10710 Federal Register / Vol. 87, No. 38 / Friday, February 25, 2022 / Rules and Regulations 

(1) Flight distances; 

(2) Flight durations; 

(3) Route complexity; 

(4) Weight; 

(5) Center of gravity; 

(6) Density altitude; 

(7) Outside air temperature; 

(8) Airspeed; 

(9) Wind; 

(10) Weather; 

(11) Operation at night, if requested; 

(12) Energy storage system capacity; 

and 

(13) Aircraft to pilot ratio. 

(c) Tests must include the most 

adverse combinations of the conditions 

and configurations in paragraph (b) of 

this section. 

(d) Tests must show a distribution of 

the different flight profiles and routes 

representative of the type of operations 

identified in the CONOPS. 

(e) Tests must be conducted in 

conditions consistent with the expected 

environmental conditions identified in 

the CONOPS, including electromagnetic 

interference (EMI) and high intensity 

radiated fields (HIRF). 

(f) Tests must not require exceptional 

piloting skill or alertness. 

(g) Any UAS used for testing must be 

subject to the same worst-case ground 

handling, shipping, and transportation 

loads as those allowed in service. 

(h) Any UA used for testing must use 

AE that meet, but do not exceed, the 

minimum specifications identified 

under D&R.105. If multiple AE are 

identified, the applicant must 

demonstrate each configuration. 

(i) Any UAS used for testing must be 

maintained and operated in accordance 

with the ICA and UA Flight Manual. No 

maintenance beyond the intervals 

established in the ICA will be allowed 

to show compliance with this section. 

(j) If cargo operations or external-load 

operations are requested, tests must 

show, throughout the flight envelope 

and with the cargo or external-load at 

the most critical combinations of weight 

and center of gravity, that— 

(1) The UA is safely controllable and 

maneuverable; and 

(2) The cargo or external-load are 

retainable and transportable. 

D&R.305 Probable Failures 

The UA must be designed such that 

a probable failure will not result in a 

loss of containment or control of the 

UA. This must be demonstrated by test. 

(a) Probable failures related to the 

following equipment, at a minimum, 

must be addressed: 

(1) Propulsion systems; 

(2) C2 link; 

(3) Global Positioning System (GPS); 

(4) Flight control components with a 

single point of failure; 

(5) Control station; and 

(6) Any other AE identified by the 

applicant. 

(b) Any UA used for testing must be 

operated in accordance with the UA 

Flight Manual. 

(c) Each test must occur at the critical 

phase and mode of flight, and at the 

highest aircraft-to-pilot ratio. 

D&R.310 Capabilities and Functions 

(a) All of the following required UAS 

capabilities and functions must be 

demonstrated by test: 

(1) Capability to regain command and 

control of the UA after the C2 link has 

been lost. 

(2) Capability of the electrical system 

to power all UA systems and payloads. 

(3) Ability for the pilot to safely 

discontinue the flight. 

(4) Ability for the pilot to dynamically 

re-route the UA. 

(5) Ability to safely abort a takeoff. 

(6) Ability to safely abort a landing 

and initiate a go-around. 

(b) The following UAS capabilities 

and functions, if requested for approval, 

must be demonstrated by test: 

(1) Continued flight after degradation 

of the propulsion system. 

(2) Geo-fencing that contains the UA 

within a designated area, in all 

operating conditions. 

(3) Positive transfer of the UA 

between control stations that ensures 

only one control station can control the 

UA at a time. 

(4) Capability to release an external 

cargo load to prevent loss of control of 

the UA. 

(5) Capability to detect and avoid 

other aircraft and obstacles. 

(c) The UA must be designed to 

safeguard against inadvertent 

discontinuation of the flight and 

inadvertent release of cargo or external 

load. 

D&R.315 Fatigue 

The structure of the UA must be 

shown to withstand the repeated loads 

expected during its service life without 

failure. A life limit for the airframe must 

be established, demonstrated by test, 

and included in the ICA. 

D&R.320 Verification of Limits 

The performance, maneuverability, 

stability, and control of the UA within 

the flight envelope described in the UA 

Flight Manual must be demonstrated at 

a minimum of 5% over maximum gross 

weight with no loss of control or loss of 

flight. 

Issued in Washington, DC, on February 16, 

2022. 

Ian Lucas 

Manager, Policy Implementation Section, 

Policy and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2022–03867 Filed 2–24–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2020–1041; Special 

Conditions No. 25–805–SC] 

Special Conditions: Dassault Aviation 

Model Falcon 6X Airplane; Side Stick 

Controllers—Controllability and 

Maneuverability. 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Dassault Aviation 

(Dassault) Model Falcon 6X airplane. 

This airplane will have a novel or 

unusual design feature when compared 

to the state of technology envisioned in 

the airworthiness standards for 

transport category airplanes. This design 

feature is side-stick controllers for pitch 

and roll control. 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: This action is effective on 

Dassault on February 25, 2022. Send 

comments on or before April 11, 2022. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2020–1041 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

https://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 9 

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

Friday, except Federal holidays. 


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Federal Register / Vol. 87, No. 38 / Friday, February 25, 2022 / Rules and Regulations 10711 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: Except for Confidential 

Business Information (CBI) as described 

in the following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post all comments 

received without change to https://

www.regulations.gov/, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information: 

Confidential Business Information (CBI) 

is commercial or financial information 

that is both customarily and actually 

treated as private by its owner. Under 

the Freedom of Information Act (FOIA) 

(5 U.S.C. 552), CBI is exempt from 

public disclosure. If your comments 

responsive to these special conditions 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to the Information 

Contact below. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for this rulemaking. 

Docket: Background documents or 

comments received may be read at 

https://www.regulations.gov/ at any 

time. Follow the online instructions for 

accessing the docket or go to 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: Troy 

Brown, Performance and Environment 

Section, AIR–625, Technical Innovation 

Policy Branch, Policy and Innovation 

Division, Aircraft Certification Service, 

Federal Aviation Administration, 1801 

S. Airport Rd., Wichita, KS 67209–2190; 

telephone and fax 405–666–1050; email 

troy.a.brown@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been published in the Federal 

Register for public comment in several 

prior instances with no substantive 

comments received. Therefore, the FAA 

finds, pursuant to § 11.38(b), that new 

comments are unlikely, and notice and 

comment prior to this publication are 

unnecessary. 

Comments Invited 

The FAA invites 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. 

The FAA will consider all comments 

received by the closing date for 

comments. The FAA may change these 

special conditions based on the 

comments received. 

Background 

On July 1, 2012, Dassault applied for 

a type certificate for its new Model 

Falcon 5X airplane. However, Dassault 

has decided not to release an airplane 

under the model designation Falcon 5X, 

instead choosing to change that model 

designation to Falcon 6X. 

In February of 2018, due to engine 

supplier issues, Dassault extended the 

type certificate application date for its 

Model Falcon 5X airplane under new 

Model Falcon 6X. This airplane is a 

twin-engine business jet with seating for 

19 passengers, and has a maximum 

takeoff weight of 77,460 pounds. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Dassault must show that the Model 

Falcon 6X airplane meets the applicable 

provisions of part 25, as amended by 

amendments 25–1 through 25–146. 

If the Administrator finds that the 

applicable airworthiness regulations 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Dassault Model Falcon 6X 

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, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Dassault Model Falcon 

6X airplane must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. 

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 Dassault Model Falcon 6X 

airplane will incorporate the following 

novel or unusual design feature: 

Side-stick controllers for pitch and 

roll control. 

Discussion 

Current part 25 airworthiness 

regulations account for conventional 

wheel-and-column airplane controls. 

Regulatory requirements pertaining to 

conventional wheel-and-column 

controls, such as pilot strength and 

controllability, are not directly 

applicable to side-stick controls. In 

addition, pilot-control authority may be 

uncertain because the side sticks are not 

mechanically interconnected to 

controlled surfaces, as are conventional 

wheel and column controls. 

Current FAA regulations do not 

specifically address the use of side-stick 

controllers for pitch and roll control. 

The unique features of the side stick 

must therefore be demonstrated through 

flight and simulator tests to have 

suitable handling and control 

characteristics when considering the 

following: 

1. The handling-qualities tasks and 

requirements of the Dassault Falcon 

Model 6X airplane Special Conditions 

and other 14 CFR part 25 requirements 

for stability, control, and 

maneuverability, including the effects of 

turbulence. 

2. General ergonomics: Armrest 

comfort and support, local freedom of 

movement, displacement angle 

suitability, and axis harmony. 

3. Inadvertent input in turbulence. 

4. Inadvertent pitch-roll crosstalk. 

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. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Model Falcon 6X airplane. Should 

Dassault apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, these 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 


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10712 Federal Register / Vol. 87, No. 38 / Friday, February 25, 2022 / Rules and Regulations 

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. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 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 Dassault 

Aviation Model Falcon 6X airplane. 

1. Pilot strength: In lieu of the control 

force limits shown in § 25.143(d) for 

pitch and roll, and in lieu of specific 

pitch force requirements of 

§§ 25.143(i)(2), 25.145(b), 25.173(c), 

25.175(b), and 25.175(d), it must be 

shown that the temporary and 

maximum prolonged force levels for the 

side stick controllers are suitable for all 

expected operating conditions and 

configurations, whether normal or nonnormal. 

2. Pilot-control authority: The 

electronic side-stick-controller coupling 

design must provide for corrective and/ 

or overriding control inputs by either 

pilot with no unsafe characteristics. 

Annunciation of the controller status 

must be provided, and must not be 

confusing to the flightcrew. 

3. Pilot control: It must be shown by 

flight tests that the use of side-stick 

controllers does not produce unsuitable 

pilot-in-the-loop control characteristics 

when considering precision path 

control/tasks and turbulence. In 

addition, pitch and roll control force 

and displacement sensitivity must be 

compatible, so that normal inputs on 

one control axis will not cause 

significant unintentional inputs on the 

other. 

4. Autopilot quick-release control 

location: In lieu of compliance with 

25.1329(d), autopilot quick-release 

(emergency) controls must be on both 

side-stick controllers. The quick-release 

means must be located so that flight 

crew can readily and easily use the 

release mechanism. 

Issued in Kansas City, Missouri, on 

February 17, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–03866 Filed 2–24–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0149; Project 

Identifier MCAI–2022–00121–Q; Amendment 

39–21960; AD 2022–05–09] 

RIN 2120–AA64 

Airworthiness Directives; MARS A.S. 

Parachutes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

MARS A.S. emergency parachutes. This 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI identifies the unsafe 

condition as the length of the ripcord 

between the pins being too long, which 

could cause a malfunction of the 

emergency parachute. This AD requires 

removing emergency parachutes with 

certain manufacture dates or serial 

numbers from service. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective March 14, 

2022. 

The FAA must receive comments on 

this AD by April 11, 2022. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact MarS a.s., Okruzˇnı ́ II 

239, 569 43 Jevı ́cˇko, Czech Republic; 

phone: +420 461 353 841; email: mars@

marsjev.cz; website: https://

www.marsjev.com. You may view this 

service information at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0149; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, the MCAI, any comments 

received, and other information. The 

street address for the Docket Operations 

is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Darren Gassetto, COS Program Manager, 

Boston ACO Branch, Compliance & 

Airworthiness Division, FAA, 1200 

District Avenue, Burlington, MA 01803; 

phone: (516) 228–7323; email: 9-AVSAIR-BACO-COS@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The European Union Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Union, has issued EASA 

Emergency AD 2022–0018–E, dated 

January 28, 2022 (referred to after this 

as ‘‘the MCAI’’), to address an unsafe 

condition on certain MARS A.S. ATL– 

88/90–1B (commercially known as 

ATL–15 SL) emergency parachutes. The 

MCAI states: 

During the yearly inspection of one of the 

affected emergency parachutes, it has been 

found that the length of the ripcord between 

the pins was too large and, in some cases, 

only one of 2 loops of the parachute could 

be opened when the manual ripcord was 

pulled. Subsequent inspection revealed that 

the dimensions of the static line extension 

were out of production tolerances. It is 

expected that the manufacturer will develop 

a modification to restore the airworthiness of 

affected emergency parachutes. 

This condition, if not corrected, could 

cause a malfunction of the emergency 

parachute. 

To address this unsafe condition EASA 

issued Emergency AD 2022–0017–E to 

require removal from service of the affected 

emergency parachutes. 

Since that [EASA] AD was issued, it was 

determined that the Applicability of that 

[EASA] AD was incorrect. 

For the reasons described above, this 

[EASA] AD retains the requirements of EASA 

Emergency AD 2022–0017–E, which is 

superseded, but with a different 

Applicability. 

This [EASA] AD is considered to be an 

interim measure and further [EASA] AD 

action may follow. 

You may examine the MCAI in the 

AD docket at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0149. 


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