63902 Federal Register / Vol. 78, No. 207 / Friday, October 25, 2013 / Proposed Rules 

language, to be consistent with the Plain 

Writing Act. 

Dated at Rockville, Maryland, this 1st day 

of October, 2013. 

For the Nuclear Regulatory Commission. 

Lawrence E. Kokajko, 

Director, Division of Policy and Rulemaking, 

Office of Nuclear Reactor Regulation. 

[FR Doc. 2013–24879 Filed 10–24–13; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–0772; Notice No. 25– 

13–05–SC] 

Special Conditions: Embraer S.A., 

Model EMB–550 Airplanes; Flight 

Envelope Protection: Normal Load 

Factor (g) Limiting 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Embraer S.A. Model 

EMB–550 airplane. This airplane will 

have a novel or unusual design feature 

associated with an electronic flight 

control system that prevents the pilot 

from inadvertently or intentionally 

exceeding the positive or negative 

airplane limit load factor. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These proposed 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: Send your comments on or 

before December 9, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0772 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

a.m. and 5 p.m., Monday through 

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot. 

gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airplane and Flight 

Crew Interface Branch, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On May 14, 2009, Embraer S.A. 

applied for a type certificate for its new 

Model EMB–550 airplane. The Model 

EMB–550 airplane is the first of a new 

family of jet airplanes designed for 

corporate flight, fractional, charter, and 

private owner operations. The airplane 

has a conventional configuration with 

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, ailerons, 

and rudders controlled by the pilot or 

copilot sidestick. 

The design of the electronic flight 

control system for the Model EMB–550 

airplane incorporates normal load factor 

limiting on a full time basis that 

prevents the flight crew from 

inadvertently or intentionally exceeding 

the positive or negative airplane limit 

load factor. This feature is considered 

novel and unusual in that the current 

regulations do not provide standards for 

maneuverability and controllability 

evaluations for such systems. 

Type Certification Basis 

Under the provisions of Title 14, 

Federal Code of 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). 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 207 / Friday, October 25, 2013 / Proposed Rules 63903 

Novel or Unusual Design Features 

The Model EMB–550 airplane will 

incorporate the following novel or 

unusual design features: The design of 

the electronic flight control system 

incorporates normal load factor limiting 

on a full-time basis that will prevent the 

flight crew from inadvertently or 

intentionally exceeding the positive or 

negative airplane limit load factor. This 

feature is considered novel and because 

the current regulations do not provide 

standards for maneuverability and 

controllability evaluations for such 

systems. Therefore, a special condition 

is needed to ensure adequate 

maneuverability and controllability 

when using this design feature. 

Discussion 

Title 14 Code of Federal Regulations 

(14 CFR) part 25 sections do not specify 

requirements or policy for 

demonstrating maneuver control that 

impose any handling qualities 

requirements beyond the design limit 

structural loads. Nevertheless, some 

pilots have become accustomed to the 

availability of this excess maneuver 

capacity in case of extreme emergency 

such as upset recoveries or collision 

avoidance. 

As with previous fly-by-wire 

airplanes, the FAA has no regulatory or 

safety reason to prohibit a design for an 

electronic flight control system with 

load factor limiting. It is possible that 

pilots accustomed to this feature feel 

more freedom in commanding full-stick 

displacement maneuvers because of the 

following: 

• Knowledge that the limit system 

will protect the structure, 

• Low stick force/displacement 

gradients, 

• Smooth transition from pilot 

elevator control to limit control. 

The special conditions will ensure 

adequate maneuverability and 

controllability when using this design 

feature. 

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 Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550 airplanes. 

1. Flight Envelope Protection: Normal 

Load Factor (g) Limiting. 

To meet the intent of adequate 

maneuverability and controllability 

required by § 25.143(a), and in addition 

to the requirements of § 25.143(a) and in 

the absence of other limiting factors, the 

following special conditions are 

proposed based on § 25.333(b): 

(a) The positive limiting load factor 

must not be less than: 

(1) 2.5g for the normal state of the 

electronic flight control system with the 

high lift devices retracted. 

(2) 2.0g for the normal state of the 

electronic flight control system with the 

high lift devices extended. 

(b) The negative limiting load factor 

must be equal to or more negative than: 

(1) Minus 1.0g for the normal state of 

the electronic flight control system with 

the high lift devices retracted. 

(2) 0.0g for the normal state of the 

electronic flight control system with 

high lift devices extended. 

(c) Maximum reachable positive load 

factor wings level may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) The required values are readily 

achievable in turns, and 

(2) That wings level pitch up is 

satisfactory. 

(d) Maximum achievable negative 

load factor may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) Pitch down responsiveness is 

satisfactory, and 

(2) From level flight, 0g is readily 

achievable or alternatively, a 

satisfactory trajectory change is readily 

achievable at operational speeds. For 

the FAA to consider a trajectory change 

as satisfactory, the applicant should 

propose and justify a pitch rate that 

provides sufficient maneuvering 

capability in the most critical scenarios. 

(e) Compliance demonstration with 

the above requirements may be 

performed without ice accretion on the 

airframe. 

(f) These proposed special conditions 

do not impose an upper bound for the 

normal load factor limit, nor does it 

require that the limiter exist. If the limit 

is set at a value beyond the structural 

design limit maneuvering load factor n 

of §§ 25.333(b), 25.337(b), 25.337 (c), 

there should be a very obvious positive 

tactile feel built into the controller so 

that it serves as a deterrent to 

inadvertently exceeding the structural 

limit. 

Issued in Renton, Washington, on 

September 6, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–25204 Filed 10–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0867; Directorate 

Identifier 2013–NM–115–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 777–200, 

–200LR, –300, and –300ER series 

airplanes. This proposed AD was 

prompted by reports of severe corrosion 

on bonding jumpers installed on the 

flight control surfaces. This proposed 

AD would require repetitive bonding 

jumper inspections for corrosion, 

sealant disbond, and insufficient sealant 

coverage, and corrective actions if 

necessary. This proposed AD also 

specifies an optional action of doing an 

inspection for corrosion damage of the 

bonding brackets, and corrective actions 

if necessary, which would terminate the 

repetitive inspections. For certain 

airplanes, this proposed AD would also 

require installing certain bonding 

jumpers and related ground clips and 

fasteners to the elevators, horizontal 

stabilizers, rudder, and vertical fin, 

removing certain bonding jumpers and 

installing new bonding jumpers, and 

replacing single-tabbed brackets with 

two-tabbed brackets. We are proposing 

this AD to detect and correct corrosion 


tkelley on DSK3SPTVN1PROD with PROPOSALS