31838 Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Rules and Regulations 

All other means of decelerating the 

airplane, the use of which is authorized 

up to the highest speed reached in the 

maneuver, may be used. The interval 

between successive pilot actions must 

not be less than one second. 

(2) The applicant must also 

demonstrate that the speed margin, 

established as above, will not be 

exceeded in inadvertent, or gustinduced, upsets resulting in initiation of 

the dive from non-symmetric attitudes, 

unless the airplane is protected by the 

flight control laws from getting into 

non-symmetric upset conditions. The 

upset maneuvers described in 

paragraphs 32.c(3)(a) and 32.c(3)(c) of 

AC 25–7C, Flight Test Guide for 

Certification of Transport Category 

Airplanes, dated October 16, 2012, may 

be used to comply with this 

requirement. 

(3) Any failure of the high-speed 

protection system that would result in 

an airspeed exceeding those determined 

by paragraphs (1) and (2) must be less 

than 10¥5 per flight hour. 

(4) Failures of the system must be 

annunciated to the pilots. Flight manual 

instructions must be provided that 

reduce the maximum operating speeds 

VMO/MMO. The operating speed must be 

reduced to a value that maintains a 

speed margin between VMO/MMO and 

VD/MD that is consistent with showing 

compliance with § 25.335(b) without the 

benefit of the high-speed protection 

system. 

(5) Dispatch of the airplane with the 

high-speed protection system 

inoperative could be allowed under an 

approved minimum equipment list 

(MEL) that would require flight manual 

instructions to indicate reduced 

maximum operating speeds, as 

described in paragraph (4). In addition, 

the flightdeck display of the reduced 

operating speeds, as well as the 

overspeed warning for exceeding those 

speeds, must be equivalent to that of the 

normal airplane with the high-speed 

protection system operative. Also, it 

must be shown that no additional 

hazards are introduced with the highspeed protection system inoperative. 

Issued in Renton, Washington, on May 21, 

2013. 

Jeff Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–12535 Filed 5–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–1332; Special 

Conditions No. 25–492–SC] 

Special Conditions: Embraer S.A., 

Model EMB–550 Airplanes; Flight 

Envelope Protection: General Limiting 

Requirements 

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 a novel or unusual design feature, 

specifically new control architecture 

and a full digital flight control system 

which provides flight envelope 

protections. 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 Date: June 27, 2013. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airplane and Flight 

Crew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2011; 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 

aircraft has a conventional configuration 

with 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. 

Embraer S.A. has developed 

comprehensive flight envelope 

protection features integral to the 

electronic flight control system design. 

These flight envelope protection 

features include limitations on angle-ofattack, normal load factor, bank angle, 

pitch angle, and speed. To accomplish 

this flight-envelope-limiting, a 

significant change (or multiple changes) 

occurs in the control laws of the 

electronic flight control system as the 

limit is approached or exceeded. When 

failure states occur in the electronic 

flight control system, flight envelope 

protection features can likewise either 

be modified, or in some cases, 

eliminated. The current regulations 

were not written with these 

comprehensive flight-envelope-limiting 

systems in mind. 

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 

§ 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: new control 


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Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Rules and Regulations 31839 

architecture and a full digital flight 

control system which provides 

comprehensive flight envelope 

protections. 

Discussion 

The applicable airworthiness 

regulation in this instance is 14 CFR 

§ 25.143. The purpose of § 25.143 is to 

verify that any operational maneuvers 

conducted within the operational 

envelope can be accomplished smoothly 

with average piloting skill and without 

exceeding any structural limits. The 

pilot should be able to predict the 

airplane response to any control input. 

During the course of the flight test 

program, the pilot determines 

compliance with § 25.143 through 

primarily qualitative methods. During 

flight test, the pilot should evaluate all 

of the following: 

• The interface between each 

protection function, 

• Transitions from one mode to 

another, 

• The aircraft response to intentional 

dynamic maneuvering, whenever 

applicable, through dedicated 

maneuvers, 

• General controllability assessment, 

• High speed characteristics, and 

• High angle-of-attack. 

Section § 25.143, however, does not 

adequately ensure that the novel or 

unusual features of the Model EMB–550 

airplane will have a level of safety 

equivalent to that of existing standards. 

This special condition is therefore 

required to accommodate the the flightenvelope-limiting systems in the Model 

EMB–550 airplane. The additional 

safety standards in this special 

condition will ensure a level of safety 

equivalent to that of existing standards. 

Discussion of Comments 

Notice of proposed special conditions 

number 25–19–SC for the Embraer S.A. 

Model EMB–550 airplanes was 

published in the Federal Register on 

January 24, 2013 (78 FR 5148). 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, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for Embraer S.A. Model EMB–550 

airplanes. 

1. General Limiting Requirements: 

a. Onset characteristics of each 

envelope protection feature must be 

smooth, appropriate to the phase of 

flight and type of maneuver, and not in 

conflict with the ability of the pilot to 

satisfactorily change airplane flight 

path, speed, or attitude as needed. 

b. Limit values of protected flight 

parameters (and if applicable, associated 

warning thresholds) must be compatible 

with the following: 

i. Airplane structural limits, 

ii. Required safe and controllable 

maneuvering of the airplane, and 

iii. Margins to critical conditions. 

Unsafe flight characteristics/conditions 

must not result if dynamic 

maneuvering, airframe and system 

tolerances (both manufacturing and inservice), and non-steady atmospheric 

conditions, in any appropriate 

combination and phase of flight, can 

produce a limited flight parameter 

beyond the nominal design limit value. 

c. The airplane must be responsive to 

intentional dynamic maneuvering to 

within a suitable range of the parameter 

limit. Dynamic characteristics such as 

damping and overshoot must also be 

appropriate for the flight maneuver and 

limit parameter in question. 

d. When simultaneous envelope 

limiting is engaged, adverse coupling or 

adverse priority must not result. 

2. Failure States: Electronic flight 

control system failures (including 

sensor) must not result in a condition 

where a parameter is limited to such a 

reduced value that safe and controllable 

maneuvering is no longer available. The 

crew must be alerted by suitable means 

if any change in envelope limiting or 

maneuverability is produced by single 

or multiple failures of the electronic 

flight control system not shown to be 

extremely improbable. 

Issued in Renton, Washington, on May 21, 

2013. 

Jeff Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–12536 Filed 5–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0821; Airspace 

Docket No. 12–ASW–8] 

Establishment of Class E Airspace; 

Beeville-Chase Field, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, correction. 

SUMMARY: This action makes a 

correction to the title and airspace 

description of a final rule published in 

the Federal Register of March 28, 2013. 

The title and airspace designation are 

corrected to read Beeville-Chase Field, 

TX. 

DATES: Effective date: 0901 UTC, June 

27, 2013. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR Part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Scott Enander, Central Service Center, 

Operations Support Group, Federal 

Aviation Administration, Southwest 

Region, 2601 Meacham Blvd., Fort 

Worth, TX 76137; telephone (817) 321– 

7716. 

SUPPLEMENTARY INFORMATION: 

History 

Federal Register document FAA 

2012–0821, Airspace Docket No. 12– 

ASW–8, establishes Class E Airspace at 

Chase Field Industrial Airport, Beeville, 

TX (78 FR 18801, March 28, 2013). 

Subsequent to publication, the FAA 

found that existing controlled airspace 

already is charted for another airport at 

Beeville, TX, with the same descriptor. 

Since there can only be one Beeville, 

TX, the title and airspace designation 

for Chase Field Industrial Airport is 

changed from Beeville, TX, to BeevilleChase Field, TX. This correction is 

related to published aeronautical charts 

that are essential to the user, and 

provide for the safe and efficient use of 

the navigable airspace. Class E airspace 

designations are published in paragraph 

6005 of FAA Order 7400.9W dated 


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