65562 Federal Register / Vol. 79, No. 214 / Wednesday, November 5, 2014 / Rules and Regulations 

open access. The designated financial 

market utility— 

(i) Monitors compliance with its 

participation requirements on an 

ongoing basis and has the authority to 

impose more-stringent restrictions or 

other risk controls on a participant in 

situations where the designated 

financial market utility determines the 

participant poses heightened risk to the 

designated financial market utility; and 

(ii) Has clearly defined and publicly 

disclosed procedures for facilitating the 

suspension and orderly exit of a 

participant that fails to meet the 

participation requirements. 

(19) Tiered participation 

arrangements. The designated financial 

market utility identifies, monitors, and 

manages the material risks arising from 

arrangements in which firms that are 

not direct participants in the designated 

financial market utility rely on the 

services provided by direct participants 

to access the designated financial 

market utility’s payment, clearing, or 

settlement facilities, whether the risks 

are borne by the designated financial 

market utility or by its participants as a 

result of their participation. The 

designated financial market utility— 

(i) Conducts an analysis to determine 

whether material risks arise from tiered 

participation arrangements; 

(ii) Where material risks are 

identified, mitigates or manages such 

risks; and 

(iii) Reviews and updates the analysis 

conducted under paragraph (a)(19)(i) of 

this section the earlier of every two 

years or following material changes to 

the system design or operations or the 

environment in which the designated 

financial market utility operates if those 

changes could affect the analysis 

conducted under paragraph (a)(19)(i) of 

this section. 

(20) Links. If it operates as a central 

counterparty, securities settlement 

system, or central securities depository 

and establishes a link with one or more 

of these types of financial market 

utilities or trade repositories, the 

designated financial market utility 

identifies, monitors, and manages risks 

related to this link. In this regard, each 

central counterparty in a link 

arrangement with another central 

counterparty covers, at least on a daily 

basis, its current and potential future 

exposures to the linked central 

counterparty and its participants, if any, 

fully with a high degree of confidence 

without reducing the central 

counterparty’s ability to fulfill its 

obligations to its own participants. 

(21) Efficiency and effectiveness. The 

designated financial market utility— 

(i) Is efficient and effective in meeting 

the requirements of its participants and 

the markets it serves, in particular, with 

regard to its— 

(A) Clearing and settlement 

arrangement; 

(B) Risk-management policies, 

procedures, and systems; 

(C) Scope of products cleared and 

settled; and 

(D) Use of technology and 

communication procedures; 

(ii) Has clearly defined goals and 

objectives that are measurable and 

achievable, such as minimum service 

levels, risk-management expectations, 

and business priorities; and 

(iii) Has policies and procedures for 

the regular review of its efficiency and 

effectiveness. 

(22) Communication procedures and 

standards. The designated financial 

market utility uses, or at a minimum 

accommodates, relevant internationally 

accepted communication procedures 

and standards in order to facilitate 

efficient payment, clearing, and 

settlement. 

(23) Disclosure of rules, key 

procedures, and market data. The 

designated financial market utility— 

(i) Has clear and comprehensive rules 

and procedures; 

(ii) Publicly discloses all rules and 

key procedures, including key aspects of 

its default rules and procedures; 

(iii) Provides sufficient information to 

enable participants to have an accurate 

understanding of the risks, fees, and 

other material costs they incur by 

participating in the designated financial 

market utility; 

(iv) Provides a comprehensive public 

disclosure of its legal, governance, risk 

management, and operating framework, 

that includes— 

(A) Executive summary. An executive 

summary of the key points from 

paragraphs (a)(23)(iv)(B) through (D) of 

this section; 

(B) Summary of major changes since 

the last update of the disclosure. A 

summary of the major changes since the 

last update of paragraph (a)(23)(iv)(C), 

(D), or (E) of this section; 

(C) General background on the 

designated financial market utility. A 

description of— 

(1) The designated financial market 

utility’s function and the markets it 

serves, 

(2) Basic data and performance 

statistics on its services and operations, 

such as basic volume and value 

statistics by product type, average 

aggregate intraday exposures to its 

participants, and statistics on the 

designated financial market utility’s 

operational reliability, and 

(3) The designated financial market 

utility’s general organization, legal and 

regulatory framework, and system 

design and operations; 

(D) Standard-by-standard summary 

narrative. A comprehensive narrative 

disclosure for each applicable standard 

set forth in this paragraph (a) with 

sufficient detail and context to enable a 

reader to understand the designated 

financial market utility’s approach to 

controlling the risks and addressing the 

requirements in each standard; and 

(E) List of publicly available 

resources. A list of publicly available 

resources, including those referenced in 

the disclosure, that may help a reader 

understand how the designated 

financial market utility controls its risks 

and addresses the requirements set forth 

in this paragraph (a); and 

(v) Updates the public disclosure 

under paragraph (a)(23)(iv) of this 

section the earlier of every two years or 

following changes to its system or the 

environment in which it operates that 

would significantly change the accuracy 

of the statements provided under 

paragraph (a)(23)(iv) of this section. 

* * * * * 

§ 234.4 [Removed] 

■ 5. Remove § 234.4 

§§ 234.5 through 234.7 [Redesignated as 

§§ 234.4 through 234.6] 

■ 6. Redesignate §§ 234.5 through 234.7 

as §§ 234.4 through 6, respectively. 

§ 234.5 [Amended] 

■ 7. In newly redesignated § 234.5, 

redesignate paragraph (b)(3)(iv) as 

paragraph (b)(3)(iii). 

By order of the Board of Governors of the 

Federal Reserve System, October 28, 2014. 

Robert deV. Frierson, 

Secretary of the Board. 

[FR Doc. 2014–26090 Filed 11–4–14; 8:45 am] 

BILLING CODE 6210–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–1207; Special 

Conditions No. 25–517–SC] 

Special Conditions: Airbus Model 

A350–900 Series Airplane; FlightEnvelope Protection (Icing and NonIcing Conditions); High-Incidence 

Protection and Alpha-Floor Systems 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 


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SUMMARY: These special conditions are 

issued for Airbus Model A350–900 

series airplanes. These airplanes will 

have novel or unusual design features, 

associated with flight-envelope 

protection in icing and non-icing 

conditions, that use low-speed 

incidence protection and an alpha-floor 

function that automatically advances 

throttles whenever the airplane angle of 

attack reaches a predetermined value. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for these 

design features. 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 November 5, 2014. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airframe and Flightcrew 

Interface, ANM–111, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone (425) 227–2011; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested, and the FAA approved, an 

extension to the application for FAA 

type certification to November 15, 2009. 

The Model A350–900 series airplane 

has a conventional layout with twin, 

wing-mounted, Rolls-Royce Trent XWB 

engines. It features a twin-aisle, 9- 

abreast, economy-class layout, and 

accommodates side-by-side placement 

of LD–3 containers in the cargo 

compartment. The basic Model A350– 

900 series airplane configuration 

accommodates 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a maximum take-off weight of 602,000 

lbs. 

Type Certification Basis 

Under title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

airplane meets the applicable provisions 

of 14 CFR part 25, as amended by 

Amendments 25–1 through 25–129. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., part 25) do not contain adequate or 

appropriate safety standards for the 

Model A350–900 series 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, Model A350–900 series 

airplanes must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. The FAA must issue a finding 

of regulatory adequacy under § 611 of 

Public Law 92 574, the ‘‘Noise Control 

Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.17(a)(2). 

The current airworthiness standards 

do not contain adequate safety 

standards for the unique features of the 

high-incidence protection system and 

the alpha-floor system for the Airbus 

Model A350–900 series airplane. Part I 

of the following special conditions is in 

lieu of §§ 25.103, 25.145(a), 25.145(b)(6), 

25.201, 25.203, 25.207, and 25.1323(d). 

Part II is in lieu of §§ 25.21(g), 25.105, 

25.107, 25.121, 25.123, 25.125, and 

25.143. 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

airplane will incorporate the following 

novel or unusual design features: Highincidence protection and alpha-floor 

systems. 

The high-incidence protection system 

replaces the stall-warning system during 

normal operating conditions by 

prohibiting the airplane from stalling. 

The high-incidence protection system 

limits the angle of attack at which the 

airplane can be flown during normal 

low-speed operation, impacts the 

longitudinal airplane handling 

characteristics, and cannot be 

overridden by the crew. The existing 

regulations do not provide adequate 

criteria to address this system. 

The function of the alpha-floor system 

is to increase automatically the thrust 

on the operating engines under unusual 

circumstances where the airplane 

pitches to a predetermined high angle of 

attack or bank angle. The regulations do 

not provide adequate criteria to address 

this system. 

Discussion 

The current airworthiness standards 

do not contain adequate safety 

standards for the high-incidence 

protection system and the alpha-floor 

system for Airbus Model A350–900 

series airplanes. Special conditions are 

needed. 

The high-incidence protection system 

prevents the airplane from stalling and 

therefore, the stall-warning system is 

not needed during normal flight 

conditions. However, during failure 

conditions (which are not shown to be 

extremely improbable), the 

requirements of Title 14 Code of Federal 

Regulations (14 CFR) sections 25.203 

and 25.207 apply, although slightly 

modified (i.e., the flight characteristics 

at the angle of attack for CLMAX must be 

suitable in the traditional sense, and 

stall warning must be provided in a 

conventional manner). 

The alpha-floor function 

automatically advances the throttles on 

the operating engines under flight 

circumstances of low speed if the 

airplane reaches a predetermined high 

angle of attack. This function is 

intended to provide increased climb 

capability. 

These special conditions are intended 

to parallel the requirements provided in 

EASA A350 Certification Review Item 

(CRI): 

• B–1, ‘‘Stalling and Scheduled 

Operating Speeds,’’ and 

• B–09, ‘‘Flight in Icing Conditions,’’ 

to adapt the new standards for 

performance and handling 

characteristics of transport-category 

airplanes in icing conditions introduced 

by Amendment 25–121 to the envelopeprotected Airbus Model A350–900 

series airplane. 

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. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–12–09–SC for the Airbus Model 

A350–900 series airplanes was 

published in the Federal Register on 

December 19, 2012 (77 FR 75066). 

Comments were received from 

Transport Canada Civil Aviation (TCCA) 

and Ageˆncia Nacional De Aviac ̧a ̃o Civil 

(ANAC). 

TCCA Comments and FAA Responses 

1. TCCA commented that, despite 

informal attempts to obtain 

harmonization on requirements for 

high-incidence protection systems, 


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harmonization has not been achieved. 

However, TCCA also correctly points 

out that this will be the subject of an 

ARAC harmonization effort through the 

Flight Test Harmonization Working 

Group (FTHWG). 

The FAA agrees with TCCA that the 

ARAC FTHWG will attempt to reach a 

harmonized position with regard to 

TCCA and ANAC comments; these 

special conditions are necessary in the 

interim. 

2. TCCA also commented that the 

concept of using VSR to establish 

operational speeds in both icing and 

non-icing conditions was well 

established, and not significantly 

commented upon, in earlier rulemaking 

efforts. Because these special conditions 

modify that concept in icing conditions, 

TCCA requested that this point be 

carefully evaluated. 

The FAA agrees with TCCA that this 

point should be carefully evaluated in 

the ARAC FTHWG. However, at this 

time, the FAA considers that the robust 

flight-envelope protection requirements 

of these special conditions provide 

compensating requirements that result 

in an adequate level of safety. 

3. In consideration of a recent 

accident on a test airplane, TCCA 

requested that consideration be given to 

including specific requirements for 

having the protection system 

functioning in ground-effect during 

takeoff and landing. 

The FAA agrees that this point 

deserves consideration, and notes that it 

should be carefully evaluated in the 

ARAC FTHWG. However, at this time, 

the FAA considers that the general 

requirements (those that apply in all 

phases of flight) of these special 

conditions provide an adequate level of 

safety. 

4. The TCCA notes that many airframe 

ice-protection systems have a probable 

failure condition (single failure) where 

some or all of the airframe ice protection 

is lost. TCCA further notes that no 

proposed demonstration requirements 

are specified for failures of airframe ice 

protection, which are most likely in the 

probable/remote range. 

The FAA acknowledges this point, 

and notes that it will be further 

evaluated in the ARAC FTHWG. 

However, at this time, it is the FAA’s 

opinion that these special conditions, 

along with the requirements of 

§ 25.1309, provide an adequate level of 

safety. 

5. Demonstration requirements for 

failures of the airframe ice-protection 

system less than extremely improbable 

should be specified, according to the 

TCCA. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, the FAA 

believes that the general requirements of 

these special conditions, along with the 

general requirements of § 25.1309, 

provide an adequate level of safety. 

6. TCCA also opined that the 

protection system should be effective in 

foreseeable maneuvers such as the 

sideslip that is developed during takeoff 

and landing in crosswind conditions. 

The FAA agrees that this point should 

receive additional evaluation in the 

ARAC FTHWG. However, after 

consideration, it is the FAA’s position 

that the general requirements of these 

special conditions, combined with the 

current demonstration requirements in 

crosswind conditions, provide an 

adequate level of safety. 

7. TCCA recommended introducing a 

new requirement: ‘‘The protection 

system must be designed to operate and 

perform its intended function in 

sideslip angles appropriate to normal 

airplane operation.’’ 

The FAA intends that this point will 

be part of the analysis conducted by the 

ARAC FTHWG. However, at this time, 

it is the FAA’s position that the general 

requirements of these special 

conditions, combined with the general 

flight-test requirements in various 

sideslip conditions, provide an adequate 

level of safety. 

8. TCCA also recommended guidance 

on the adverse effects of airframe and 

system tolerances that should be taken 

into account when determining VMin1g. 

The FAA considers that the general 

requirements of these special 

conditions, along with the guidance in 

AC 25–7, provide an adequate level of 

safety. However, additional evaluation 

may be conducted in the ARAC 

FTHWG. 

9. TCCA requested clarification on 

whether the stall warning required for 

each abnormal configuration likely to be 

used, following system failure, should 

include both icing and non-icing 

requirements. 

Whether the stall warning must 

include both icing and non-icing 

requirements depends upon the failure 

scenario, and whether it meets 

§ 25.1309. Reliance on § 25.1309 

requirements provides an adequate level 

of safety in this case. However, this 

subject may be revisited in the 

upcoming ARAC FTHWG. 

10. TCCA recommended that the FAA 

issue guidance on accounting for the 

adverse effects of airframe and system 

tolerances as a result of leading-edge 

degradation due to damage within 

permissible limits, and contamination 

due to dirt and insects (when 

demonstrating handling characteristics 

to alpha max). 

The FAA may issue such guidance, 

subsequent to evaluation in the ARAC 

FTHWG. However, at this time, it is the 

FAA’s opinion that the general 

requirements of these special 

conditions, along with the guidance in 

AC 25–7, provide an adequate level of 

safety. 

11. TCCA also recommended 

additional flight testing requirements to 

ensure the ‘‘robustness’’ of the highangle-of-attack protection systems, in 

both icing and non-icing conditions. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, the FAA 

considers that additional flight testing 

requirements are not necessary, as the 

requirements of these special conditions 

provide an adequate level of safety. 

12. TCCA requested that the FAA add 

further clarification for sections 

5.1(b)(3)i and 5.1(b)(3)ii of these special 

conditions regarding the requirement for 

straight or turning flight, and power 

setting. 

The FAA agrees that this point should 

be carefully revisited in the ARAC 

FTHWG. However, at this time, the FAA 

considers that the requirements of these 

sections are sufficiently defined in 

section 5.1(a). 

13. TCCA recommended that the FAA 

delete section 5.3(b), if it adopted 

TCCA’s earlier comments. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. 

14. TCCA recommended that 

operational speeds should be 

determined based on a factored VSR or 

Vmin1g in icing conditions, in addition 

to the requirement for minimum 

maneuver margins. TCCA has provided 

specific proposals for those factors. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, the FAA 

considers that the requirements of these 

special conditions provide an adequate 

level of safety because minimum 

maneuver margins are typically more 

limiting than those based on factored 

VSR or Vmin1g. 

ANAC Comments 

1. ANAC questioned the use of 

different operational-speed bases for 

icing and non-icing conditions. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, it is the 

FAA’s opinion that the differing 

requirements for icing and non-icing 

conditions are appropriate and provide 

an adequate level of safety. The nonicing speed basis is used for nearly 


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every flight, while the icing speed basis 

is based on an assumed lengthy 

accumulation of ice, which may not be 

present on every flight in icing 

conditions. Therefore, the safety tradeoff (i.e., differing requirements) between 

increased approach speeds and margin 

to stall is more appropriate in icing 

conditions. 

2. ANAC proposed to have the same 

basic requirements in icing and nonicing, allowing only some degradation 

in handling characteristics at VCLmax in 

icing conditions. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, the FAA 

considers that the rationale for differing 

requirements in icing and non-icing 

conditions is appropriate and provides 

an adequate level of safety. 

3. ANAC recommended that the same 

high-incidence-protection 

demonstration of ‘‘maximum rate 

achievable’’ should be required for icing 

conditions. 

The FAA agrees that this point should 

be carefully evaluated in the ARAC 

FTHWG. However, at this time, the FAA 

considers that the requirements of these 

special conditions provide an adequate 

level of safety. Historically, the FAA has 

allowed a small degradation for stall 

demonstrations in icing conditions (i.e., 

exceptions for high-entry-rate stalls). We 

have extended this philosophy to the 

requirements of these special 

conditions. 

Additional FAA Response to Comments 

The FAA acknowledges these 

comments, which will be fully 

discussed and resolved in the upcoming 

ARAC FTHWG sessions. The FAA notes 

that these special conditions are 

intended to parallel the requirements 

provided in EASA (as the certificating 

authority) A350 Certification Review 

Item (CRI): 

• B–1, ‘‘Stalling and Scheduled 

Operating Speeds,’’ and 

• B–09, ‘‘Flight in Icing Conditions,’’ 

to adapt the new standards for 

performance and handling 

characteristics of transport-category 

airplanes in icing conditions introduced 

by Amendment 25–121 to the envelopeprotected Airbus Model A350–900 

series airplane. 

In the meantime, the FAA, as the 

validating authority, finds that these 

special conditions provide an adequate 

level of safety. No changes to the special 

conditions were made based on TCCA 

and ANAC comments. 

Applicability 

As discussed above, these special 

conditions are applicable to Airbus 

Model A350–900 series airplanes. 

Should Airbus 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. 

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 Airbus Model 

A350–900 series airplane is imminent, 

the FAA finds that good cause exists to 

make these special conditions effective 

upon publication. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Airbus 

Model A350–900 series airplane. 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, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for Airbus Model A350–900 series 

airplanes. 

The current airworthiness standards 

do not contain adequate safety 

standards for the unique features of the 

high-incidence protection system and 

the alpha-floor system for the Airbus 

A350. Part I of the following special 

conditions is in lieu of §§ 25.103, 

25.145(a), 25.145(b)(6), 25.201, 25.203, 

25.207, and 25.1323(d). Part II is in lieu 

of §§ 25.21(g), 25.105, 25.107, 25.121, 

25.123, 25.125, and 25.143. 

Note: In the following paragraphs, ‘‘In icing 

conditions’’ means with the ice accretions 

(relative to the relevant flight phase) as 

defined in 14 CFR Part 25, Amendment 121 

appendix C. 

Special Conditions Part I: Stall 

Protection and Scheduled Operating 

Speeds 

Foreword 

In the following paragraphs, ‘‘In icing 

conditions’’ means with the ice 

accretions (relative to the relevant flight 

phase) as defined in 14 CFR part 25, 

Amendment 121 appendix C. 

1. Definitions 

These special conditions address 

novel or unusual design features of the 

Airbus Model A350–900 series airplane 

and use terminology that does not 

appear in 14 CFR part 25. For the 

purpose of these special conditions, the 

following terms describe certain aspects 

of these novel or unusual design 

features: 

High-Incidence Protection System 

A system that operates directly and 

automatically on the airplane’s flying 

controls to limit the maximum angle of 

attack that can be attained to a value 

below that at which an aerodynamic 

stall would occur. 

Alpha-Floor System 

A system that automatically increases 

thrust on the operating engines when 

angle of attack increases through a 

particular value. 

Alpha-Limit 

The maximum angle of attack at 

which the airplane stabilizes with the 

high-incidence protection system 

operating and the longitudinal control 

held on its aft stop. 

VCLmax

An airspeed calculated from a variety 

of factors including load factor normal 

to the flight path at VCLmax, airplane 

gross weight, aerodynamic reference 

wing area, and dynamic pressure. 

Vmin

The minimum steady flight speed in 

the airplane configuration under 

consideration with the high-incidence 

protection system operating. See 

paragraph 3 of these special conditions. 

Vmin1g 

Vmin corrected to 1g conditions. See 

paragraph 3 of these special conditions. 

It is the minimum calibrated airspeed at 

which the airplane can develop a lift 

force normal to the flight path and equal 

to its weight when at an angle of attack 

not greater than that determined for 

Vmin. 

2. Capability and Reliability of the HighIncidence-Protection System 

These special conditions are issued in 

lieu of the paragraphs of 14 CFR part 25 

referenced below. Acceptable capability 

and reliability of the high-incidenceprotection system can be established by 

flight test, simulation, and analysis, as 

appropriate. The capability and 

reliability required are as follows: 

1—It must not be possible during 

pilot induced maneuvers to encounter a 

stall and handling characteristics must 

be acceptable, as required by section 5 

of these Special Conditions. 

2—The airplane must be protected 

against stalling due to the effects of 


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wind-shears and gusts at low speeds as 

required by section 6 of these Special 

Conditions. 

3—The ability of the high-incidence 

protection system to accommodate any 

reduction in stalling incidence must be 

verified in icing conditions. 

4—The high-incidence protection 

system must be provided in each 

abnormal configuration of the high lift 

devices that is likely to be used in flight 

following system failures. 

5—The reliability of the system and 

the effects of failures must be acceptable 

in accordance with § 25.1309. 

3. Minimum Steady Flight Speed and 

Reference Stall Speed 

In lieu of § 25.103, Minimum steady 

flight speed and Reference stall speed, 

the following requirements apply: 

(a) The minimum steady flight speed, 

Vmin, is the final stabilized calibrated 

airspeed obtained when the airplane is 

decelerated until the longitudinal 

control is on its stop in such a way that 

the entry rate does not exceed 1 knot per 

second. (See Appendix A, paragraph 3) 

(b) The minimum steady flight speed, 

Vmin, must be determined in icing and 

non-icing conditions with: 

(1) The high-incidence protection 

system operating normally. 

(2) Idle thrust and alpha-floor system 

inhibited; 

(3) All combinations of flaps setting 

and, landing gear position for which 

Vmin is required to be determined; 

(4) The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard; 

(5) The most unfavorable center of 

gravity allowable; and 

(6) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) The 1g minimum steady-flight 

speed, Vmin1g, is the minimum 

calibrated airspeed at which the 

airplane can develop a lift force (normal 

to the flight path) equal to its weight, 

while at an angle of attack not greater 

than that at which the minimum steady 

flight speed of sub-paragraph (a) was 

determined. It must be determined in 

icing and non-icing conditions. 

(d) The reference stall speed, VSR, is 

a calibrated airspeed defined by the 

applicant. VSR may not be less than a 1g 

stall speed. VSR must be determined in 

non-icing conditions and expressed as: 

(e) VCLmax is determined in non-icing 

conditions with: 

(1) Engines idling, or, if that resultant 

thrust causes an appreciable decrease in 

stall speed, not more than zero thrust at 

the stall speed; 

(2) The airplane in other respects 

(such as flaps and landing gear) in the 

condition existing in the test or 

performance standard in which VSR is 

being used; 

(3) The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard; 

(4) The center of gravity position that 

results in the highest value of reference 

stall speed; 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system, but not less than 

1.13 VSR and not greater than 1.3 VSR; 

(6) Alpha-floor system inhibited; and 

(7) The high-incidence protection 

system adjusted, at the option of the 

applicant, to allow higher incidence 

than is possible with the normal 

production system. 

(8) Starting from the stabilized trim 

condition, apply the longitudinal 

control to decelerate the airplane so that 

the speed reduction does not exceed 1 

knot per second. 

4. Stall Warning 

In lieu of § 25.207, the following 

requirements apply: 

4.1 Normal Operation 

If the capabilities of the highincidence protection system are met, 

then the conditions of paragraph 2 are 

satisfied. These conditions provide an 

equivalent level of safety to § 25.207, 

Stall Warning, so the provision of an 

additional, unique warning device is not 

required. 


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4.2 High-Incidence Protection System 

Failure 

Following failures of the highincidence protection system, not shown 

to be extremely improbable, such that 

the capability of the system no longer 

satisfies items 1, 2, and 3 of paragraph 

2, stall warning must be provided and 

must protect against encountering 

unacceptable characteristics and against 

encountering stall. 

(a) Stall warning with the flaps and 

landing gear in any normal position 

must be clear and distinctive to the pilot 

and meet the requirements specified in 

paragraphs (d) and (e) below. 

(b) Stall warning must also be 

provided in each abnormal 

configuration of the high lift devices 

that is likely to be used in flight 

following system failures. 

(c) The warning may be furnished 

either through the inherent aerodynamic 

qualities of the airplane or by a device 

that will give clearly distinguishable 

indications under expected conditions 

of flight. However a visual stall warning 

device that requires the attention of the 

crew within the cockpit is not 

acceptable by itself. If a warning device 

is used, it must provide a warning in 

each of the airplane configurations 

prescribed in paragraph (a) above and 

for the conditions prescribed below in 

paragraphs (d) and (e) below. 

(d) In non-icing conditions stall 

warning must meet the following 

requirements: Stall warning must 

provide sufficient margin to prevent 

encountering unacceptable 

characteristics and encountering stall in 

the following conditions: 

(1) In power-off straight deceleration 

not exceeding 1 knot per second to a 

speed 5 knots or 5 percent CAS, 

whichever is greater, below the warning 

onset. 

(2) In turning flight stall deceleration 

at entry rates up to 3 knots per second 

when recovery is initiated not less than 

1 second after the warning onset. 

(e) In icing conditions stall warning 

must provide sufficient margin to 

prevent encountering unacceptable 

characteristics and encountering stall, in 

power off straight and turning flight 

decelerations not exceeding 1 knot per 

second, when the pilot starts a recovery 

maneuver not less than three seconds 

after the onset of stall warning. 

(f) An airplane is considered stalled 

when the behavior of the airplane gives 

the pilot a clear and distinctive 

indication of an acceptable nature that 

the airplane is stalled. Acceptable 

indications of a stall, occurring either 

individually or in combination are: 

(1) A nose-down pitch that cannot be 

readily arrested 

(2) Buffeting, of a magnitude and 

severity that is strong and effective 

deterrent to further speed reduction; or 

(3) The pitch control reaches the aft 

stop and no further increase in pitch 

attitude occurs when the control is held 

full aft for a short time before recovery 

is initiated 

(g) An aircraft exhibits unacceptable 

characteristics during straight or turning 

flight decelerations if it is not always 

possible to produce and to correct roll 

and yaw by unreversed use of aileron 

and rudder controls, or abnormal noseup pitching occurs. 

5. Handling Characteristics at High 

Incidence 

In lieu of both § 25.201 and § 25.203, 

the following requirements apply: 

5.1 High-Incidence Handling 

Demonstrations 

In lieu of § 25.201: High-incidence 

handling demonstration in icing and 

non-icing conditions 

(a) Maneuvers to the limit of the 

longitudinal control, in the nose up 

pitch, must be demonstrated in straight 

flight and in 30° banked turns with: 

(1) The high-incidence protection 

system operating normally. 

(2) Initial power conditions of: 

I: Power off 

II: The power necessary to maintain 

level flight at 1.5 VSR1, where VSR1

is the reference stall speed with 

flaps in approach position, the 

landing gear retracted and 

maximum landing weight. (See 

Appendix A, paragraph 5) 

(3) Alpha-floor system operating 

normally unless more severe conditions 

are achieved with inhibited alpha floor. 

(4) Flaps, landing gear and 

deceleration devices in any likely 

combination of positions (see Appendix 

A, paragraph 6). 

(5) Representative weights within the 

range for which certification is 

requested; and 

(6) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) The following procedures must be 

used to show compliance in non-icing 

and icing conditions: 

(1) Starting at a speed sufficiently 

above the minimum steady flight speed 

to ensure that a steady rate of speed 

reduction can be established, apply the 

longitudinal control so that the speed 

reduction does not exceed 1 knot per 

second until the control reaches the stop 

(see Appendix A, paragraph 3). 

(2) The longitudinal control must be 

maintained at the stop until the airplane 

has reached a stabilized flight condition 

and must then be recovered by normal 

recovery techniques. 

(3) Maneuvers with increased 

deceleration rates 

(i) In non-icing conditions, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to the maximum rate 

achievable. 

(ii) In icing conditions, with the antiice system working normally, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to 3kt/s. 

(4) Maneuver with ice accretion prior 

to operation of the normal anti-ice 

system 

With the ice accretion prior to 

operation of the normal anti-ice system, 

the requirement must also be met in 

deceleration at 1kt/s up to FBS (with 

and without alpha floor). 

5.2 Characteristics in High-Incidence 

Maneuvers 

In lieu of § 25.203: Characteristics in 

High Incidence (see Appendix A, 

paragraph 7). 

In icing and non-icing conditions: 

(a) Throughout maneuvers with a rate 

of deceleration of not more than 1 knot 

per second, both in straight flight and in 

30° banked turns, the airplane’s 

characteristics must be as follows: 

(1) There must not be any abnormal 

nose-up pitching. 

(2) There must not be any 

uncommanded nose-down pitching, 

which would be indicative of stall. 

However reasonable attitude changes 

associated with stabilizing the incidence 

at Alpha limit as the longitudinal 

control reaches the stop would be 

acceptable. (See Appendix A, paragraph 

7.3) 

(3) There must not be any 

uncommanded lateral or directional 

motion and the pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

(4) The airplane must not exhibit 

buffeting of a magnitude and severity 

that would act as a deterrent from 

completing the maneuver specified in 

5.1.(a). 

(b) In maneuvers with increased rates 

of deceleration some degradation of 

characteristics is acceptable, associated 

with a transient excursion beyond the 

stabilized Alpha-limit. However the 

airplane must not exhibit dangerous 

characteristics or characteristics that 

would deter the pilot from holding the 

longitudinal control on the stop for a 

period of time appropriate to the 

maneuver. 


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(c) It must always be possible to 

reduce incidence by conventional use of 

the controls. 

(d) The rate at which the airplane can 

be maneuvered from trim speeds 

associated with scheduled operating 

speeds such as V2 and VREF up to Alphalimit must not be unduly damped or be 

significantly slower than can be 

achieved on conventionally controlled 

transport airplanes. 

5.3 Characteristics Up to Maximum 

Lift Angle of Attack 

(a) In non-icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the angle of attack at which VCLmax

was obtained as defined in paragraph 3 

must be demonstrated in straight flight 

and in 30° banked turns with: 

(1) The high-incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system. 

(2) Automatic thrust increase system 

inhibited 

(3) Engines idling 

(4) Flaps and landing gear in any 

likely combination of positions 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) In icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the maximum angle of attack reached 

during maneuvers from 5.1(b)(3)(ii) 

must be demonstrated in straight flight 

with: 

(1) The high-incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system. 

(2) Automatic thrust increase system 

inhibited 

(3) Engines idling 

(4) Flaps and landing gear in any 

likely combination of positions 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) During the maneuvers used to 

show compliance with paragraphs (a) 

and (b) above, the airplane must not 

exhibit dangerous characteristics and it 

must always be possible to reduce angle 

of attack by conventional use of the 

controls. The pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

6. Atmospheric Disturbances 

Operation of the high-incidence 

protection system must not adversely 

affect aircraft control during expected 

levels of atmospheric disturbances, nor 

impede the application of recovery 

procedures in case of wind-shear. This 

must be demonstrated in non-icing and 

icing conditions. 

7. Alpha Floor 

In icing and non-icing conditions, the 

Alpha-floor setting must be such that 

the airplane can be flown at the speeds 

and bank angles specified in § 25.143(h). 

It also must be shown that the alphafloor setting does not interfere with 

normal maneuvering of the airplane. In 

addition, there must be no alpha-floor 

triggering unless appropriate when the 

aircraft is flown in usual operational 

maneuvers and in turbulence. 

8. Proof of Compliance 

In addition to those in § 25.21(b), the 

following requirement applies: 

(b) The flying qualities must be 

evaluated at the most unfavorable center 

of gravity (CG) position. 

9. For §§ 25.145(a), 25.145(b)(6), and 

25.1323(d), the Following Requirements 

Apply 

§ 25.145(a) Vmin in lieu of ‘‘stall 

identification’’ 

§ 25.145(b)(6) Vmin in lieu of VSW

§ 25.1323(d) ‘‘From 1.23 VSR to Vmin’’ in 

lieu of ‘‘1.23 VSR to stall warning 

speed’’ and ‘‘speeds below Vmin’’ in 

lieu of ‘‘speeds below stall 

warning’’ 

Special Conditions Part II: Credit for 

Robust Envelope Protection in Icing 

Conditions 

1. In lieu of § 25.21(g)(1), the following 

requirement applies: 

In lieu of § 25.21, Proof of 

compliance: 

(g) The requirements of this subpart 

associated with icing conditions apply 

only if certification for flight in icing 

conditions is desired. If certification for 

flight in icing conditions is desired, the 

following requirements also apply (see 

AC 25–25): 

(1) Each requirement of this subpart, 

except §§ 25.121(a), 25.123(c), 

25.143(b)(1) and (b)(2), 25.149, 

25.201(c)(2), 25.207(c) and (d), and 

25.251(b) through (e), must be met in 

icing conditions. Compliance must be 

shown using the ice accretions defined 

in Appendix C, assuming normal 

operation of the airplane and its ice 

protection system in accordance with 

the operating limitations and operating 

procedures established by the applicant 

and provided in the Airplane Flight 

Manual. 

2. Define the stall speed as provided 

in SC Part I, in lieu of § 25.103. 

3. The following requirements apply 

in lieu of § 25.105(a)(2)(i): 

In lieu of § 25.105, Take-off: 

(a) The take-off speeds prescribed by 

§ 25.107, the accelerate-stop distance 

prescribed by § 25.109, the take-off path 

prescribed by § 25.111, and the take-off 

distance and take-off run prescribed by 

§ 25.113, must be determined, and the 

net take-off flight path prescribed by 

§ 25.115, must be determined in the 

selected configuration for take-off at 

each weight, altitude, and ambient 

temperature within the operational 

limits selected by the applicant— 

. . . 

(2) In icing conditions, if in the 

configuration of § 25.121(b) with the 

‘‘Take-off Ice’’ accretion defined in 

Appendix C: 

(i) the V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the takeoff configuration, 

or 

4. In lieu of § 25.107(c) and (g), the 

following requirements apply, with 

additional sections (c’) and (g’): 

In lieu of § 25.107, Take-off speeds: 

(c) in non-icing conditions V2, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(b) but may not be less than— 

(1) V2MIN; 

(2) VR plus the speed increment 

attained 

(in accordance with § 25.111(c)(2)) 

before reaching a height of 35 feet above 

the takeoff surface; and 

(3) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(c’) in icing conditions with the ‘‘takeoff ice’’ accretion defined in Appendix 

C, V2 may not be less than— 

(1) the V2 speed determined in nonicing conditions 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(g) in non-icing conditions, VFTO, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(c), but may not be less than 

(1) 1.18 VSR; and 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(g’) in icing conditions with the 

‘‘Final take-off ice’’ accretion defined in 

Appendix C, VFTO, may not be less than 

(1) the VFTO speed determined in nonicing conditions 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

5. In lieu of §§ 25.121(b)(2)(ii)(A), 

25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), 

the following requirements apply: 


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In lieu of § 25.121, Climb: One-engine 

inoperative: 

(b) Take-off; landing gear retracted. In 

the take-off configuration existing at the 

point of the flight path at which the 

landing gear is fully retracted, and in 

the configuration used in § 25.111 but 

without ground effect, 

(2) The requirements of subparagraph 

(b)(1) of this paragraph must be met: 

. . . 

(ii) In icing conditions with the 

‘‘Take-off Ice’’ accretion defined in 

Appendix C, if in the configuration of 

§ 25.121(b) with the ‘‘Take-off Ice’’ 

accretion: 

(A) The V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the take-off 

configuration; or 

(c) Final take-off. In the en-route 

configuration at the end of the take-off 

path determined in accordance with 

§ 25.111: 

(2) The requirements of subparagraph 

(c)(1) of this paragraph must be met: 

. . . 

(ii) In icing conditions with the ‘‘Final 

Take-off Ice’’ accretion defined in 

Appendix C, if: 

(A) The VFTO speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the en-route 

configuration; or 

(d)(2) The requirements of subparagraph (d)(1) of this paragraph must 

be met (ii) In icing conditions with the 

approach Ice accretion defined in 

Appendix C, in a configuration 

corresponding to the normal all-enginesoperating procedure in which Vmin1g for 

this configuration does not exceed 

110% of the Vmin1g for the related allengines-operating landing configuration 

in icing, with a climb speed established 

with normal landing procedures, but not 

more than 1.4 VSR (VSR determined in 

non-icing conditions). 

6. In lieu of § 25.123(b)(2)(i), the 

following requirements apply: 

In lieu of § 25.123, En-route flight 

paths: 

(b) The one-engine-inoperative net 

flight path data must represent the 

actual climb performance diminished by 

a gradient of climb of 1.1% for twoengined airplanes, 1.4% for threeengined airplanes, and 1.6% for four 

engined airplanes. 

(2) In icing conditions with the ‘‘Enroute ice’’ accretion defined in 

Appendix C if 

(i) The minimum en-route speed 

scheduled in non-icing conditions does 

not provide the maneuvering capability 

specified in § 25.143(h) for the enroute 

configuration, or 

7. In lieu of § 25.125(b)(2)(ii)(B), 

remove § 25.125(b)(2)(ii)(C) and 

replaced with the following 

requirements: 

In lieu of § 25.125, Landing. 

(b) In determining the distance in (a): 

(1) The airplane must be in the 

landing configuration. 

(2) A stabilized approach, with a 

calibrated airspeed of not less than 

VREF, must be maintained down to the 

50-foot height. 

(i) In non-icing conditions, VREF may 

not be less than: 

(A) 1.23VSR0; 

(B) VMCL established under 

§ 25.149(f); and 

(C) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(ii) In icing conditions, VREF may not 

be less than: 

(A) The speed determined in subparagraph (b)(2)(i) of this paragraph; 

(B) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h) with the landing ice 

accretion defined in appendix C. 

8. In lieu of § 25.143(j)(2)(i), the 

following requirements for 

controllability and maneuverability 

apply: 

In lieu of § 25.143, General: 

(j) For flight in icing conditions before 

the ice protection system has been 

activated and is performing its intended 

function, the following requirements 

apply: 

(1) If activating the ice protection 

system depends on the pilot seeing a 

specified ice accretion on a reference 

surface (not just the first indication of 

icing), the requirements of § 25.143 

apply with the ice accretion defined in 

appendix C, part II(e). 

(2) For other means of activating the 

ice protection system, it must be 

demonstrated in flight with the ice 

accretion defined in appendix C, part 

II(e) that: 

(i) The airplane is controllable in a 

pull-up maneuver up to 1.5 g load factor 

or lower if limited by AOA protection; 

and 

(ii) There is no pitch control force 

reversal during a pushover maneuver 

down to 0.5 g load factor 

9. In lieu of § 25.207, Stall warning, 

change to read as the requirements 

defined in Special Conditions Part I, 

above. 

Appendix A—Guidance Material: 

Stalling and Scheduled Operating 

Speeds 

1. Introduction 

This Guidance Material provides suggested 

means of compliance for various aspects of 

Special Conditions Part I and replaces the AC 

25–7C sections that are no longer applicable 

due to the conditions of Special Conditions 

Part 1. 

2. Alpha Protection Tolerances 

Flight testing for handling characteristics 

should be accomplished with the airplane 

build and system tolerances set to the most 

adverse condition for high-incidence 

protection. Flight testing for minimum steady 

flight speed and reference stall speed may be 

made with nominal airframe tolerances and 

AOA protection system settings if the 

combined root-sum-square (square root of the 

sum of the squares of each tolerance) effect 

of the tolerances is less than ±1 knot. If the 

effect is greater than ±1 knot, the most 

adverse airframe build and high-incidence 

protection system tolerance should be used. 

3. Minimum Steady Flight Speed Entry Rate 

In lieu of § 25.103(a) and § 25.203(a), see 

paragraphs 3 and 5.2 of Special Conditions 

Part I. 

The minimum steady flight speed entry 

rate is defined as follows: 

4. Maneuvering Capabilities at Scheduled 

Operating Speeds 

(See § 25.143(h)) 

(1) The maneuver capabilities specified in 

§ 25.143 (h) should be achieved at constant 

CAS. 

(2) A low thrust or power setting normally 

will be the critical case for demonstrating the 

required maneuver capabilities. The thrust/

power settings specified in paragraph 

§ 25.143(h) are the maximum values that may 

be used in such cases. However, if the angle 

of attack at which the stick stop is reached 

(or other relevant characteristic occurs) is 

reduced with increasing thrust or power, it 

should be ensured that the required 

maneuver capabilities are retained at all 

higher thrust or power settings appropriate to 

the flight condition. 

(3) The thrust or power setting for the allengines operating condition at V2∂xx should 


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include any value used in noise abatement 

procedure. 

5. Power Setting for Power-On Handling to 

High Incidence 

(In lieu of § 25.201(a)(2), see paragraph 5.1 of 

Special Conditions Part I) 

The power for power-on maneuver 

demonstrations to high incidence is that 

power necessary to maintain level flight 

without ice at a speed of 1.5 VSR1 at 

maximum landing weight, with flaps in the 

approach position and landing gear retracted, 

where VSR1 is the reference stall speed 

without ice in the same conditions (except 

power and effect of ice). The flap position to 

be used to determine this power setting is 

that position in which the reference stall 

speed does not exceed 110% of the reference 

stall speed with the flaps in the most 

extended landing position. 

6. Position of Deceleration Devices During 

Handling to High Incidence 

(In lieu of § 25.201, see paragraph 5.1 of 

Special Conditions Part I) 

Demonstrations of maneuvers to high 

incidence for compliance with § 25.201 

should include demonstrations with 

deceleration devices deployed for all flap 

positions unless limitations against use of the 

devices with particular flap positions are 

imposed. ‘‘Deceleration devices’’ include 

spoilers when used as air brakes, and thrust 

reversers when use in flight is permitted. 

High-incidence maneuver demonstrations 

with deceleration devices deployed should 

normally be carried out with an initial power 

setting of power off, except where 

deployment of the deceleration devices while 

power is applied is likely to occur in normal 

operations (e.g. use of extended air brakes 

during landing approach). Demonstrations 

with Alpha-floor both inhibited and 

operating normally should be included. 

7. Characteristics During High-Incidence 

Maneuvers 

In lieu of § 25.203, see paragraph 5.2 of 

Special Conditions Part I. 

(1) The behavior of the airplane includes 

the behavior as affected by the normal 

functioning of any systems with which the 

airplane is equipped, including devices 

intended to alter the high-incidence handling 

characteristics of the airplane. 

(2) Unless the design of the automatic 

flight control system of the airplane protects 

against such an event, the high-incidence 

characteristics, when the airplane is 

maneuvered under the control of the 

automatic flight control system should be 

investigated. 

(3) Any reduction of pitch attitude 

associated with stabilizing the incidence at 

Alpha limit should be achieved smoothly, at 

a low pitch rate, such that it is not likely to 

be mistaken for natural stall identification. 

8. Atmospheric Disturbances 

See paragraph 6 of Special Conditions Part 

I. 

In establishing compliance with paragraph 

6 of Special Conditions Part I, the highincidence protection system and alpha-floor 

system should be assumed to be operating 

normally. Simulator studies and analyses 

may be used but will need to be validated by 

limited flight testing to confirm handling 

qualities, at critical loadings, up to the 

maximum incidence shown to be reached by 

such studies and analyses. 

9. Alpha Floor 

See paragraph 7 of Special Conditions Part 

I. 

Compliance with paragraph 7 of Special 

Conditions Part I should be considered as 

being met if alpha-floor setting provides a 

maneuvering capability of 40° bank angle, 

—in the landing configuration 

—at VREF without ice, and at the 

recommended final approach speed with ice 

—with the thrust for wings level 

unaccelerated ¥3° glide path, 

without alpha-floor triggering. 

Appendix B—Guidance Material 

The following guidance is in lieu of AC 

25–25, Performance and Handling 

Characteristics in the Icing Conditions 

Specified in Part 25, Appendix C: 

Section 3. ACCEPTABLE MEANS OF 

COMPLIANCE—FLIGHT TEST PROGRAM 

1. In lieu of b. Stall Speed, 25.103, the 

requirements in Special Conditions Part 1, 3. 

Minimum Steady Flight Speed and Reference 

Stall Speed are made. 

2. In lieu of d., Takeoff Path, § 25.111, the 

following guidance is made. 

If V2 speed scheduled in icing conditions 

is greater than V2 in non-icing conditions 

take-off demonstrations should be repeated to 

substantiate the speed schedule and 

distances for take-off in icing conditions. The 

effect of the take-off speed increase, thrust 

loss, and drag increase on the take-off path 

may be determined by a suitable analysis. 

3. In lieu of i., Controllability and 

Maneuverability—General, § 25.143, the 

following guidance is made: 

a. § 25.143(4)(c)4 Test maneuver for 

showing compliance with § 25.143(i)(3): 

Conduct steady heading sideslips to full 

rudder input, 180 pounds rudder force, or 

full lateral control authority (whichever 

comes first) at a trim speed corresponding to 

the minimum AFM speed and the power or 

thrust for a minus 3 degrees flight path angle. 

b. § 25.143(5)(b) If activation of the ice 

protection system depends on a means of 

recognition other than that defined in 

paragraph (a) above, it is acceptable to 

demonstrate adequate controllability with the 

ice accretion prior to normal system 

operation, as follows. In the configurations 

listed below, trim the airplane at the 

specified speed, conduct a pull-up maneuver 

to 1.5g (or lower if limited by AOA 

protections) and pushover maneuver to 0.5g, 

and show that longitudinal control forces do 

not reverse. 

(1) High lift devices retracted configuration 

(or holding configuration if different), 

holding speed, power or thrust for level 

flight. 

(2) Landing configuration, VREF for nonicing conditions, power or thrust for landing 

approach. (stop pull up after achievement of 

1.5g or peak load factor with Full Back Stick). 

4. In lieu of j., Longitudinal Control, 

§ 25.145(2)(c), the following guidance is 

made for (c): 

((1), (2), (a) and (b) are retained) 

In the configurations listed below, trim the 

airplane at the minimum AFM speed. Reduce 

speed using elevator control to the minimum 

steady achievable speed and demonstrate 

prompt recovery to the trim speed using 

elevator control. 

1 High lift devices retracted configuration, 

maximum continuous power or thrust. 

2 Maximum lift landing configuration, 

maximum continuous power or thrust. 

5. In lieu of q., Stall Demonstration, 

§ 25.201, see the requirements in Special 

Conditions Part I, Stall Protection and 

Scheduled Operating Speeds. 

6. In lieu of r., Stall Warning, § 25.207, see 

the requirements in Special Conditions Part 

I, paragraph 4—Stall Warning. 

7. In lieu of u., Natural Icing Conditions, 

§ 25.1419(b), revise the ice accretion Tables 

3 & 4 as follows: 

TABLE 3—HOLDING SCENARIO—MANEUVERS

Configuration CG Trim speed Maneuver 

Flaps up, gear up ............ Optional (aft range) ....... Holding, except at Minimum AFM 

speed for the high AoA maneuver.

• Level, 40° banked turn, 

• Bank-to-bank rapid roll, 30°–30°, 

• Speed-brake extension, retraction, 

• Deceleration to alpha-max (1 knot/second deceleration rate, wings level, power off). 

Flaps in intermediate positions, gear up.Optional (aft range) ....... Minimum AFM speed ........................ Level deceleration in a 1 knot/second deceleration until deceleration is stopped due to alphafloor triggering. 


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Federal Register / Vol. 79, No. 214 / Wednesday, November 5, 2014 / Rules and Regulations 65571 

TABLE 3—HOLDING SCENARIO—MANEUVERS—Continued 

Configuration CG Trim speed Maneuver 

Landing flaps, gear down Optional (aft range) ....... VREF (Minimum AFM speed) ........... • Level, 40° banked turn, 

• Bank-to-bank rapid roll, 30°–30°, 

• Speed-brake extension, retraction (if approved), 

• Deceleration to alpha-max (1 knot/second deceleration rate, wings level, power off). 

TABLE 4—APPROACH/LANDING SCENARIO—MANEUVERS

Test 

condition 

Ice accretion 

thickness (*) Configuration CG Trim speed Maneuver 

First 13 mm (0.5 

inch).

Flaps up, gear up .. Optional (aft range) Holding ................... No specific test. 

1 ................. Additional 6.3 mm 

(0.25 in) (19 mm 

(0.75 in) total).

First intermediate 

flaps, gear up.

Optional (aft range) Minimum AFM 

speed.

• Level 40° banked turn, 

• Bank-to-bank rapid roll, 30°–30°, 

• Speed brake extension and retraction 

(if approved), 

• 1kt/s Level deceleration until the deceleration is stopped due to alphafloor triggering. 

2 ................. Additional 6.3 mm 

(0.25 in) (25 mm 

(1.00 in) total).

First intermediate 

flaps, gear up (as 

applicable).

Optional (aft range) Minimum AFM 

speed.

• Bank-to-bank rapid roll, 30°–30°, 

• Speed brake extension and retraction 

(if approved), 

• 1kt/s Level deceleration until the deceleration is stopped due to alphafloor triggering. 

3 ................. Additional 6.3 mm 

(0.25 in) (31 mm 

(1.25 in) total).

Landing flaps, gear 

down).

Optional (aft range) VREF (Minimum 

AFM speed).

• Bank-to-bank rapid roll, 30°–30°, 

• Speed brake extension and retraction 

(if approved), 

• Bank to 40° 

• Deceleration to alpha-max. 

(*) The indicated thickness is that obtained on the parts of the unprotected airfoil with the highest collection efficiency. 

8. In lieu of AC 25–25, 3. v., Failure 

conditions, § 25.1309, the following guidance 

is made for (2)(d): 

(2) Acceptable Test Program 

(d) In the configurations listed below, trim 

the airplane at the minimum AFM speed. 

Decrease speed to the minimum steady 

achievable speed, plus 1 second and 

demonstrate prompt recovery using the same 

recovery maneuver as for the noncontaminated airplane. It is acceptable for 

stall warning to be provided by a different 

means (for example, by the behavior of the 

airplane) for failure cases not considered 

probable. 

1 High lift devices retracted configuration: 

Straight/Power Off. 

2 Landing configuration: Straight/Power 

Off. 

Issued in Renton, Washington. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–26289 Filed 11–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF VETERANS 

AFFAIRS 

38 CFR Part 17 

RIN 2900–AP24 

Expanded Access to Non-VA Care 

Through the Veterans Choice Program 

AGENCY: Department of Veterans Affairs. 

ACTION: Interim final rule. 

SUMMARY: The Department of Veterans 

Affairs (VA) amends its medical 

regulations concerning its authority for 

eligible veterans to receive care from 

non-VA entities and providers. The 

Veterans Access, Choice, and 

Accountability Act of 2014 directs VA 

to establish a program to furnish 

hospital care and medical services 

through non-VA health care providers to 

veterans who either cannot be seen 

within the wait-time goals of the 

Veterans Health Administration or who 

qualify based on their place of residence 

(hereafter referred to as the Veterans 

Choice Program, or the ‘‘Program’’). The 

law also requires VA to publish an 

interim final rule establishing this 

program. This interim final rule defines 

the parameters of the Veterans Choice 

Program, and clarifies aspects affecting 

veterans and the non-VA providers who 

will furnish hospital care and medical 

services through the Veterans Choice 

Program. 

DATES: Effective Date: This rule is 

effective on November 5, 2014. 

Comment date: Comments must be 

received on or before March 5, 2015. 

ADDRESSES: Written comments may be 

submitted by email through http:// 

www.regulations.gov; by mail or handdelivery to Director, Regulation Policy 

and Management (02REG), Department 

of Veterans Affairs, 810 Vermont 

Avenue NW., Room 1068, Washington, 

DC 20420; or by fax to (202) 273–9026. 

(This is not a toll-free number.) 

Comments should indicate that they are 

submitted in response to ‘‘RIN 2900– 

AP24, Expanded Access to Non-VA Care 

through the Veterans Choice Program.’’ 

Copies of comments received will be 

available for public inspection in the 

Office of Regulation Policy and 

Management, Room 1068, between the 

hours of 8:00 a.m. and 4:30 p.m. 

Monday through Friday (except 

holidays). Please call (202) 461–4902 for 

an appointment. (This is not a toll-free 

number.) In addition, during the 


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