33140 Federal Register / Vol. 79, No. 111 / Tuesday, June 10, 2014 / Proposed Rules 

and personnel matters and is not 

‘‘significant’’ thereunder. 

Executive Order 12988 

As Director of OGE, I have reviewed 

this proposed amendatory regulation in 

light of section 3 of Executive Order 

12988, Civil Justice Reform, and certify 

that it meets the applicable standards 

provided therein. 

List of Subjects in 5 CFR Part 2641 

Conflict of interests, Government 

employees. 

Approved: June 2, 2014. 

Walter M. Shaub, Jr., 

Director, Office of Government Ethics. 

Accordingly, for the reasons set forth 

in the preamble, OGE proposes to 

amend 5 CFR part 2641 as follows: 

PART 2641—POST-EMPLOYMENT 

CONFLICT OF INTEREST 

RESTRICTIONS 

■ 1. The authority citation for part 2641 

continues to read as follows: 

Authority: 5 U.S.C. app. (Ethics in 

Government Act of 1978); 18 U.S.C. 207; E.O. 

12674, 54 FR 15159, 3 CFR, 1989 Comp., p. 

215, as modified by E.O. 12731, 55 CFR 

42547, 3 CFR, 1990 Comp., p. 306. 

■ 2. Appendix B to part 2641 is 

amended by revising the listings for the 

Department of Health and Human 

Services and the Department of the 

Treasury to read as follows: 

Appendix B to Part 2641—Agency 

Components for Purposes of 18 U.S.C. 

207(c) 

* * * * * 

Parent: Department of Health and Human 

Services 

Components: 

Administration on Aging (effective May 16, 

1997; expires 90 days after the date of 

publication of the final rule in the Federal 

Register). 

Administration for Children and Families 

(effective January 28, 1992). 

Administration for Community Living 

(effective upon publication of the final rule 

in the Federal Register). 

Agency for Healthcare Research and 

Quality (formerly Agency for Health Care 

Policy and Research) (effective May 16, 

1997). 

Agency for Toxic Substances and Disease 

Registry (effective May 16, 1997). 

Centers for Disease Control and Prevention 

(effective May 16, 1997). 

Centers for Medicare and Medicaid 

Services (formerly Health Care Financing 

Administration). 

Food and Drug Administration. 

Health Resources and Services 

Administration (effective May 16, 1997). 

Indian Health Service (effective May 16, 

1997). 

National Institutes of Health (effective May 

16, 1997). 

Substance Abuse and Mental Health 

Services Administration (effective May 16, 

1997). 

* * * * * 

Parent: Department of the Treasury 

Components: 

Alcohol and Tobacco Tax and Trade 

Bureau (effective November 23, 2004). 

Bureau of Engraving and Printing. 

Bureau of the Fiscal Service (effective upon 

publication of the final rule in the Federal 

Register). 

Bureau of the Public Debt (expires 90 days 

after the date of publication of the final rule 

in the Federal Register). 

Comptroller of the Currency. 

Financial Crimes Enforcement Center 

(FinCEN) (effective January 30, 2003). 

Financial Management Service (expires 90 

days after the date of publication of the final 

rule in the Federal Register). 

Internal Revenue Service. 

Office of Thrift Supervision (expires 90 

days after the date of publication of the final 

rule in the Federal Register). 

United States Mint (formerly listed as 

Bureau of the Mint). 

* * * * * 

■ 3. Appendix B to part 2641 is further 

amended by removing the 

Administration on Aging from the 

listing for the Department of Health and 

Human Services and by removing the 

Bureau of the Public Debt, the Financial 

Management Service, and the Office of 

Thrift Supervision from the listing for 

the Department of the Treasury. 

[FR Doc. 2014–13273 Filed 6–9–14; 8:45 am] 

BILLING CODE 6345–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2014–0366; Notice No. 25– 

14–04–SC] 

Special Conditions: Embraer S.A.; 

Model EMB–550 Airplane; Flight 

Envelope Protection: High Incidence 

Protection System 

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 

when compared to the state of 

technology and design envisioned in the 

airworthiness standards for transport 

category airplanes. This design feature 

is a high incidence protection system 

that limits the angle of attack at which 

the airplane can be flown during normal 

low speed operation. 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 July 10, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0366 

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 9 

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, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 


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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 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 AS907– 

3–1E medium bypass ratio turbofan 

engines mounted on aft fuselage pylons. 

Each engine produces approximately 

6,540 pounds of thrust for normal 

takeoff. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Embraer S.A. must show that the Model 

EMB–550 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 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 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 will incorporate 

the following novel or unusual design 

features: A high incidence protection 

system that replaces the stall warning 

system during normal operating 

conditions, prohibits the airplane from 

stalling, limits the angle of attack at 

which the airplane can be flown during 

normal low speed operation, and that 

cannot be overridden by the flightcrew. 

The application of this angle-of-attack 

limit impacts the stall speed 

determination, the stall characteristics 

and stall warning demonstration, and 

the longitudinal handling 

characteristics. The current regulations 

do not address this type of protection 

feature. 

Discussion 

The high incidence protection 

function prevents the airplane from 

stalling at low speeds, and, therefore, a 

stall warning system is not needed 

during normal flight conditions. 

However, if there is a failure of the high 

incidence protection function that is not 

shown to be extremely improbable, stall 

warning must be provided in a 

conventional manner. Also the flight 

characteristics at the angle of attack for 

maximum lift coefficient (CLmax) must 

be suitable in the traditional sense. 

Special conditions are proposed to 

address this novel or unusual design 

feature on the EMB–550. These special 

conditions, which include airplane 

performance requirements, will 

establish a level of safety equivalent to 

the current regulations for reference 

stall speeds, stall warning, stall 

characteristics, and miscellaneous other 

minimum reference speeds. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

Model EMB–550. 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. 

Flight Envelope Protection: High 

Incidence Protection System 

The current airworthiness standards 

do not contain adequate safety 

standards for the unique features of the 

high incidence protection system on the 

Embraer EMB–550. Part I of the 

following proposed special conditions 

are in lieu of the specified paragraphs of 

§§ 25.21, 25.103, 25.145, 25.201, 25.203, 

25.207, and 25.1323. Part II are in lieu 

of the specified paragraphs of §§ 25.103, 

25.105, 25.107, 25.121, 25.123, 25.125, 

25.143, and 25.207. 

Special Conditions Part I 

Stall Protection and Scheduled 

Operating Speeds 

The following special conditions are 

in lieu of §§ 25.21(b), 25.103, 25.145(a), 

25.145(b)(6), 25.201, 25.203, 25.207, and 

25.1323(d). 

Foreword 

In the following paragraphs, ‘‘in icing 

conditions’’ means with the ice 

accretions (relative to the relevant flight 

phase) as defined in 14 CFR part 25, 

Amendment 121, appendix C. 

1. Definitions 

These special conditions address a 

novel or unusual design feature of the 

EMB–550 airplane and use terminology 

that does not appear in 14 CFR part 25. 

These terms relating to the novel or 

unusual design feature addressed by 

these special conditions are the 

following: 

• High incidence protection system: 

A system that operates directly and 

automatically on the airplane’s flying 

controls to limit the maximum angle of 

attack that can be attained to a value 

below that at which an aerodynamic 

stall would occur. 

• Alpha-limit: The maximum angle of 

attack at which the airplane stabilizes 


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with the high incidence protection 

system operating and the longitudinal 

control held on its aft stop. 

• Vmin: The minimum steady flight 

speed in the airplane configuration 

under consideration with the high 

incidence protection system operating. 

See section 3 Part I of these special 

conditions. 

• Vmin1g: Vmin corrected to 1g 

conditions. See section 3 of Part I of 

these special conditions. It is the 

minimum calibrated airspeed at which 

the airplane can develop a lift force 

normal to the flight path and equal to 

its weight when at an angle of attack not 

greater than that determined for Vmin. 

2. Capability and Reliability of the High 

Incidence Protection System 

The capability and reliability of the 

high incidence protection system can be 

established by flight test, simulation, 

and analysis as appropriate. The 

capability and reliability required are 

proposed as follows: 

1. It must not be possible during pilotinduced maneuvers to encounter a stall, 

and handling characteristics must be 

acceptable, as required by section 5 of 

Part I of these special conditions. 

2. The airplane must be protected 

against stalling due to the effects of 

wind-shears and gusts at low speeds as 

required by section 6 of Part I of these 

special conditions. 

3. The ability of the high incidence 

protection system to accommodate any 

reduction in stalling incidence must be 

verified in icing conditions. 

4. The high incidence protection 

system must be provided in each 

abnormal configuration of the high lift 

devices that is likely to be used in flight 

following system failures. 

5. The reliability of the system and 

the effects of failures must be acceptable 

in accordance with § 25.1309. 

3. Minimum Steady Flight Speed and 

Reference Stall Speed 

In lieu of § 25.103, we propose the 

following requirements: 

(a) The minimum steady flight speed, 

Vmin, is the final stabilized calibrated 

airspeed obtained when the airplane is 

decelerated until the longitudinal 

control is on its stop in such a way that 

the entry rate does not exceed 1 knot per 

second. 

(b) The minimum steady flight speed, 

Vmin, must be determined in icing and 

non-icing conditions with: 

(1) The high incidence protection 

system operating normally; 

(2) Idle thrust and automatic thrust 

system (if applicable) inhibited; 

(3) All combinations of flap settings 

and landing gear position for which Vmin

is required to be determined; 

(4) The weight used when reference 

stall speed, VSR, is being used as a factor 

to determine compliance with a 

required performance standard; 

(5) The most unfavorable center of 

gravity allowable; and 

(6) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) The 1-g minimum steady flight 

speed, Vmin1g, is the minimum 

calibrated airspeed at which the 

airplane can develop a lift force (normal 

to the flight path) equal to its weight, 

while at an angle of attack not greater 

than that at which the minimum steady 

flight speed of subparagraph (a) was 

determined. It must be determined in 

icing and non-icing conditions. 

(d) The reference stall speed, VSR, is 

a calibrated airspeed defined by the 

applicant. VSR may not be less than a 1g 

stall speed. VSR must be determined in 

non-icing conditions and expressed as: 

(e) VCLmax is determined in non-icing 

conditions with: 

(1) Engines idling, or, if that resultant 

thrust causes an appreciable decrease in 

stall speed, not more than zero thrust at 

the stall speed; 

(2) The airplane in other respects 

(such as flaps and landing gear) in the 

condition existing in the test or 

performance standard in which VSR is 

being used; 

(3) The weight used when VSR is 

being used as a factor to determine 


emcdonald on DSK67QTVN1PROD with PROPOSALSEP10JN14.005</GPH>
Federal Register / Vol. 79, No. 111 / Tuesday, June 10, 2014 / Proposed Rules 33143 

compliance with a required 

performance standard; 

(4) The center of gravity position that 

results in the highest value of reference 

stall speed; 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system, but not less than 

1.13 VSR and not greater than 1.3 VSR; 

and 

(6) The high incidence protection 

system adjusted, at the option of the 

applicant, to allow higher incidence 

than is possible with the normal 

production system. 

(7) Starting from the stabilized trim 

condition, apply the longitudinal 

control to decelerate the airplane so that 

the speed reduction does not exceed 1 

knot per second. 

4. Stall Warning 

In lieu of § 25.207, we propose the 

following requirements: 

4.1 Normal Operation 

If the capabilities of the high 

incidence protection system are met, 

then the conditions of section 2, 

‘‘Capability and Reliability of the High 

Incidence Protection System,’’ are 

satisfied. These conditions provide 

safety equivalent to § 25.207, Stall 

warning, so the provision of an 

additional, unique warning device is not 

required. 

4.2 High Incidence Protection System 

Failure 

Following failures of the high 

incidence protection system, not shown 

to be extremely improbable, such that 

the capability of the system no longer 

satisfies items (a), (b), and (c) of section 

2, ‘‘Capability and Reliability of the 

High Incidence Protection System,’’ stall 

warning must be provided and must 

protect against encountering 

unacceptable stall characteristics and 

against encountering stall. 

(a) Stall warning with the flaps and 

landing gear in any normal position 

must be clear and distinctive to the pilot 

and meet the requirements specified in 

paragraphs (d) and (e) below. 

(b) Stall warning must also be 

provided in each abnormal 

configuration of the high lift devices 

that is likely to be used in flight 

following system failures. 

(c) The warning may be furnished 

either through the inherent aerodynamic 

qualities of the airplane or by a device 

that will give clearly distinguishable 

indications under expected conditions 

of flight. However, a visual stall warning 

device that requires the attention of the 

crew within the cockpit is not 

acceptable by itself. If a warning device 

is used, it must provide a warning in 

each of the airplane configurations 

prescribed in paragraph (a) above and 

for the conditions prescribed in 

paragraphs (d) and (e) below. 

(d) In non-icing conditions stall 

warning must provide sufficient margin 

to prevent encountering unacceptable 

stall characteristics and encountering 

stall in the following conditions: 

(1) In power off straight deceleration 

not exceeding 1 knot per second to a 

speed 5 knots or 5 percent calibrated 

airspeed, whichever is greater, below 

the warning onset. 

(2) In turning flight stall deceleration 

at entry rates up to 3 knots per second 

when recovery is initiated not less than 

1 second after the warning onset. 

(e) In icing conditions stall warning 

must provide sufficient margin to 

prevent encountering unacceptable 

characteristics and encountering stall, in 

power-off straight and turning flight 

decelerations not exceeding 1 knot per 

second, when the pilot starts a recovery 

maneuver not less than three seconds 

after the onset of stall warning. 

(f) An airplane is considered stalled 

when the behavior of the airplane gives 

the pilot a clear and distinctive 

indication of an acceptable nature that 

the airplane is stalled. Acceptable 

indications of a stall, occurring either 

individually or in combination are: 

(1) A nose-down pitch that cannot be 

readily arrested; 

(2) Buffeting, of a magnitude and 

severity that is strong and effective 

deterrent to further speed reduction; or 

(3) The pitch control reaches the aft 

stop and no further increase in pitch 

attitude occurs when the control is held 

full aft for a short time before recovery 

is initiated. 

(g) An aircraft exhibits unacceptable 

characteristics during straight or turning 

flight decelerations if it is not always 

possible to produce and to correct roll 

and yaw by unreversed use of aileron 

and rudder controls, or abnormal noseup pitching occurs. 

5. Handling Characteristics at High 

Incidence 

In lieu of both §§ 25.201 and 25.203, 

we propose the following requirements: 

5.1 High Incidence Handling 

Demonstration 

In lieu of § 25.201: 

(a) Maneuvers to the limit of the 

longitudinal control, in the nose-up 

pitch, must be demonstrated in straight 

flight and in 30° banked turns with: 

(1) The high incidence protection 

system operating normally; 

(2) Initial power conditions of: 

i. Power off; and 

ii. The power necessary to maintain 

level flight at 1.5 VSR1, where VSR1 is the 

reference stall speed with flaps in 

approach position, the landing gear 

retracted, and maximum landing 

weight; 

(3) Flaps, landing gear, and 

deceleration devices in any likely 

combination of positions; 

(4) Representative weights within the 

range for which certification is 

requested; and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) The following procedures must be 

used to show compliance in non-icing 

and icing conditions: 

(1) Starting at a speed sufficiently 

above the minimum steady flight speed 

to ensure that a steady rate of speed 

reduction can be established, apply the 

longitudinal control so that the speed 

reduction does not exceed 1 knot per 

second until the control reaches the 

stop; 

(2) The longitudinal control must be 

maintained at the stop until the airplane 

has reached a stabilized flight condition 

and must then be recovered by normal 

recovery techniques; 

(3) Maneuvers with increased 

deceleration rates: 

(i) In non-icing conditions, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to the maximum rate 

achievable; and 

(ii) In icing conditions, with the antiice system working normally, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to 3 knots per second; and 

(4) Maneuver with ice accretion prior 

to operation of the normal anti-ice 

system. With the ice accretion prior to 

operation of the normal anti-ice system, 

the requirements must also be met in 

deceleration at 1 knot per second up to 

full back stick. 

5.2 Characteristics in High Incidence 

Maneuvers 

In lieu of § 25.203: 

In icing and non-icing conditions: 

(a) Throughout maneuvers with a rate 

of deceleration of not more than 1 knot 

per second, both in straight flight and in 

30° banked turns, the airplane’s 

characteristics must be as follows: 

(1) There must not be any abnormal 

nose-up pitching. 

(2) There must not be any 

uncommanded nose-down pitching, 

which would be indicative of stall. 

However, reasonable attitude changes 

associated with stabilizing the incidence 

at Alpha limit as the longitudinal 

control reaches the stop would be 

acceptable. 


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(3) There must not be any 

uncommanded lateral or directional 

motion and the pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

(4) The airplane must not exhibit 

buffeting of a magnitude and severity 

that would act as a deterrent from 

completing the maneuver specified in 

paragraph 5.1(a). 

(b) In maneuvers with increased rates 

of deceleration, some degradation of 

characteristics is acceptable, associated 

with a transient excursion beyond the 

stabilized Alpha limit. However, the 

airplane must not exhibit dangerous 

characteristics or characteristics that 

would deter the pilot from holding the 

longitudinal control on the stop for a 

period of time appropriate to the 

maneuver. 

(c) It must always be possible to 

reduce incidence by conventional use of 

the controls. 

(d) The rate at which the airplane can 

be maneuvered from trim speeds 

associated with scheduled operating 

speeds such as V2 and VREF up to Alpha 

limit must not be unduly damped or be 

significantly slower than can be 

achieved on conventionally controlled 

transport airplanes. 

5.3 Characteristics up to Maximum 

Lift Angle of Attack 

Also in lieu of § 25.201: 

(a) In non-icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the angle of attack at which VCLmax

was obtained as defined in section 3, 

‘‘Minimum Steady Flight Speed and 

Reference Stall Speed,’’ must be 

demonstrated in straight flight and in 

30° banked turns in the following 

configurations: 

(1) The high incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system; 

(2) Automatic thrust increase system 

inhibited (if applicable); 

(3) Engines idling; 

(4) Flaps and landing gear in any 

likely combination of positions; and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) In icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the maximum angle of attack reached 

during maneuvers from paragraph 

5.1(b)(3)(ii) must be demonstrated in 

straight flight with: 

(1) The high incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system; 

(2) Automatic thrust increase system 

inhibited (if applicable); 

(3) Engines idling; 

(4) Flaps and landing gear in any 

likely combination of positions, and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) During the maneuvers used to 

show compliance with paragraphs (a) 

and (b) above, the airplane must not 

exhibit dangerous characteristics, and it 

must always be possible to reduce angle 

of attack by conventional use of the 

controls. The pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

6. Atmospheric Disturbances 

Operation of the high incidence 

protection system must not adversely 

affect aircraft control during expected 

levels of atmospheric disturbances, nor 

impede the application of recovery 

procedures in case of wind-shear. This 

must be demonstrated in non-icing and 

icing conditions. 

7. Proof of Compliance 

We propose the following 

requirement be added in lieu of 

§ 25.21(b), [Reserved]: 

(b) The flying qualities must be 

evaluated at the most unfavorable 

center-of-gravity position. 

8. Sections 25.145(a), 25.145(b)(6), and 

25.1323(d) 

We propose the following 

requirements: 

• For § 25.145(a), add ‘‘Vmin’’ in lieu 

of ‘‘stall identification.’’ 

• For § 25.145(b)(6), and ‘‘Vmin’’ in 

lieu of ‘‘VSW.’’ 

• For § 25.1323(d), add ‘‘From 1.23 

VSR to Vmin . . . ,’’ in lieu of, ‘‘1.23 VSR

to stall warning speed . . . ,’’ and, ‘‘. . . 

speeds below Vmin . . .’’ in lieu of, ‘‘. . . 

speeds below stall warning . . .’’ 

Special Conditions Part II 

Credit for Robust Envelope Protection in 

Icing Conditions 

The following special conditions are 

in lieu of the specified paragraphs of 

§§ 25.103, 25.105, 25.107, 25.121, 

25.123, 25.125, 25.143, and 25.207. 

1. Define the stall speed as provided 

in these special conditions, Part I, in 

lieu of § 25.103. 

2. We propose the following 

requirements in lieu of § 25.105(a)(2)(i): 

In lieu of § 25.105(a)(2)(i) Takeoff: 

(i) The V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the takeoff configuration, 

or 

3. In lieu of § 25.107(c) and (g) we 

propose the following requirements, 

with additional sections (c′) and (g′): 

In lieu of § 25.107(c) and (g) Takeoff 

speeds: 

(c) In non-icing conditions V2, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(b) but may not be less than— 

(1) V2MIN; 

(2) VR plus the speed increment 

attained (in accordance with 

§ 25.111(c)(2)) before reaching a height 

of 35 feet above the takeoff surface; and 

(3) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(c′) In icing conditions with the 

‘‘takeoff ice’’ accretion defined in part 

25, appendix C, V2 may not be less 

than— 

(1) The V2 speed determined in nonicing conditions; and 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(g) In non-icing conditions, VFTO, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(c), but may not be less than— 

(1) 1.18 VSR; and 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(g′) In icing conditions with the ‘‘final 

takeoff ice’’ accretion defined in part 25, 

appendix C, VFTO, may not be less 

than— 

(1) The VFTO speed determined in 

non-icing conditions. 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

4. In lieu of §§ 25.121(b)(2)(ii)(A), 

25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), 

we propose the following requirements: 

In lieu of § 25.121(b)(2)(ii)(A): 

(A) The V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the takeoff configuration; 

or 

In lieu of § 25.121(c)(2)(ii)(A): 

(A) The VFTO speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the en-route 

configuration; or 

In lieu of § 25.121(d)(2)(ii): 

(d)(2) The requirements of 

subparagraph (d)(1) of this paragraph 

must be met: (ii) In icing conditions 

with the approach ice accretion defined 

in appendix C, in a configuration 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 111 / Tuesday, June 10, 2014 / Proposed Rules 33145 

corresponding to the normal all-enginesoperating procedure in which Vmin1g for 

this configuration does not exceed 

110% of the Vmin1g for the related allengines-operating landing configuration 

in icing, with a climb speed established 

with normal landing procedures, but not 

more than 1.4 VSR (VSR determined in 

non-icing conditions). 

5. In lieu of § 25.123(b)(2)(i) we 

propose the following requirements: 

In lieu of § 25.123(b)(2)(i): 

(i) The minimum en-route speed 

scheduled in non-icing conditions does 

not provide the maneuvering capability 

specified in § 25.143(h) for the en-route 

configuration, or 

6. In lieu of § 25.125(b)(2)(ii)(B) and 

§ 25.125(b)(2)(ii)(C), we propose the 

following requirement: 

(B) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h) with the landing ice 

accretion defined in part 25, appendix 

C. 

7. In lieu of § 25.143(j)(2)(i), we 

propose the following requirement: 

(i) The airplane is controllable in a 

pull-up maneuver up to 1.5 g load factor 

or lower if limited by angle of attack 

protection; and 

8. In lieu of § 25.207, Stall warning, to 

read as the requirements defined in 

these special conditions Part I, Section 

4. 

Issued in Renton, Washington, on June 2, 

2014. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–13528 Filed 6–9–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 77 

[Docket No. FAA–2014–0134] 

RIN 2120–AF90 

Proposal To Consider the Impact of 

One Engine Inoperative Procedures in 

Obstruction Evaluation Aeronautical 

Studies 

AGENCY: Federal Aviation 

Administration, Department of 

Transportation. 

ACTION: Proposed policy; notice of 

public meeting and extension of 

comment period. 

SUMMARY: The FAA will hold a public 

meeting to discuss its proposal to 

consider the impact of one engine 

inoperative procedures during 

aeronautical studies. This proposal was 

published in the Federal Register on 

April 28, 2014. During the meeting, the 

FAA will explain the proposal and 

respond to questions seeking 

clarification of the proposed policy. In 

addition, the FAA is extending the time 

period for which the public may submit 

written comments for an additional 30 

days. 

DATES: The comment period for the 

proposed policy published April 28, 

2014 (79 FR 23300), is extended. The 

meeting will be held online with a 

teleconference on Wednesday, June 25, 

2014, from 2:00 p.m. to 4:00 p.m. 

eastern time. Written public comments 

regarding this FAA proposed policy 

should be submitted by July 28, 2014. 

FOR FURTHER INFORMATION CONTACT: John 

Speckin, Airport Obstruction Standards 

Committee, Region and Center 

Operations, Office of Finance and 

Management, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (816) 329–3053; email: 7- 

ACE-Federal-Registry-Notice@faa.gov. 

SUPPLEMENTARY INFORMATION: On April 

28, 2014, the FAA published for public 

comment a proposal to amend its policy 

concerning the impacts of certain 

structures during aeronautical studies 

conducted under Title 14 of the Code of 

Federal Regulations Part 77. 

Specifically, the FAA proposed to 

consider the impact of one engine out 

procedures when studying new 

structures or modifications to existing 

structures at certain airports that have a 

defined departure area for each runway 

end supporting commercial service 

operations. FAA is proposing to factor 

these impacts into the aeronautical 

study process because the encroachment 

of airspace by structures surrounding 

certain airports appears to be 

significantly limiting options available 

to airlines to establish OEI procedures. 

Registration for the meeting is required 

by June 23, 2014. To register, email 7- 

ACE-Federal-Registry-Notice@faa.gov 

with your name and the company or 

organization you are representing. In a 

response email, the attendees will be 

provided with instructions on how to 

connect to the online meeting and the 

teleconference. In the public meeting, 

the FAA will provide a slide 

presentation to further explain the 

proposed policy. Participants will be 

able to submit questions utilizing the 

instant message application of the 

online tool. In addition, the FAA is 

extending the time period for which the 

public may submit written comments 

for an additional 30 days. 

Issued in Washington, DC, on June 3, 2014. 

Raymond Towles, 

Deputy Assistant Administrator for Regions 

and Center Operations, Office of Finance and 

Management, Federal Aviation 

Administration. 

[FR Doc. 2014–13484 Filed 6–5–14; 4:15 pm] 

BILLING CODE 4910–13–P 

DEPARTMENT OF THE TREASURY 

17 CFR Part 420 

[Docket No. Treas–DO–2014–0002] 

Government Securities Act 

Regulations: Large Position Reporting 

Rules 

AGENCY: Office of the Assistant 

Secretary for Financial Markets, 

Treasury. 

ACTION: Proposed rule. 

SUMMARY: The Department of the 

Treasury (Treasury) is issuing this 

notice of proposed rulemaking to solicit 

public comment on proposed 

amendments to Treasury’s rules for 

reporting large positions in certain 

Treasury securities. The large position 

reporting rules are issued under the 

Government Securities Act (GSA) for 

the purposes of monitoring the impact 

in the Treasury securities market of 

concentrations of positions in Treasury 

securities and otherwise assisting the 

Securities and Exchange Commission 

(SEC) in enforcing the GSA. In addition, 

the large position reports provide 

Treasury with information to better 

understand supply and demand 

dynamics in certain Treasury securities. 

The proposed amendments are designed 

to improve the information available to 

Treasury and simplify the reporting 

process for many entities subject to the 

large position reporting rules. 

DATES: Submit comments on or before 

August 9, 2014. 

ADDRESSES: Comments may be 

submitted by any of the following 

methods: 

Electronic Comments 

Use the Federal eRulemaking Portal 

(www.regulations.gov) and follow the 

instructions for submitting comments 

through the Web site. You may 

download this proposed rule from 

www.regulations.gov or 

www.treasurydirect.gov. 

Paper Comments 

Send paper comments to Department 

of the Treasury, Bureau of the Fiscal 

Service, Government Securities 

Regulations Staff, 401 14th Street SW., 

Washington, DC 20227. 


emcdonald on DSK67QTVN1PROD with PROPOSALS