50808 Federal Register / Vol. 80, No. 162 / Friday, August 21, 2015 / Proposed Rules 

§ 1238.3 Annual stress test. 

(a) * * * 

(1) Shall complete an annual stress 

test of itself based on its data as of 

December 31 of the preceding calendar 

year; 

* * * * * 

(b) Scenarios provided by FHFA. In 

conducting its annual stress tests under 

this section, each regulated entity must 

use scenarios provided by FHFA, which 

shall be generally consistent with and 

comparable to those established by the 

FRB, that reflect a minimum of three 

sets of economic and financial 

conditions, including a baseline, 

adverse, and severely adverse scenario. 

Not later than 30 days after the FRB 

publishes its scenarios, FHFA will issue 

to all regulated entities a description of 

the baseline, adverse, and severely 

adverse scenarios that each regulated 

entity shall use to conduct its annual 

stress tests under this part. 

* * * * * 

■ 3. Amend § 1238.5 by revising 

paragraph (a) to read as follows: 

§ 1238.5 Required report to FHFA and the 

FRB of stress test results and related 

information. 

(a) Report required for stress tests. On 

or before May 20 of each year, the 

Enterprises must report the results of 

the stress tests required under § 1238.3 

to FHFA, and to the FRB, in accordance 

with paragraph (b) of this section; and 

on or before August 31 of each year, the 

Banks must report the results of the 

stress tests required under § 1238.3 to 

FHFA, and to the FRB, in accordance 

with paragraph (b) of this section; 

* * * * * 

■ 4. Amend § 1238.7 by revising 

paragraph (a) to read as follows: 

§ 1238.7 Publication of results by 

regulated entities. 

(a) Public disclosure of results 

required for stress tests of regulated 

entities. The Enterprises must disclose 

publicly a summary of the stress test 

results for the severely adverse scenario 

not earlier than August 1 and not later 

than August 15 of each year. Each Bank 

must disclose publicly a summary of the 

stress test results for the severely 

adverse scenario not earlier than 

November 15 and not later than 

November 30 of each year. The 

summary may be published on the 

regulated entity’s Web site or in any 

other form that is reasonably accessible 

to the public; 

* * * * * 

Dated: August 13, 2015. 

Melvin L. Watt, 

Director, Federal Housing Finance Agency. 

[FR Doc. 2015–20613 Filed 8–20–15; 8:45 am] 

BILLING CODE 8070–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. FAA–2015–3464; Notice No. 23– 

15–04–SC] 

Special Conditions: Cirrus Aircraft 

Corporation, SF50; Auto Throttle. 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Cirrus Aircraft 

Corporation Model SF50 airplane. This 

airplane will have a novel or unusual 

design feature(s) associated with 

installation of an Auto Throttle System. 

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 October 5, 2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–3464 

using any of the following methods: 

D Federal eRegulations Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

D 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. 

D Hand Delivery of 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. 

D Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://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: Jeff 

Pretz, FAA, Regulations and Policy 

Branch, ACE–111, Small Airplane 

Directorate, Aircraft Certification 

Service, 901 Locust; Kansas City, 

Missouri 64106; telephone (816) 329– 

3239; facsimile (816) 329–4090. 

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 ask that you send 

us two copies of written comments. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 

Background 

On September 9, 2008, Cirrus Aircraft 

Corporation applied for a type 

certificate for their new Model SF50. On 

December 11, 2012 Cirrus elected to 

adjust the certification basis of the SF50 

to include 14 CFR part 23 through 

amendment 62. The SF50 is a low-wing, 

7-seat (5 adults and 2 children), 

pressurized, retractable gear, carbon 

composite airplane with one turbofan 

engine mounted partially in the upper 

aft fuselage. It is constructed largely of 

carbon and fiberglass composite 

materials. Like other Cirrus products, 

the SF50 includes a ballistically 

deployed airframe parachute. The SF50 

has a maximum operating altitude of 

28,000 feet and the maximum takeoff 

weight will be at or below 6,000 pounds 

with a range at economy cruise of 

roughly 1,000 nautical miles. 


rmajette on DSK7SPTVN1PROD with PROPOSALS
Federal Register / Vol. 80, No. 162 / Friday, August 21, 2015 / Proposed Rules 50809 

Current part 23 airworthiness 

regulations do not contain appropriate 

safety standards for an Auto Throttle 

System (ATS) installation; therefore, 

special conditions are required to 

establish an acceptable level of safety. 

Part 25 regulations contain appropriate 

safety standards for these systems, 

making the intent for this project to 

apply the language in § 25.1329 for the 

auto throttle, while substituting 

§ 23.1309 and § 23.143 in place of the 

similar part 25 regulations referenced in 

§ 25.1329. In addition, malfunction of 

the ATS to perform its intended 

function shall be evaluated per the Loss 

of Thrust Control (LOTC) criteria 

established under part 33 for electronic 

engine controls. An analysis must show 

that no single failure or malfunction or 

probable combinations of failures of the 

ATS will permit the LOTC probability 

to exceed those established under part 

33 for an electronic engine control. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Cirrus must show that the Model SF50 

meets the applicable provisions of part 

23, as amended by amendments 23–1 

through 23–62 thereto. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23) do not contain 

adequate or appropriate safety standards 

for the SF50 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 SF50 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 SF50 will incorporate the 

following novel or unusual design 

features: An ATS as part of the 

automatic flight control system. The 

ATS utilizes a Garmin ‘‘smart’’ autopilot 

servo with a physical connection to the 

throttle quadrant control linkage. The 

auto throttle may be controlled by the 

pilot with an optional auto throttle 

control panel adjacent to the throttle 

lever. The auto throttle also provides an 

envelope protection function which 

does not require installation of the 

optional control panel. 

Discussion 

Part 23 currently does not sufficiently 

address auto throttle (also referred to as 

auto thrust) technology and safety 

concerns. Therefore, special conditions 

must be developed and applied to this 

project to ensure an acceptable level of 

safety has been obtained. For approval 

to use the ATS during flight, the SF50 

must demonstrate compliance to the 

intent of the requirements of § 25.1329, 

applying the appropriate part 23 

references to § 23.1309 (to include 

performing a functional hazard 

assessment or system safety assessment 

to determine the applicable Software 

and Airborne Electronic Hardware 

assurance levels, and compliance to 

DO–178C & DO–254, as required) and 

§ 23.143. 

In addition, a malfunction of the ATS 

to perform its intended function is an 

LOTC event, and may result in a total 

loss of thrust control, transients, or 

uncommanded thrust changes. The 

classification of the failure condition for 

an LOTC event on a Class II singleengine aircraft is hazardous for aircraft 

that stall at or below 61 knots. From 

publication AC 23.1309–1E, based upon 

failure probability values shown in 

Figure 2, an LOTC event would have to 

meet a probability of failure value not to 

exceed 1X10¥6. In-service data for 

LOTC in single-engine turbine aircraft 

shows LOTC events exceed this 

probability; therefore, part 33 

requirements for engine control 

probabilities will be accepted for the 

part 23 LOTC requirement. 

The probabilities of failure for an 

LOTC event on a turbine engine shall 

not exceed the following (see AC33.28– 

1 and ANE–1993–33.28TLD–R1 for 

further guidance): 

1. Average Events per Million Hours: 

10 (1X10¥05 per hour). 

2. Maximum Events per Million 

Hours: 100 (1X10¥04 per hour). 

Note: The maximum events per flight hour 

are intended for Time Limited Dispatch 

(TLD) operation where the risk exposure is 

mitigated by limiting the time in which the 

aircraft is operated in the degraded 

condition. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

SF50. Should Cirrus 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 23 

Aircraft, Aviation safety, Signs and 

symbols. 

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 Cirrus 

Aircraft Corporation Model SF50 

airplanes. 

1. Certification of auto throttle system 

under part 23. 

(a) Quick disengagement controls for 

the auto thrust functions must be 

provided for each pilot. The auto thrust 

quick disengagement controls must be 

located on the thrust control levers. 

Quick disengagement controls must be 

readily accessible to each pilot while 

operating the thrust control levers. 

(b) The effects of a failure of the 

system to disengage the auto thrust 

functions when manually commanded 

by the pilot must be assessed in 

accordance with the requirements of 

§ 23.1309. 

(c) Engagement or switching of the 

flight guidance system, a mode, or a 

sensor may not cause the auto thrust 

system to affect a transient response that 

alters the airplane’s flight path any 

greater than a minor transient, as 

defined in paragraph (l)(1) of this 

section. 

(d) Under normal conditions, the 

disengagement of any automatic control 

function of a flight guidance system may 

not cause a transient response of the 

airplane’s flight path any greater than a 

minor transient. 

(e) Under rare normal and non-normal 

conditions, disengagement of any 

automatic control function of a flight 

guidance system may not result in a 

transient any greater than a significant 

transient, as defined in paragraph (l)(2) 

of this section. 

(f) The function and direction of 

motion of each command reference 


rmajette on DSK7SPTVN1PROD with PROPOSALS
50810 Federal Register / Vol. 80, No. 162 / Friday, August 21, 2015 / Proposed Rules 

control, such as heading select or 

vertical speed, must be plainly 

indicated on, or adjacent to, each 

control if necessary to prevent 

inappropriate use or confusion. 

(g) Under any condition of flight 

appropriate to its use, the flight 

guidance system may not produce 

hazardous loads on the airplane, nor 

create hazardous deviations in the flight 

path. This applies to both fault-free 

operation and in the event of a 

malfunction, and assumes that the pilot 

begins corrective action within a 

reasonable period of time. 

(h) When the flight guidance system 

is in use, a means must be provided to 

avoid excursions beyond an acceptable 

margin from the speed range of the 

normal flight envelope. If the airplane 

experiences an excursion outside this 

range, a means must be provided to 

prevent the flight guidance system from 

providing guidance or control to an 

unsafe speed. 

(i) The flight guidance system 

functions, controls, indications, and 

alerts must be designed to minimize 

flight crew errors and confusion 

concerning the behavior and operation 

of the flight guidance system. Means 

must be provided to indicate the current 

mode of operation, including any armed 

modes, transitions, and reversions. 

Selector switch position is not an 

acceptable means of indication. The 

controls and indications must be 

grouped and presented in a logical and 

consistent manner. The indications 

must be visible to each pilot under all 

expected lighting conditions. 

(j) Following disengagement of the 

auto thrust function, a caution (visual 

and auditory) must be provided to each 

pilot. 

(k) During auto thrust operation, it 

must be possible for the flight crew to 

move the thrust levers without requiring 

excessive force. The auto thrust may not 

create a potential hazard when the flight 

crew applies an override force to the 

thrust levers. 

(l) For purposes of this section, a 

transient is a disturbance in the control 

or flight path of the airplane that is not 

consistent with response to flight crew 

inputs or environmental conditions. 

(1) A minor transient would not 

significantly reduce safety margins and 

would involve flight crew actions that 

are well within their capabilities. A 

minor transient may involve a slight 

increase in flight crew workload or 

some physical discomfort to passengers 

or cabin crew. 

(2) A significant transient may lead to 

a significant reduction in safety 

margins, an increase in flight crew 

workload, discomfort to the flight crew, 

or physical distress to the passengers or 

cabin crew, possibly including non-fatal 

injuries. Significant transients do not 

require, in order to remain within or 

recover to the normal flight envelope, 

any of the following: 

i. Exceptional piloting skill, alertness, 

or strength. 

ii. Forces applied by the pilot which 

are greater than those specified in 

§ 23.143(c). 

iii. Accelerations or attitudes in the 

airplane that might result in further 

hazard to secured or non-secured 

occupants. 

Cirrus must also demonstrate, through 

tests and analysis, that no single failure 

or malfunction or probable 

combinations of failures of the auto 

thrust system components results in the 

probability for LOTC, or un-commanded 

thrust changes and transients that result 

in an LOTC event, to exceed the 

following: 

1. Average Events per Million Hours: 

10 (1X10¥05 per hour) 

2. Maximum Events per Million 

Hours: 100 (1X10¥04 per hour) 

Note: The term ‘‘probable’’ in the context 

of ‘‘probable combination of failures’’ does 

not have the same meaning as used for a 

safety assessment process. The term 

‘‘probable’’ in ‘‘probable combination of 

failures’’ means ‘‘foreseeable,’’ or those 

failure conditions anticipated to occur one or 

more times during the operational life of each 

airplane. 

Issued in Kansas City, Missouri, on August 

13, 2015. 

Earl Lawrence, 

Manger, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2015–20756 Filed 8–20–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3144; Directorate 

Identifier 2014–NM–110–AD] 

RIN 2120–AA64 

Airworthiness Directives; Dassault 

Aviation 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Dassault Aviation Model FALCON 

900EX airplanes and FALCON 2000EX 

airplanes. This proposed AD was 

prompted by a report of significant fuel 

leakage at the middle position of the left 

outboard slat. This proposed AD would 

require modifying the assembly of the 

slat extension mechanical stop. We are 

proposing this AD to prevent failure of 

the assembly of the slat extension 

mechanical stop, which if not corrected, 

could lead to a significant fuel leak and 

result in an uncontained fire. 

DATES: We must receive comments on 

this proposed AD by October 5, 2015. 

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 

http://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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Dassault 

Falcon Jet, P.O. Box 2000, South 

Hackensack, NJ 07606; telephone 201– 

440–6700; Internet http://

www.dassaultfalcon.com. You may 

view this referenced service information 

at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3144; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1137; 

fax 425–227–1149. 


rmajette on DSK7SPTVN1PROD with PROPOSALS