41684 Federal Register / Vol. 78, No. 133 / Thursday, July 11, 2013 / Rules and Regulations 

Dated: July 1, 2013. 

Richard Cordray, 

Director, Bureau of Consumer Financial 

Protection. 

[FR Doc. 2013–16470 Filed 7–10–13; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–0260; Special 

Conditions No. 25–494–SC] 

Special Conditions: Embraer S.A. 

Model EMB–550 Airplanes, Sudden 

Engine Stoppage 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Embraer Model EMB–550 

airplane. This airplane has novel or 

unusual design features as compared to 

the state of technology envisioned in the 

airworthiness standards for transportcategory airplanes. These design 

features include engine size and the 

potential torque loads imposed by 

sudden engine stoppage. 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: August 12, 2013. 

FOR FURTHER INFORMATION CONTACT: 

Cindy Ashforth, FAA, International 

Branch, ANM–116, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone (425) 227–2768; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On May 14, 2009, Embraer 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 jets designed as a corporate jet, and 

for fractional, charter, and privateowner operations. The airplane is 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 eight passengers, with a 

maximum of 12 passengers (including 

toilet seat). It is equipped with two 

Honeywell HTF7500–E medium-bypassratio turbofan jet engines mounted on 

aft-fuselage pylons. Each engine 

produces approximately 6,540 lb of 

thrust for normal takeoff. The primary 

flight-control systems are electronically 

controlled using fly-by-wire (FBW) 

technology. 

The Model EMB–550 airplane 

incorporates novel or unusual design 

features involving engine size and 

torque load that affect the airframe as it 

relates to sudden engine-stoppage 

conditions. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Embraer must show that the Model 

EMB–550 airplane meets the applicable 

provisions of part 25, as amended by 

Amendments 25–1 through 1–127. 

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 novel or unusual 

design feature, the special conditions 

would also apply to the other model. 

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 noisecertification 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 

incorporates a novel or unusual design: 

The Embraer Model EMB–550 

airplane will incorporate a mediumbypass-ratio turbofan jet engine that will 

neither seize nor produce transient 

torque loads in the same manner that is 

envisioned by current § 25.361(b)(1) 

regarding ‘‘load that affect sudden 

engine stoppage’’ conditions. 

Discussion of Comments 

Notice of Proposed Special 

Conditions No. 25–12–05–SC, for the 

Embraer Model EMB–550 airplane, was 

published in the Federal Register on 

September 25, 2012 (77 FR 58970). No 

comments were received, and the 

special conditions are adopted as 

proposed. 

Discussion 

The size, configuration, and failure 

modes of jet engines have changed 

considerably from those envisioned by 

14 CFR 25.361(b), when the engineseizure requirement was first adopted. 

Engines have become larger and are now 

designed with large bypass fans capable 

of producing much larger and more 

complex dynamic loads. Relative to the 

engine configurations that existed when 

the rule was developed in 1957, the 

present generation of engines is 

sufficiently different and novel to justify 

issuance of a special condition to 

establish appropriate design standards 

for the Embraer Model EMB–550 

airplane type design. 

Consideration of the limit engine 

torque load imposed by sudden engine 

stoppage due to malfunction or 

structural failure (such as compressor 

jamming) has been a specific 

requirement for transport-category 

airplanes since 1957. In the past, the 

design torque loads associated with 

typical failure scenarios have been 

estimated by the engine manufacturer 

and were provided to the airframe 

manufacturer as limit loads. These limit 

loads were considered simple and pure 

torque static loads. 

It is evident from service history that 

the engine-failure events that tend to 

cause the most severe loads are fanblade failures, which occur much less 

frequently than the typical ‘‘limit’’ load 

condition. 

The regulatory authorities and 

industry have developed a standardized 

requirement in the Aviation Rulemaking 

Advisory Committee (ARAC) forum. 

The technical aspects of this 

requirement have been agreed upon and 

have been accepted by the ARAC Loads 

and Dynamics Harmonization Working 

Group, and incorporated in EASA CS– 

25. The proposed special conditions 

outlined below reflect the ARAC 

recommendation and CS–25. In 

addition, the ARAC recommendation 

includes corresponding advisory 

material that is considered an 

acceptable means of compliance to the 

proposed special conditions outlined 

below. 

To maintain the level of safety 

envisioned in § 25.361(b), more 


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Federal Register / Vol. 78, No. 133 / Thursday, July 11, 2013 / Rules and Regulations 41685 

comprehensive criteria are needed for 

the new generation of high-bypass 

engines. The special conditions would 

distinguish between the more common 

engine-failure events and those rare 

events resulting from structural failures. 

The more-common events would 

continue to be treated as static torque 

limit load conditions. The more-severe 

events resulting from extreme enginefailure conditions (such as loss of a full 

fan blade at redline speed), would be 

treated as full dynamic-load conditions. 

These would be considered ultimate 

loads, and include all transient loads 

associated with the event. An additional 

safety factor would be applied to the 

more-critical airframe supporting 

structure. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

EMB–550 airplane. Should Embraer 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, 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 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 the Embraer 

Model EMB–550 airplane. 

In lieu of 14 CFR 25.361(b), the 

following special conditions apply: 

1. For turbine-engine installations, the 

engine mounts, pylons, and adjacent 

supporting airframe structure must be 

designed to withstand 1g level flight 

loads acting simultaneously with the 

maximum limit torque loads imposed 

by each of the following: 

(a) Sudden engine deceleration due to 

a malfunction, which could result in a 

temporary loss of power or thrust, and 

(b) The maximum acceleration of the 

engine. 

2. For auxiliary power unit (APU) 

installations, the APU mounts and 

adjacent supporting airframe structure 

must be designed to withstand 1g level 

flight loads acting simultaneously with 

the maximum limit torque loads 

imposed by each of the following: 

(a) Sudden APU deceleration due to 

malfunction or structural failure; and 

(b) The maximum acceleration of the 

APU. 

3. For engine-supporting structure, an 

ultimate loading condition must be 

considered that combines 1g flight loads 

with the transient dynamic loads 

resulting from: 

(a) The loss of any fan, compressor, or 

turbine blade; and separately 

(b) Where applicable to a specific 

engine design, any other engine 

structural failure that results in higher 

loads. 

4. The ultimate loads developed from 

the conditions specified in paragraphs 

3(a) and 3(b) of these special conditions 

are to be multiplied by a factor of 1.0 

when applied to engine mounts and 

pylons, and multiplied by a factor of 

1.25 when applied to adjacent 

supporting airframe structure. 

5. Any permanent deformation that 

results from the conditions specified in 

paragraph 3 of these special conditions 

must not prevent continued safe flight 

and landing. 

Issued in Renton, Washington, on June 21, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–16596 Filed 7–10–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–1139; Airspace 

Docket No. 12–AGL–12] 

Amendment of Class E Airspace; 

Worthington, MN 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class E 

airspace at Worthington, MN. 

Additional controlled airspace is 

necessary to accommodate new Area 

Navigation (RNAV) Standard Instrument 

Approach Procedures at Worthington 

Municipal Airport. This action 

enhances the safety and management of 

Instrument Flight Rule (IFR) operations 

at the airport. Geographic coordinates of 

the airport are also updated. 

DATES: Effective date: 0901 UTC, 

October 17, 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 

On March 26, 2013, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to amend Class E airspace for the 

Worthington, MN, area, creating 

additional controlled airspace at 

Worthington Municipal Airport (78 FR 

18263) Docket No. FAA–2012–1139. 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. Class E airspace 

designations are published in paragraph 

6005 of FAA Order 7400.9W dated 

August 8, 2012, and effective September 

15, 2012, which is incorporated by 

reference in 14 CFR 71.1. The Class E 

airspace designations listed in this 

document will be published 

subsequently in the Order. 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 71 by 

amending Class E airspace extending 

upward from 700 feet above the surface 

to ensure that required controlled 

airspace exists from the current 7-mile 

radius of the airport to 11.6 miles north 

and 11.1 miles south of the airport to 

contain aircraft executing new standard 

instrument approach procedures at 

Worthington Municipal Airport, 

Worthington, MN. This action enhances 

the safety and management of IFR 

operations at the airport. Geographic 

coordinates of the airport are updated to 

coincide with the FAA’s aeronautical 

database. 

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. Therefore, this regulation: (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 


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