (other than load factor
protection) provided that:
(1) The required values are readily achievable in turns, and
(2) Wings level pitch up responsiveness is satisfactory.
d. Maximum achievable negative load factor may be limited by the
characteristics of the electronic flight control system or flight
envelope protections (other than load factor protection) provided
that:
(1) Pitch down responsiveness is satisfactory, and
(2) From level flight, 0g is readily achievable or
alternatively, a satisfactory trajectory change is readily
achievable at operational speeds. For the FAA to consider a
trajectory change as satisfactory, the applicant should propose and
justify a pitch rate that provides sufficient maneuvering capability
in the most critical scenarios.
e. Compliance demonstration with the above requirements may be
performed without ice accretion on the airframe.
f. These special conditions do not impose an upper bound for the
normal load factor limit, nor does it require that the limiter
exist. If the limit is set at a value beyond the structural design
limit maneuvering load factor ``n'' of Sec. Sec. 25.333(b),
25.337(b) and 25.337(c), there should be a very obvious positive
tactile feel built into the controller so that it serves as a
deterrent to inadvertently exceeding the structural limit.
Issued in Des Moines, Washington.
Suzanne Masterson,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-06647 Filed 4-5-19; 8:45 am]
BILLING CODE 4910-13-P
