[Federal Register Volume 66, Number 115 (Thursday, June 14, 2001)]
[Notices]
[Pages 32410-32412]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-14489]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Policy Statement Number ANM-01-02]


FAA Policy on Type Certification Assessment of Thrust Management 
Systems

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of policy statement; request for comments.

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SUMMARY: This notice announces an FAA policy applicable to the type 
certification of transport category airplanes. This notice advises the 
public, in particular manufacturers of transport category airplanes and 
their suppliers, that the FAA intends to adopt a new policy concerning 
the type certification assessment of thrust management systems. This 
notice is necessary to advise the public of this FAA policy and give 
all interested persons an opportunity to present their views on it.

DATE: Send your comments by July 16, 2001.

ADDRESSES: Send all comments on this policy statement to the individual 
identified under FOR FURTHER INFORMATION CONTACT.

FOR FURTHER INFORMATION CONTACT: Mike McRae, Federal Aviation 
Administration, Transport Airplane Directorate, Transport Standards 
Staff, Propulsion/Mechanical Systems Branch, ANM-112, 1601 Lind Avenue 
SW., Renton, WA 98055-4056; telephone (425) 227-2133; fax (425) 227-
1320; e-mail: <a href="/cdn-cgi/l/email-protection#f39e9a9896dd9e90819296b3959292dd949c85"><span class="__cf_email__" data-cfemail="d8b5b1b3bdf6b5bbaab9bd98beb9b9f6bfb7ae">[email protected]</span></a>.

SUPPLEMENTARY INFORMATION:

Comments Invited

    You may comment on this policy statement by sending any written 
data, views, or arguments as you may desire. You must identify the 
Policy Statement Number ANM-01-02 on your comments, and send your 
comments, in duplicate, to the address indicated above. The Transport 
Airplane Directorate (Transport Standards Staff) will consider all 
communications received on or before the closing date for comments.

Background

    The FAA traditionally has certified automated thrust management 
features, such as autothrottles and ``target rating'' displays, on the 
basis that they are only conveniences to reduce crew workload and do 
not relieve the crew of any responsibility for assuring proper thrust 
management. Consequently, even when the crew is no longer directly 
involved in performing a given thrust management function, they must be 
``aware'' when this function is not being performed safely. Further, 
when they do become ``aware'' of any thrust management malfunction, 
they must be capable of taking appropriate corrective action to safely 
address that malfunction.
    For most thrust management systems (TMS) that the FAA has certified 
to date, this crew ``awareness'' has been accepted as coming from:
    a. Inherent aircraft operational cues (for example, failure of the 
throttles to properly respond to an autothrottle command is usually 
assumed to be

[[Page 32411]]

detectable by improper movement of the throttle levers, engine 
indications, or other inherent aircraft responses); or
    b. Adherence to training and procedures (for example, crews are 
trained to cross-check the TMS ``target rating'' against the Quick 
Reference Handbook rating or the rating on a dispatch sheet); or
    c. Dedicated failure detection and annunciation (for example, if 
the autothrottle detects that it cannot perform its function, under 
some circumstances it will automatically disconnect itself and announce 
that fact through a crew alerting feature).

Service History Involving TMS Issues

    There have been at least two recent accidents related to TMS 
effects:

1. March 31, 1995, Tarom Airbus Model A310-300, Bucharest, Hungary

    The airplane crashed shortly after takeoff. The Romanian 
investigating team indicated that the probable cause of the accident 
was the combination of an autothrottle failure that generated 
asymmetric thrust and the pilot's apparent failure to react quickly 
enough to the developing emergency.

2. November 24, 1992, China Southern Boeing Model 737-300, Guilin, 
China

    The airplane crashed shortly before landing at Guilin. The Civil 
Aviation Administration of China team investigating the probable cause 
of the accident concluded that the right auto throttle did not react 
during descent and level off. As a result, the thrust asymmetry induced 
the airplane to roll to the right. The flightcrew failed to recognize 
the abnormality and make correction in time, ``followed by wrongful 
control input and crashed.''
    Data from these accident investigations have provided evidence that 
it is incorrect to assume that the flight crew will always detect and 
address potentially adverse TMS effects strictly from inherent 
operational cues.
    Similarly, other service experience suggests that it is not 
reasonable to expect the flight crew to adhere strictly to operational 
checks that are not specified in the flight manual, and that usually 
indicate the system is working correctly. It is not sufficient to find 
that the flight crew ``should normally be able'' to detect and safely 
accommodate these failures. Instead, it should be found that the flight 
crew is anticipated ``always'' to safely accommodate these failures. 
This distinction is intended to differentiate between those ``human 
errors'' that are simply part of anticipated human behaviors and 
limitations, and those that are ``extraordinary'' or ``negligent.''
    The FAA maintains that transport category airplane type designs 
should safely accommodate anticipated human errors. Therefore, the FAA 
has concluded that dedicated failure detection and annunciation is 
necessary to provide adequate ``crew awareness'' of TMS malfunctions.

Intent of This General Statement of Policy

    The FAA intends the policy discussed in this notice to ensure that 
the actual criticality of automated thrust management features is 
identified and adequately addressed during type certification 
compliance with the fail-safe requirements of Title 14, Code of Federal 
Regulations (CFR), part 25, including:
    Sec. 25.901(c) (``Powerplant: Installation''),
    Sec. 25.903(b) (``Engines''), and
    Sec. 25.1309(b) (``Equipment, systems, and installations'').
    This policy is included in a draft Advisory Circular (AC) 25.901-
1X, ``Safety Assessment of Powerplant Installations,'' which the 
Aviation Rulemaking Advisory Committee (ARAC) developed and submitted 
to the FAA as a recommendation for issuance. (Refer to 56 FR 2190, 
January 22, 1991, for more information about ARAC. Refer to 57 FR 
58845, December 11, 1992, for more information about the ARAC-sponsored 
working group assigned to develop the recommendation.)
    Draft AC 25.901-1X currently is part of a planned ``Safety 
Assessment'' rulemaking package that will include several proposed 
rules and advisory circulars. The FAA plans to issue those proposed 
documents for public comment at a future date.
    However, the FAA has chosen to publish this particular segment as a 
general statement of policy in advance of the complete AC 25.901-1X.
    To reduce the exposure to accidents like those described above, the 
FAA expects to use this policy to identify and correct any similar 
unsafe conditions in the current transport fleet and for all future 
type certification activities.

Effect of General Statement of Policy

    The general policy stated in this document is not intended to 
establish a binding norm; it does not constitute a new regulation and 
the FAA would not apply or rely upon it as a regulation. The FAA 
Aircraft Certification Offices (ACO) that certify transport category 
airplanes and/or the thrust management systems installed on them should 
generally attempt to follow this policy, when appropriate. However, in 
determining compliance with certification standards, each ACO has the 
discretion not to apply these guidelines where it determines that they 
are inappropriate. Applicants should expect that the certificating 
officials will consider this information when making findings of 
compliance relevant to new certificate actions.
    In addition, as with all advisory material, this statement of 
policy identifies one means, but not the only means, of compliance.
    Because this general statement of policy only announces what the 
FAA seeks to establish as policy, the FAA considers it an issue for 
which public comment is appropriate. Therefore, the FAA requests 
comment on the following proposed general statement of policy relevant 
to type certification assessment of thrust management systems.

The Policy Statement

    Thrust Management Systems. A System Safety Assessment is essential 
for any airplane system that aids the crew in managing engine thrust 
(for example, computing target engine ratings, commanding engine thrust 
levels, etc.). As a minimum, the applicant must assess the system 
criticality and failure hazard classification.
    The system criticality will depend on:
    <bullet> The range of thrust management errors it could cause;
    <bullet> The likelihood that the flight crew will detect these 
errors and take appropriate corrective action; and
    <bullet> The severity of the effects of these errors with and 
without intervention by the flight crew.
    The hazard classification will depend on the most severe effects 
anticipated from any system. The need for more in-depth analysis will 
depend upon such things as the system's complexity, novelty, initial 
failure hazard classification, and relationship to other aircraft 
systems.
    Automated thrust management features, such as autothrottles and 
target rating displays, traditionally have been certified on the basis 
that they are only conveniences to reduce crew workload and do not 
relieve the flight crew of any responsibility for assuring proper 
thrust management. In some cases, malfunctions of these systems can be 
considered minor, at most. However, for this to be valid, even when the 
flight crew is no longer directly involved in performing a given thrust 
management function, the flight crew must be provided with information 
concerning unsafe system operating conditions to

[[Page 32412]]

enable them to take appropriate corrective action.
    Consequently, failures within any automated thrust management 
feature that could create a catastrophe if not detected and properly 
accommodated by flight crew action should be considered either:
    1. A catastrophic failure condition when demonstrating compliance 
with Sec. 25.1309(b) and/or Sec. 25.901(c); or
    2. An unsafe system operating condition when demonstrating 
compliance with the warning requirements of Sec. 25.1309(c).

    Issued in Renton, Washington, on June 1, 2001.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-14489 Filed 6-13-01; 8:45 am]
BILLING CODE 4910-13-P


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