### 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 theairworthiness 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, andfor 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 twoHoneywell 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 of14 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–550airplane 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 by14 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


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

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-severeevents 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