17196 Federal Register / Vol. 60, No. 65 / Wednesday, April 5, 1995 / Rules and Regulations

engines and maintain flight for the maximum

diversion time capability being certified.

Discussion: The Electronic Flight Control

System installations establish the criticality

of the electrical power generation and

distribution systems, since the loss of all

electrical power may be catastrophic to the

aircraft.

The Saab 2000 fly-by-wire control system

requires a continuous source of electrical

power in order to maintain the flight control

system. The current § 25.1351(d), ‘‘Operation

Without Normal Electrical Power,’’ requires

safe operation in visual flight rules (VFR)

conditions for at least five minutes with

inoperative normal power. This rule was

structured around a traditional design

utilizing mechanical control cables for flight

control while the crew took time to sort out

the electrical failure and was able to reestablish some of the electrical power

generation capability.

In order to maintain the same level of

safety associated with traditional designs, the

Saab 2000 design must not be time limited

in its operation without the normal source of

engine generated electrical power. It should

be noted that service experience has shown

that the loss of all electrical power which is

generated by the airplane’s engines is not

extremely improbable. Thus, it must be

demonstrated that the airplane can continue

safe flight and landing with the use of its

emergency electrical power systems

(batteries, auxiliary power unit, etc.). This

emergency electrical power system must be

able to power loads that are essential for

continued safe flight and landing. Also, the

availability of emergency electrical power

sources, including any credit taken for APU

start reliability, must be validated in a

manner acceptable to the FAA.

The emergency electrical power system

must be designed to supply:

—electrical power required for immediate

safety, which must continue to operate

without the need for crew action following

the loss of the normal electrical power

system;

—electrical power required for continued

safe-flight and landing;

—electrical power required to restart the

engines.

For compliance purposes:

1. A test demonstration of the loss of

normal engine generated power is to be

established such that:

a. The failure condition should be assumed

to occur during night instrument

meteorological conditions (IMC) at the most

critical phase of flight relative to the

electrical power system design and

distribution of equipment loads on the

system.

b. After the unrestorable loss of the source

of normal electrical power, the airplane

engines must be capable of being restarted

and operations continued in IMC until visual

meteorological conditions (VMC) can be

reached. (A reasonable assumption can be

made that turbine engine driven transport

category airplanes will not have to remain in

IMC for more than 30 minutes after

experiencing the loss of normal electrical

power).

c. After 30 minutes of operation in IMC, the

airplane should be demonstrated to be

capable of continuous safe flight and landing

in VMC conditions. The length of time in

VMC conditions must be computed based on

the maximum flight duration capability for

which the airplane is being certified.

Consideration for speed reductions resulting

from the associated failure must be made.

2. Since the availability of the emergency

electrical power system operation is

necessary for safe-flight, this system must be

available before each flight.

3. The emergency electrical power system

must be shown to be satisfactorily

operational in all flight regimes.

2. Command Signal Integrity. In addition to

compliance with § 25.671 of the FAR, it must

be shown that for the elevator Electronic

Flight Control System (EFCS):

(a) Signals cannot be altered

unintentionally, or that the altered signal

characteristics are such that the control

authority characteristics will not be degraded

to a level that will prevent continued safeflight and landing; and

(b) Routing of wire EFCS wires and wire

bundles must provide separation and

redundancy to ensure maximum protection

from damage due to common cause.

Discussion: The Saab 2000 will be using

fly-by-wire (FBW) as a means to command

and control the elevator surface actuators. In

the FBW design being presented, command

and control of the control surfaces will be

achieved by electronic (AC, DC, or digital)

interfaces. These interfaces involve not only

the direct commands to the elevator control

surfaces, but feedback and sensor signals as

well.

Malfunctions could cause system

instabilities, loss of functions or freeze-up of

the control actuator. It is imperative that

after failure at least one path of the

command signal, that is capable of providing

safe flight and landing, remains continuous

and unaltered.

The current regulations, which primarily

address hydro-mechanical flight control

systems, §§ 25.671 and 25.672, make no

specific or implied reference that command

and control signals remain unaltered from

external interferences. Present designs

feature steel cables and pushrods as a means

to control hydraulic surface actuators. These

designs are easily identifiable relative to the

understanding that they are necessary for

safe flight and landing and thus should be

protected and continually inspected.

However, the FBW designs are not easily

discernible from non-essential electronics

where placement of equipment and wire runs

is not critical. Therefore, FBW requires

additional attention when locating the

equipment and wire runs.

It should be noted that:

—The wording ‘‘signals cannot be altered

unintentionally’’ is used in the Special

Condition to emphasize the need for design

measures to protect the FBW control

system from the effects of the fluctuations

in electrical power, accidental damage,

environmental factors such as temperature,

local fires, exposure to reactive fluids, etc.

and any disruptions that may affect the

command signals as they are being

transmitted from their source of origin to

the Power Control Actuators.

3. Design Maneuver Requirements

(a) In lieu of compliance with

§ 25.331(c)(1) of the FAR, the airplane is

assumed to be flying in steady level flight

(point A1 within the maneuvering envelope

of § 25.333(b)) and, except as limited by pilot

effort in accordance with § 25.397(b), the

cockpit pitching control device is suddenly

moved to obtain extreme positive pitching

acceleration (nose up). In defining the tail

load condition, the response of the airplane

must be taken into account. Airplane loads

which occur subsequent to the point at

which the normal acceleration at the center

of gravity exceeds the maximum positive

limit maneuvering factor, n, need not be

considered.

(b) In addition to the requirements of

§ 25.331(c), it must be established that pitch

maneuver loads induced by the system itself

(e.g. abrupt changes in orders made possible

by electrical rather than mechanical

combination of different inputs) are

acceptably accounted for.

Issued in Renton, Washington, on March

29, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service,

ANM–100.

[FR Doc. 95–8371 Filed 4–4–95; 8:45 am]

BILLING CODE 4910–13–M

14 CFR Part 71

[Airspace Docket No. 95–AWA–5]

Modification of the Pensacola

Regional, FL, Lexington Blue Grass,

KY, Fayetteville Regional/Grannis

Field, NC, Pope AFB, NC, and

Providence, Theodore Francis Green

State, RI, Class C Airspace Areas and

Establishment of the Pensacola

Regional, FL, and Providence

Theodore Francis Green State, RI,

Class E Airspace Areas

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This rule modifies the Class C

airspace areas at Pensacola Regional, FL,

Lexington Blue Grass, KY, Fayetteville

Regional/Grannis Field, NC, Pope AFB,

NC, and Providence, Theodore Francis

Green State, RI, Airports. This action

modifies the Lexington Blue Grass, KY,

Fayetteville Regional/Grannis Field, NC,

and Pope AFB, NC, airspace

designations to reflect continuous

operation and availability of services.

The effective hours of the Pensacola

Regional, FL, and Providence, Theodore

Francis Green State, RI, Class C airspace

areas are amended to coincide with the

associated radar approach control

facility’s hours of operation. Class C

airspace areas are predicated on an

operational air traffic control tower
Federal Register / Vol. 60, No. 65 / Wednesday, April 5, 1995 / Rules and Regulations 17197

serviced by a radar approach control

facility. The designated lateral

boundaries and altitudes of these Class

C airspace areas will remain as they

currently exist. In addition, this action

establishes Class E airspace at Pensacola

Regional, FL, and Providence, Theodore

Francis Green State, RI, Airports, when

the associated radar approach control

facility is not in operation.

EFFECTIVE DATE: 0901 UTC, May 25,

1995.

FOR FURTHER INFORMATION CONTACT:

Patricia P. Crawford, Airspace and

Obstruction Evaluation Branch (ATP–

240), Airspace-Rules and Aeronautical

Information Division, Air Traffic Rules

and Procedures Service, Federal

Aviation Administration, 800

Independence Avenue, SW.,

Washington, DC 20591; telephone: (202)

267–9255.

SUPPLEMENTARY INFORMATION:

History

On March 17, 1995, the FAA

proposed to amend part 71 of the

Federal Aviation Regulations (14 CFR

part 71) to modify Class C airspace areas

at Pensacola Regional, FL, Lexington

Blue Grass, KY, Fayetteville Regional/

Grannis Field, NC, Pope AFB, NC, and

Providence, Theodore Francis Green

State, RI, and to establish Class E

airspace areas at Pensacola Regional, FL,

and Providence, Theodore Francis

Green State, RI (60 FR 14397).

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments objecting to the proposal

were received. Except for editorial

changes, this amendment is the same as

that proposed in the notice. Class C and

Class E airspace designations are

published in paragraphs 4000 and 6002,

respectively, of FAA Order 7400.9B

dated July 18, 1994, and effective

September 16, 1994, which is

incorporated by reference in 14 CFR

71.1. The Class C and E airspace

designations listed in this document

will be published subsequently in the

Order.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) modifies the Class C airspace

areas at Pensacola Regional, FL,

Lexington Blue Grass, KY, Fayetteville

Regional/Grannis Field, NC, Pope AFB,

NC, and Providence, Theodore Francis

Green State, RI, Airports. This action

modifies the Lexington Blue Grass, KY,

Fayetteville Regional/Grannis Field, NC,

and Pope AFB, NC, airspace

designations to reflect continuous

operation and availability of services.

The effective hours of the Pensacola

Regional, FL, and Providence, Theodore

Francis Green State, RI, Class C airspace

areas are amended to coincide with the

associated radar approach control

facility’s hours of operation. The

designated lateral boundaries and

altitudes of these Class C airspace areas

will not change. In addition, this action

establishes Class E airspace at Pensacola

Regional, FL, and Providence, Theodore

Francis Green State, RI, Airports when

the associated radar approach control

facility is not in operation.

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. It, therefore—(1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034; February 26, 1979); and (3)

does not warrant preparation of a

regulatory evaluation as the anticipated

impact is so minimal. Since this is a

routine matter that will only affect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. app. 1348(a), 1354(a),

1510; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 49 U.S.C. 106(g); 14 CFR

11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of Federal Aviation

Administration Order 7400.9B, Airspace

Designations and Reporting Points,

dated July 18, 1994, and effective

September 16, 1994, is amended as

follows:

Paragraph 4000—Subpart C—Class C

Airspace

* * * * *

ASO FL C Pensacola Regional Airport, FL

(Revised)

Pensacola Regional Airport, FL

(Lat. 30°28′25′′ N., long. 87°11′12′′ W.)

That airspace extending upward from the

surface to and including 4,200 feet MSL

within a 5-mile radius of the Pensacola

Regional Airport, and that airspace extending

upward from 1,400 feet MSL to and

including 4,200 feet MSL within a 10-mile

radius of the Pensacola Regional Airport,

excluding that airspace within the 5-mile

circle of the Pensacola NAS, FL, Class C

airspace area. This Class C airspace area is

effective during the specific dates and times

established in advance by a Notice to

Airmen. The effective date and time will

thereafter be continuously published in the

Airport/Facility Directory.

* * * * *

ASO KY C Lexington, Blue Grass Airport,

KY (Revised)

Lexington, Blue Grass Airport, KY

(Lat. 38°02′13′′ N., long. 84°36′19′′ W.)

That airspace extending upward from the

surface to and including 5,000 feet MSL

within a 5-mile radius of the Blue Grass

Airport; and that airspace extending upward

from 2,200 feet MSL to and including 5,000

feet MSL within a 10-mile radius of the

airport.

* * * * *

ASO NC C Fayetteville Regional/Grannis

Field, NC, (Revised)

Fayetteville Regional/Grannis Field, NC

(Lat. 34°59′29′′ N., long. 78°52′48′′ W.)

Gray’s Creek Airport

(Lat. 34°53′04′′ N., long. 78°50′08′′ W.)

That airspace extending upward from the

surface to and including 4,200 feet MSL

within a 5-mile radius of the Fayetteville

Regional/Grannis Field excluding that

airspace below 1,400 feet MSL within a 1.5-

mile radius of Gray’s Creek Airport; and that

airspace within a 10-mile radius of the

airport extending upward from 1,400 feet

MSL to and including 4,200 feet MSL,

excluding that airspace contained within

Restricted Areas R–5311A, B and C when

they are active.

* * * * *

ASO NC C Pope AFB, NC (Revised)

Pope AFB, NC

(Lat. 35°10′16′′ N., long. 79°00′52′′ W.)

That airspace extending upward from the

surface to and including 4,200 feet MSL

within a 5-mile radius of the Pope AFB,

excluding that airspace below 1,400 feet MSL

contained in the Simmons Army Air Field,

NC, Class D airspace area, and excluding that

airspace contained within Restricted Areas

R–5311A, B and C when they are active; and

that airspace within a 10-mile radius of Pope

AFB extending upward from 2,000 feet MSL

to and including 4,200 feet MSL, beginning

at the northern boundaries of R–5311A, B

and C clockwise to the 020° bearing from the

airport; and that airspace extending upward

from 1,400 feet MSL to and including 4,200

feet MSL within a 10-mile radius of the

airport beginning at the 020° bearing from the
17198 Federal Register / Vol. 60, No. 65 / Wednesday, April 5, 1995 / Rules and Regulations

airport clockwise to the northern boundaries

of R–5311A, B and C, excluding that airspace

contained in R–5311A, B and C when they

are active and excluding that airspace

contained in the Fayetteville Regional/

Grannis Field Airport, NC, Class C airspace

area.

* * * * *

ANE RI C Providence, Theodore Francis

Green State Airport, RI (Revised)

Providence, Theodore Francis Green State

Airport, RI

(Lat. 41°43′25′′ N., long. 71°25′36′′ W.)

That airspace extending upward from the

surface to and including 4,100 feet MSL

within a 5-mile radius of the Theodore

Francis Green State Airport and that airspace

extending upward from 1,300 feet MSL to

and including 4,100 feet MSL within a 10-

mile radius of the airport from the 015°

bearing from the airport clockwise to the 195°

bearing from the airport, and that airspace

extending upward from 1,700 feet MSL to

and including 4,100 feet MSL within a 10-

mile radius of the airport from the 195°

bearing from the airport clockwise to the 015°

bearing from the airport. This Class C

airspace area is effective during the specific

dates and times established in advance by a

Notice to Airmen. The effective date and time

will thereafter be continuously published in

the Airport/Facility Directory.

* * * * *

Paragraph 6002—Subpart E—Class E

Airspace Areas Designated as a Surface Area

for an Airport

* * * * *

ASO FL E2 Pensacola Regional Airport, FL

(New)

Pensacola Regional Airport, FL

(Lat. 30°28′25′ N., long. 87°11′12′′ W.)

Within a 5-mile radius of the Pensacola

Regional Airport. This Class E airspace area

is effective during the specific dates and

times established in advance by a Notice to

Airmen. The effective date and time will

thereafter be continuously published in the

Airport/Facility Directory.

* * * * *

ANE RI E2 Providence, Theodore Francis

Green State Airport, RI (New)

Providence, Theodore Francis Green State

Airport, RI

(Lat. 41°43′25′′ N., long. 71°25′36′′ W.)

Within a 5-mile radius of the Theodore

Francis Green State Airport. This Class E

airspace area is effective during the specific

dates and times established in advance by a

Notice to Airmen. The effective date and time

will thereafter be continuously published in

the Airport/Facility Directory.

* * * * *

Issued in Washington, DC, on March 29,

1995.

Nancy B. Kalinowski,

Acting Manager, Airspace-Rules and

Aeronautical Information Division.

[FR Doc. 95–8368 Filed 4–4–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 97

[Docket No. 28162; Amdt. No. 1656]

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAPs) for operations at certain

airports. These regulatory actions are

needed because of the adoption of new

or revised criteria, or because of changes

occurring in the National Airspace

System, such as the commissioning of

new navigational facilities, addition of

new obstacles, or changes in air traffic

requirements. These changes are

designed to provide safe and efficient

use of the navigable airspace and to

promote safe flight operations under

instrument flight rules at the affected

airports.

DATES: An effective date for each SIAP

is specified in the amendatory

provisions.

Incorporation by reference-approved

by the Director of the Federal Register

on December 31, 1980, and reapproved

as of January 1, 1982.

ADDRESSES: Availability of matters

incorporated by reference in the

amendment is as follows:

For Examination

1. FAA Rules Docket, FAA

Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591;

2. The FAA Regional Office of the

region in which the affected airport is

located; or

3. The Flight Inspection Area Office

which originated the SIAP.

For Purchase

Individual SIAP copies may be

obtained from:

1. FAA Public Inquiry Center (APA–

200), FAA Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591; or

2. The FAA Regional Office of the

region in which the affected airport is

located.

By Subscription

Copies of all SIAPs, mailed once

every 2 weeks, are for sale by the

Superintendent of Documents, U.S.

Government Printing Office,

Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT: Paul

J. Best, Flight Procedures Standards

Branch (AFS–420), Technical Programs

Division, Flight Standards Service,

Federal Aviation Administration, 800

Independence Avenue, SW.,

Washington, DC 20591; telephone (202)

267–8277.

SUPPLEMENTARY INFORMATION: This

amendment to part 97 of the Federal

Aviation Regulations (14 CFR part 97)

establishes, amends, suspends, or

revokes Standard Instrument Approach

Procedures (SIAPs). The complete

regulatory description of each SIAP is

contained in official FAA form

documents which are incorporated by

reference in this amendment under 5

U.S.C. 552(a), 1 CFR part 51, and § 97.20

of the Federal Aviation Regulations

(FAR). The applicable FAA Forms are

identified as FAA Forms 8260–3, 8260–

4, and 8260–5. Materials incorporated

by reference are available for

examination or purchase as stated

above.

The large number of SIAPs, their

complex nature, and the need for a

special format make their verbatim

publication in the Federal Register

expensive and impractical. Further,

airmen do not use the regulatory text of

the SIAPs, but refer to their graphic

depiction on charts printed by

publishers of aeronautical materials.

Thus, the advantages of incorporation

by reference are realized and

publication of the complete description

of each SIAP contained in FAA form

documents is unnecessary. The

provisions of this amendment state the

affected CFR (and FAR) sections, with

the types and effective dates of the

SIAPs. This amendment also identifies

the airport, its location, the procedure

identification and the amendment

number.

The Rule

This amendment to part 97 is effective

upon publication of each separate SIAP

as contained in the transmittal. Some

SIAP amendments may have been

previously issued by the FAA in a

National Flight Data Center (FDC)

Notice to Airmen (NOTAM) as an

emergency action of immediate flight

safety relating directly to published

aeronautical charts. The circumstances

which created the need for some SIAP

amendments may require making them

effective in less than 30 days. For the

remaining SIAPs, an effective date at

least 30 days after publication is

provided.

Further, the SIAPs contained in this

amendment are based on the criteria

contained in the U.S. Standard for

Terminal Instrument Approach

Procedures (TERPS). In developing

these SIAPs, the TERPS criteria were