20768 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0772; Special 

Conditions No. 25–520–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: 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 

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 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: May 14, 2014. 

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: 

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). 

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 because the 

current regulations do not provide 

standards for maneuverability and 

controllability evaluations for such 

systems. Therefore, special conditions 

are needed to ensure adequate 

maneuverability and controllability 

when using this design feature. 

Discussion 

Title 14, Code of Federal Regulations, 

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. 

These special conditions will ensure 

adequate maneuverability and 

controllability when using this design 

feature. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–13–05–SC for Embraer S.A. 

Model EMB–550 airplanes was 

published in the Federal Register on 

October 25, 2013 (78 FR 63902). 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. 

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Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Rules and Regulations 20769 

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. 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 issued 

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 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 April 8, 

2014. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–08275 Filed 4–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 36 

[Docket No. FAA–2012–0948; Amdt. No. 36– 

30] 

RIN 2120–AJ96 

Stage 3 Helicopter Noise Certification 

Standards; Correction 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; correction. 

SUMMARY: The Federal Aviation 

Administration (FAA) published in the 

Federal Register of March 4, 2014 a 

document adopting more stringent noise 

certification standards for helicopters 

that are certificated in the United States 

(U.S.). Inadvertently the incorrect 

amendment number was assigned. This 

document corrects the amendment 

number cited in the heading of the final 

rule. 

DATES: This correction is effective April 

14, 2014. 

FOR FURTHER INFORMATION CONTACT: 

Katherine Haley, Office of Rulemaking, 

ARM–203, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone (202) 267–5708; fax (202) 

267–5075; email ralen.gao@faa.gov. 

SUPPLEMENTARY INFORMATION: The FAA 

published a document in the Federal 

Register of March 4, 2014 (79 FR 12040) 

as Amendment Number 36–29. In FR 

Doc. 2014–04479, Amdt. No. 36–29 is 

incorrect. This document corrects the 

amendment number published on 

March 4, 2014. 

In FR Doc. 2014–04479, beginning on 

page 12040 in the Federal Register of 

March 4, 2014, make the following 

correction: 

On page 12040, in the second column 

heading, correct the amendment number 

from ‘‘36–29’’ to ‘‘36–30’’. 

Issued in Washington, DC, on April 4, 

2014. 

Lirio Liu, 

Director, Office of Rulemaking. 

[FR Doc. 2014–07941 Filed 4–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2013–0951; Airspace 

Docket No. 13–ASW–22] 

RIN 2120–AA66 

Modification of Area Navigation 

(RNAV) Route Q–20, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies RNAV 

route Q–20 by relocating the FUSCO 

waypoint (WP) southwest to match the 

intersection of Jet routes J–15 and J–183. 

This action enhances the safe and 

efficient management of aircraft within 

the National Airspace System. 

DATES: Effective Date: 0901 UTC, July 

24, 2014. 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: 

Colby Abbott, Airspace Policy and 

Regulations Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

History 

The FAA published in the Federal 

Register a notice of proposed 

rulemaking (NPRM) to amend Q–20 by 

moving the FUSCO WP to match the 

intersection of Jet Routes J–15 and J– 

183, and re-designate the WP as a fix (78 

FR 70900, November 27, 2013). 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. 

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