Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations 14007 

stability, which is introduced above 33 

degrees roll angle, must not require 

excessive pilot strength to achieve these 

roll angles. Other protections, which 

further limit the roll capability under 

certain extreme angle of attack or 

attitude or high speed conditions, are 

acceptable, as long as they allow at least 

45 degrees of roll capability. 

c. A lower limit of roll is acceptable 

beyond the overspeed warning if it is 

possible to recover the aircraft to the 

normal flight envelope without undue 

difficulty or delay. 

Issued in Renton, Washington, on February 

26, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–04855 Filed 3–1–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–1292; Special 

Conditions No. 25–485–SC] 

Special Conditions: Embraer S.A., 

Model EMB–550 Airplanes; Electrical/ 

Electronic Equipment Bay Fire 

Detection and Smoke Penetration 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Embraer S.A. Model 

EMB–550 airplane. This airplane will 

have novel or unusual design features, 

specifically distributed electrical and 

electronic equipment bays in 

pressurized areas of the airplane. Older 

transport category airplane electrical/ 

electronic equipment bay installations 

are located in the lower lobe where the 

flight crew could determine the origin of 

smoke or fire by a straightforward 

airplane flight manual procedure. In 

distributed electrical/electronic bay 

installations it is not as straightforward. 

The FAA has no requirement for smoke 

and/or fire detection in the electrical/ 

electronic equipment bays. To ensure 

effective mitigation of fires, the FAA 

proposes these special conditions. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

DATES: Effective April 3, 2013. 

FOR FURTHER INFORMATION CONTACT: 

Robert C. Jones, FAA, Propulsion and 

Mechanical Systems Branch, ANM–112, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–1234; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On May 14, 2009, Embraer S.A. 

applied for a type certificate for their 

new Model EMB–550 airplane. The 

Model EMB–550 airplane is the first of 

a new family of jet airplanes designed 

for corporate flight, fractional, charter, 

and private owner operations. The 

airplane has a conventional 

configuration with a low wing and T-tail 

empennage. The primary structure is 

metal with composite empennage and 

control surfaces. The Model EMB–550 

airplane is designed for 8 passengers, 

with a maximum of 12 passengers. It is 

equipped with two Honeywell 

HTF7500–E medium bypass ratio 

turbofan engines mounted on aft 

fuselage pylons. Each engine produces 

approximately 6,540 pounds of thrust 

for normal takeoff. The primary flight 

controls consist of hydraulically 

powered fly-by-wire elevators, aileron 

and rudder, controlled by the pilot or 

copilot sidestick. 

The Model EMB–550 airplane has 

electrical/electronic equipment bays 

distributed throughout the airplane; 

three of them are in the pressurized 

area. The current airworthiness 

requirements do not contain adequate or 

appropriate safety standards regarding 

smoke/fire detection and protection 

against penetration of hazardous 

quantities of smoke from equipment 

bays into occupied areas of the airplane 

for this type of airplane configuration. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Embraer S.A. must show that the Model 

EMB–550 airplane meets the applicable 

provisions of part 25, as amended by 

Amendments 25–1 through 25–127 

thereto. 

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 Model 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 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same or similar novel 

or unusual design feature, the special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model 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 and the FAA must issue a 

finding of regulatory adequacy under 

section 611 of Public Law 92–574, the 

‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model EMB–550 airplane will 

incorporate the following novel or 

unusual design features: Distributed 

electrical and electronic equipment bays 

that were not envisioned at the time this 

rule was made. 

Discussion 

In general, smoke and fire detection 

systems are designed to: 

• Automatically shut off power to the 

affected equipment, 

• If necessary, reconfigure the 

environmental control systems to 

control any smoke resulting from a fire 

or overheat condition, and 

• Alert the flight crew to the 

existence of the fire. 

Most airplanes certified under part 25 

have one or two electrical equipment 

bays located in the lower lobe, adjacent 

to pressure regulator/outflow valves or 

vents. If a fire occurs in an electrical 

equipment bay, any smoke is drawn 

toward the outflow valves or vents and 

is discharged from the airplane without 

entering occupied areas. In the event of 

a smoke or fire in one of the electrical 

equipment bays, the procedures to 

isolate the bay on some airplanes 

requires the flight crew to use trial and 

error to determine whether or not the 

source is in a particular electrical 

equipment bay. However, with this 

approach, the flight crew does not know 

where the fire or smoke is because it is 

difficult to identify the source, 

especially during changes of phases of 

flight (e.g., climbing or descending) or 

system transients (e.g., changes in the 

airflow from the environmental control 

system). 

This trial-and-error approach may be 

acceptable for aircraft with no more 


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14008 Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations 

than two electrical equipment bays, 

both located in the lower lobe. In this 

case, a fire in an electrical equipment 

bay is in either one bay or the other. 

However, for an aircraft with three or 

more electrical equipment bays, in the 

time it takes to determine the source of 

smoke, the fire could spread, generating 

even more smoke and damage. 

In the Model EMB–550 airplane, 

electrical equipment bays are 

distributed throughout the airplane in 

the pressurized compartment. Section 

25.857 requires that cargo compartments 

have means to prevent hazardous 

quantities of smoke or fire extinguishing 

agent from penetrating into occupied 

areas of the airplane. However, the 

applicable airworthiness regulations do 

not address the following: 

• Preventing hazardous quantities of 

smoke or extinguishing agent 

originating from the electrical 

equipment bays from penetrating into 

occupied areas of the airplane; or 

• Installing smoke or fire detectors in 

electrical equipment bays. 

The FAA determined that the Model 

EMB–550 needs a means to detect 

smoke or fire in each electrical 

equipment bay that is located in the 

pressurized cabin. This means must 

indicate in which bay the smoke or fire 

occurs, and ensure that the flight crew 

can depower it. For situations in which 

it may be impossible for the flight crew 

to shut down all the equipment in the 

bay due to the use of critical or essential 

equipment located in it, Embraer S.A. 

shall conduct an analysis to: 

• Specify the criteria for shutting 

down specific electrical equipment in 

the electrical equipment bay that can be 

shut down, 

• Demonstrate that remaining 

electrical equipment is protected against 

fire propagation, such as thermal 

protection, fire containment, and other 

systems as addressed in Advisory 

Circular 25–16, Electrical Fault and Fire 

Prevention and Protection, dated April 

5, 1991. 

The criteria developed for aircraft 

designs that incorporate distributed 

electrical/electronic equipment bays are 

based upon existing smoke/fire 

detection and smoke penetration 

guidance and acceptable past practices. 

Sections 25.831(b), 25.831(c), 25.831(d), 

and 25.869(a) provide the general 

requirements that apply to electrical/ 

electronic equipment smoke penetration 

and evacuation. Flight tests are 

conducted to demonstrate compliance; 

however, the amount of smoke 

generated and flight test conditions have 

been highly variable. 

The special conditions below require 

that there must be a means to detect 

smoke or fire in each electrical/ 

electronic equipment bay located in the 

pressurized compartment. They also 

include requirements to prevent 

propagation of hazardous quantities of 

smoke or fire extinguishing agent 

throughout the passenger cabin. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–12–17–SC for the Embraer S.A. 

Model EMB–550 airplanes was 

published in the Federal Register on 

December 19, 2012 (77 FR 75071). No 

comments were received, and the 

special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

EMB–550 airplane. Should Embraer 

S.A. apply at a later date for a change 

to the type certificate to include another 

model incorporating the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550 airplanes. 

1. Requirements to prevent 

propagation of smoke that originates in 

electrical equipment bays from entering 

the passenger cabin and flight deck: 

a. To prevent such propagation, 

means to prevent hazardous quantities 

of smoke originating from the electrical 

equipment bays from incapacitating 

passengers and crew must be 

demonstrated. The demonstrations must 

include flight tests, and shall be 

conducted for all dispatchable system 

configurations. 

b. A small quantity of smoke may 

enter an occupied area only under the 

following conditions: 

i. The smoke enters occupied areas 

during system transients from below the 

deck or main deck sources. No 

sustained smoke penetration beyond 

that from environmental control system 

transients is permitted, 

ii. Penetration of the small quantity of 

smoke is a dynamic event, involving 

either dissipation or mobility. 

Dissipation is rapid dilution of the 

smoke by ventilation air. Mobility is 

rapid movement of the smoke into and 

out of the occupied area. In no case 

should a light haze indicative of 

stagnant airflow form, as this indicates 

that the ventilation system is failing to 

meet the requirements of 14 CFR 25.831, 

iii. The smoke from a source below 

the main deck must not rise above 

armrest height on the main deck, and 

iv. The smoke from a source in the 

main deck must dissipate rapidly via 

dilution with fresh air and be evacuated 

from the airplane. The Airplane Flight 

Manual (AFM) must include procedures 

to evacuate smoke from the occupied 

areas. To demonstrate that the quantity 

of smoke is small, a flight test must be 

conducted which simulates the 

emergency procedures used in the event 

of a fire during flight, including the use 

of VMO/MMO descent profiles and a 

simulated landing, if such conditions 

are specified in the emergency 

procedure. 

2. Requirement for smoke or fire 

detection in electrical/electronic 

equipment bays: A smoke or fire 

detection system compliant with 

§§ 25.855(a), (b), (c), and (d); and 

§ 25.858 must be provided for each 

electrical/electronic equipment bay in 

the pressurized cabin. Each system must 

provide a visual indication to the flight 

deck within one minute after the start of 

a fire. Airplane flight tests must be 

conducted to show compliance with 

these requirements, and the 

performance of the detectors must be 

shown in accordance with Advisory 

Circular 25–9A, Smoke Detection, 

Penetration, and Evacuation Tests and 

Related Flight Manual Emergency 

Procedures, or other means acceptable 

to the FAA. 

3. Requirement for AFM procedures 

safety analysis: It shall be demonstrated 

that the AFM procedures to shut down 

electrical/electronic equipment bays, or 

part of them, in case of smoke/fire 

detection, do not compromise the safe 

operation of the aircraft. If a procedure 

requests to shut down only part of the 

equipment, the remaining equipment 

shall be incorporated with safety 

precautions against fire propagation. 


wreier-aviles on DSK5TPTVN1PROD with RULES
Federal Register / Vol. 78, No. 42 / Monday, March 4, 2013 / Rules and Regulations 14009 

Issued in Renton, Washington, on February 

26, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–04854 Filed 3–1–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30888; Amdt. No. 3523] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This rule establishes, amends, 

suspends, or revokes Standard 

Instrument Approach Procedures 

(SIAPs) and associated Takeoff 

Minimums and Obstacle Departure 

Procedures for operations at certain 

airports. These regulatory actions are 

needed because of the adoption of new 

or revised criteria, or because of changes 

occurring in the National Airspace 

System, such as the commissioning of 

new navigational facilities, adding new 

obstacles, or changing air traffic 

requirements. These changes are 

designed to provide safe and efficient 

use of the navigable airspace and to 

promote safe flight operations under 

instrument flight rules at the affected 

airports. 

DATES: This rule is effective March 4, 

2013. The compliance date for each 

SIAP, associated Takeoff Minimums, 

and ODP is specified in the amendatory 

provisions. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of March 4, 

2013. 

ADDRESSES: Availability of matter 

incorporated by reference in the 

amendment is as follows: 

For Examination— 

1. FAA Rules Docket, FAA 

Headquarters Building, 800 

Independence Avenue SW., 

Washington, DC 20591; 

2. The FAA Regional Office of the 

region in which the affected airport is 

located; 

3. The National Flight Procedures 

Office, 6500 South MacArthur Blvd., 

Oklahoma City, OK 73169 or, 

4. The National Archives and Records 

Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, 

or go to: http://www.archives.gov/ 

federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Availability—All SIAPs are available 

online free of charge. Visit nfdc.faa.gov 

to register. Additionally, individual 

SIAP and Takeoff Minimums and ODP 

copies may be obtained from: 

1. FAA Public Inquiry Center (APA– 

200), FAA Headquarters Building, 800 

Independence Avenue SW., 

Washington, DC 20591; or 

2. The FAA Regional Office of the 

region in which the affected airport is 

located. 

FOR FURTHER INFORMATION CONTACT: 

Richard A. Dunham III, Flight Procedure 

Standards Branch (AFS–420) Flight 

Technologies and Programs Division, 

Flight Standards Service, Federal 

Aviation Administration, Mike 

Monroney Aeronautical Center, 6500 

South MacArthur Blvd., Oklahoma City, 

OK 73169 (Mail Address: P.O. Box 

25082 Oklahoma City, OK 73125) 

telephone: (405) 954–4164. 

SUPPLEMENTARY INFORMATION: This rule 

amends Title 14, Code of Federal 

Regulations, Part 97 (14 CFR part 97) by 

amending the referenced SIAPs. The 

complete regulatory description of each 

SIAP is listed on the appropriate FAA 

Form 8260, as modified by the National 

Flight Data Center (FDC)/Permanent 

Notice to Airmen (P–NOTAM), and is 

incorporated by reference in the 

amendment under 5 U.S.C. 552(a), 1 

CFR part 51, and § 97.20 of Title 14 of 

the Code of Federal Regulations. 

The large number of SIAPs, their 

complex nature, and the need for a 

special format make their verbatim 

publication in the Federal Register 

expensive and impractical. Further, 

airmen do not use the regulatory text of 

the SIAPs, but refer to their graphic 

depiction on charts printed by 

publishers of aeronautical materials. 

Thus, the advantages of incorporation 

by reference are realized and 

publication of the complete description 

of each SIAP contained in FAA form 

documents is unnecessary. This 

amendment provides the affected CFR 

sections and specifies the types of SIAP 

and the corresponding effective dates. 

This amendment also identifies the 

airport and its location, the procedure 

and the amendment number. 

The Rule 

This amendment to 14 CFR part 97 is 

effective upon publication of each 

separate SIAP as amended in the 

transmittal. For safety and timeliness of 

change considerations, this amendment 

incorporates only specific changes 

contained for each SIAP as modified by 

FDC/P–NOTAMs. 

The SIAPs, as modified by FDC P– 

NOTAM, and contained in this 

amendment are based on the criteria 

contained in the U.S. Standard for 

Terminal Instrument Procedures 

(TERPS). In developing these changes to 

SIAPs, the TERPS criteria were applied 

only to specific conditions existing at 

the affected airports. All SIAP 

amendments in this rule have been 

previously issued by the FAA in a FDC 

NOTAM as an emergency action of 

immediate flight safety relating directly 

to published aeronautical charts. The 

circumstances which created the need 

for all these SIAP amendments requires 

making them effective in less than 30 

days. 

Because of the close and immediate 

relationship between these SIAPs and 

safety in air commerce, I find that notice 

and public procedure before adopting 

these SIAPs are impracticable and 

contrary to the public interest and, 

where applicable, that good cause exists 

for making these SIAPs effective in less 

than 30 days. 

Conclusion 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. It, therefore—(1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT regulatory 

Policies and Procedures (44 FR 11034; 

February 26, 1979); and (3) does not 

warrant preparation of a regulatory 

evaluation as the anticipated impact is 

so minimal. For the same reason, the 

FAA certifies that this amendment will 

not have a significant economic impact 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 97 

Air Traffic Control, Airports, 

Incorporation by reference, and 

Navigation (Air). 

Issued in Washington, DC, on February 15, 

2013. 

John M. Allen, 

Director, Flight Standards Service. 

Adoption of the Amendment 

Accordingly, pursuant to the 

authority delegated to me, Title 14, 

Code of Federal regulations, Part 97, 14 

CFR part 97, is amended by amending 


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