Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations 37811 

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 

In addition to the requirements of 

§ 25.21, the following requirement 

applies: 

(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) 

The following requirements apply: 

• 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 the speed at which stall warning 

begins . . .,’’ 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. In lieu of § 25.105(a)(2)(i), the 

following requirement applies: 

(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), the 

following requirements apply, with 

additional sections (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), 

the following requirements apply: 

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 

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), the 

following requirements apply: 

(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), the following 

requirements apply: 

(B) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h) with the landing ice 

accretion defined in part 25, appendix 

C. 

(C) 1.17 Vmin1g. 

7. In lieu of § 25.143(j)(1), the 

following requirement applies: 

(1) 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 July 31, 

2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, 

Aircraft Certification Service. 

[FR Doc. 2017–17072 Filed 8–11–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2017–0484; Special 

Conditions No. 25–700–SC] 

Special Conditions: Textron Aviation 

Inc. Model 700 Airplanes; Use of 

Automatic Power Reserve for GoAround Performance Credit 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Textron Aviation Inc. 

(Textron) Model 700 airplane. This 

airplane will have a novel or unusual 

design feature when compared to the 

state of technology envisioned in the 

airworthiness standards for transportcategory airplanes. This design feature 

is an Automatic Takeoff Thrust Control 

System (ATTCS), referred to as an 

Automatic Power Reserve (APR), to set 

the performance level for approachclimb operation after an engine failure. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: This action is effective on 

Textron on August 14, 2017. Send your 

comments by September 28, 2017. 


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37812 Federal Register / Vol. 82, No. 155 / Monday, August 14, 2017 / Rules and Regulations 

ADDRESSES: Send comments identified 

by docket number FAA–2017–0484 

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). 

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 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 Flightcrew 

Interface, ANM–111, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been subject to the notice and 

comment period in several prior 

instances and has been derived without 

substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, the FAA 

has determined that prior public notice 

and comment are unnecessary and 

impracticable. 

In addition, since the substance of 

these special conditions has been 

subject to the public comment process 

in several prior instances with no 

substantive comments received, the 

FAA finds it unnecessary to delay the 

effective date and finds that good cause 

exists for adopting these special 

conditions upon publication in the 

Federal Register. 

The FAA is requesting comments to 

allow interested persons to submit 

views that may not have been submitted 

in response to the prior opportunities 

for comment described above. 

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 by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On November 20, 2014, Textron 

applied for a type certificate for their 

new Model 700 airplane. The Model 700 

airplane is a turbofan-powered 

executive-jet airplane with seating for 

two crewmembers and 12 passengers. 

This airplane will have a maximum 

takeoff weight of 38,514 pounds. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Textron must show that the Model 700 

airplane meets the applicable provisions 

of part 25, as amended by Amendments 

25–1 through 25–139, 25–141, and 25– 

143. 

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 Textron Model 700 airplane 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model 700 airplane must 

comply with the fuel-vent and exhaustemission requirements of 14 CFR part 

34, and the noise-certification 

requirements of 14 CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model 700 airplane will 

incorporate the following novel or 

unusual design feature: An Automatic 

Takeoff Thrust Control System, referred 

to as an Automatic Power Reserve, to set 

the performance level for approachclimb operation after an engine failure. 

Discussion 

Textron proposes using the ATTCS 

function of the Model 700 airplane 

during go-around and requests 

approach-climb performance credit for 

the use of the additional power. The 

Model 700 powerplant control system 

comprises a Full Authority Digital 

Electronic Control (FADEC) for the 

AS907–2–1S engine. The control system 

includes an ATTCS feature, referred to 

as Maximum Takeoff Thrust (MTO), and 

in the airplane flight manual (AFM), 

Automatic Power Reserve. 

Section 25.904 and part 25, appendix 

I, limit the application of performance 

credit for ATTCS to takeoff only. 

Because the airworthiness regulations 

do not contain appropriate safety 

standards for approach-climb 

performance using ATTCS, special 

conditions are required to ensure a level 

of safety equivalent to that established 

in the regulations. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the Textron 

Model 700 airplane. Should Textron 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, these special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability. 


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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 Special Conditions 

The Textron Model 700 airplane must 

comply with the requirements of 14 CFR 

25.904, and appendix I, and the 

following requirements for the goaround phase of flight: 

1. Definitions 

a. Takeoff/go-around (TOGA): 

Throttle lever in takeoff or go-around 

position. 

b. Automatic Takeoff Thrust Control 

System: The ATTCS in Model 700 

airplanes is defined as the entire 

automatic system available during 

takeoff and in go-around mode, 

including all devices, both mechanical 

and electrical, that sense engine failure, 

transmit signals, actuate fuel controls or 

power levers (or increase engine power 

by other means on operating engines to 

achieve scheduled thrust or power 

increase), and furnish cockpit 

information on system operation. 

c. Critical time interval: 

(1) When conducting an approach for 

landing using ATTCS, the critical time 

interval is defined as follows: 

(i) The critical time interval begins at 

a point on a 2.5-degree approach glide 

path from which, assuming a 

simultaneous engine and ATTCS 

failure, the resulting approach-climb 

flight path intersects a flight path 

originating at a later point on the same 

approach path that corresponds to the 

part 25 one-engine-inoperative 

approach-climb gradient. The period of 

time from the point of simultaneous 

engine and ATTCS failure, to the 

intersection of these flight paths, must 

be no shorter than the time interval used 

in evaluating the critical time interval 

for takeoff, beginning from the point of 

simultaneous engine and ATTCS failure 

and ending upon reaching a height of 

400 feet. 

(ii) The critical time interval ends at 

the point on a minimum performance, 

all-engines-operating go-around flight 

path from which, assuming a 

simultaneous engine and ATTCS 

failure, the resulting minimum 

approach-climb flight path intersects a 

flight path corresponding to the part 25 

minimum one-engine-inoperative 

approach-climb gradient. The allengines-operating go-around flight path, 

and the part 25 one-engine-inoperative 

approach-climb gradient flight path, 

originate from a common point on a 2.5- 

degree approach path. The period of 

time from the point of simultaneous 

engine and ATTCS failure, to the 

intersection of these flight paths, must 

be no shorter than the time interval used 

in evaluating the critical time interval 

for the takeoff, beginning from the point 

of simultaneous engine and ATTCS 

failure and ending upon reaching a 

height of 400 feet. 

(2) The critical time interval must be 

determined at the altitude resulting in 

the longest critical time interval for 

which one-engine-inoperative approachclimb performance data are presented in 

the airplane flight manual. 

(3) The critical time interval is 

illustrated in the following figure: 

2. Performance and system reliability 

requirements: The applicant must 

comply with the performance and 

ATTCS reliability requirements as 

follows: 

a. An ATTCS failure or a combination 

of failures in the ATTCS during the 

critical time interval: 

(1) Must not prevent the insertion of 

the maximum approved go-around 

thrust or power, or must be shown to be 

a remote event. 

(2) Must not result in a significant loss 

or reduction in thrust or power, or must 

be shown to be an extremely improbable 

event. 

b. The concurrent existence of an 

ATTCS failure and an engine failure 

during the critical time interval must be 

shown to be extremely improbable. 

c. All applicable performance 

requirements of part 25 must be met 

with an engine failure occurring at the 

most critical point during go-around 

with the ATTCS functioning. 

d. The probability analysis must 

include consideration of ATTCS failure 

occurring after the time at which the 

flightcrew last verifies that the ATTCS 

is in a condition to operate until the 

beginning of the critical time interval. 

e. The propulsive thrust obtained 

from the operating engine, after failure 

of the critical engine during a go-around 

used to show compliance with the oneengine-inoperative climb requirements 

of § 25.121(d), may not be greater than 

the lesser of: 

(1) The actual propulsive thrust 

resulting from the initial setting of 

power or thrust controls with the 

ATTCS functioning, or 

(2) 111 percent of the propulsive 

thrust resulting from the initial setting 

of power or thrust controls with the 

ATTCS failing to reset thrust or power, 

and without any action by the 

flightcrew to reset thrust or power. 

3. Thrust setting 

a. The initial go-around thrust setting 

on each engine at the beginning of the 

go-around phase may not be less than 

any of the following: 


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(1) That required to permit normal 

operation of all safety-related systems 

and equipment dependent upon engine 

thrust or power lever position; or 

(2) That are shown to be free of 

hazardous engine-response 

characteristics, and not to result in any 

unsafe airplane operating or handling 

characteristics when thrust or power is 

advanced from the initial go-around 

position to the maximum approved 

power setting. 

b. For approval to use an ATTCS for 

go-arounds, the thrust-setting procedure 

must be the same for go-arounds 

initiated with all engines operating as 

for go-around initiated with one engine 

inoperative. 

4. Powerplant controls 

a. In addition to the requirements of 

§ 25.1141, no single failure or 

malfunction, or probable combination 

thereof, of the ATTCS, including 

associated systems, may cause the 

failure of any powerplant function 

necessary for safety. 

b. The ATTCS must be designed to: 

(1) Apply thrust or power to the 

operating engine(s), following any oneengine failure during a go-around, to 

achieve the maximum approved goaround thrust without exceeding the 

engine operating limits; 

(2) Permit manual decrease or 

increase in thrust or power up to the 

maximum go-around thrust approved 

for the airplane, under the existing 

conditions, through the use of the power 

lever. For airplanes equipped with 

limiters that automatically prevent the 

engine operating limits from being 

exceeded under existing ambient 

conditions, other means may be used to 

increase the thrust in the event of an 

ATTCS failure, provided that the means: 

(i) Is located on or forward of the 

power levers; 

(ii) Is easily identified and operated 

under all operating conditions by a 

single action of either pilot with the 

hand that is normally used to actuate 

the power levers; and 

(iii) Meets the requirements of 

§ 25.777(a), (b), and (c). 

(3) Provide a means to verify to the 

flightcrew, before beginning an 

approach for landing, that the ATTCS is 

in a condition to operate (unless it can 

be demonstrated that an ATTCS failure, 

combined with an engine failure during 

an entire flight, is extremely 

improbable); and 

(4) Provide a means for the flightcrew 

to deactivate the automatic function. 

This means must be designed to prevent 

inadvertent deactivation. 

5. Powerplant instruments: In 

addition to the requirements of 

§ 25.1305: 

a. A means must be provided to 

indicate when the ATTCS is in the OFF 

or FAILED condition; and 

b. If the inherent flight characteristics 

of the airplane do not provide adequate 

warning that an engine has failed, a 

warning system that is independent of 

the ATTCS must be provided to give the 

pilot a clear warning of any engine 

failure during a go-around. 

Issued in Renton, Washington, on August 

8, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–17073 Filed 8–11–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2017–0222; Airspace 

Docket No. 17–AWP–8] 

Amendment of Class D and E 

Airspace; Hilo, HI 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, technical 

amendment, correction. 

SUMMARY: This action corrects a final 

rule, technical amendment published in 

Federal Register on June 22, 2017, that 

amends Class E airspace designated as 

an extension at Hilo International, 

General Lyman Field, Hilo, HI. The 

airport name is corrected to Hilo 

International Airport, Hilo, HI, 

removing ‘‘General Lyman Field’’ from 

the airport name to match the FAA’s 

aeronautical database. This technical 

amendment also corrects the airport 

name in Class D, Class E surface area 

airspace, and Class E airspace extending 

upward from 700 feet above the surface. 

DATES: Effective 0901 UTC, August 17, 

2017. The Director of the Federal 

Register approves this incorporation by 

reference action under Title 1, Code of 

Federal Regulations, Part 51, subject to 

the annual revision of FAA Order 

7400.11 and publication of conforming 

amendments. 

FOR FURTHER INFORMATION CONTACT: 

Robert LaPlante, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue SW., Renton, WA 98057; 

telephone (425) 203–4566. 

SUPPLEMENTARY INFORMATION: 

History 

The FAA published a final rule, 

technical amendment in the Federal 

Register (82 FR 28404, June 22, 2017) 

Docket No. FAA–2017–0222, amending 

Class E Airspace designated as an 

extension, removing the Notice to 

Airmen (NOTAM) part-time status at 

Hilo International, General Lyman 

Field, Hilo, HI. Subsequent to 

publication, the FAA found the airport 

name was incorrect and is now 

corrected from Hilo International, 

General Lyman Field, to Hilo 

International Airport. 

In making the airport name change in 

Class E airspace designated as an 

extension, the FAA realized that the 

airport name change for Hilo 

International Airport also affects Class D 

airspace, Class E surface area airspace, 

and Class E airspace extending upward 

from 700 feet above the surface. This 

technical amendment correction 

includes amending the above airspace 

areas by removing General Lyman Field 

from the airport name, and does not 

affect the boundaries or operating 

requirements of the airport in the 

associated airspace. 

Authority: 49 U.S.C. 106(f), 106(g); 40103, 

40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 

1959–1963 Comp., p. 389. 

Correction to Final Rule 

■ Accordingly, pursuant to the authority 

delegated to me, in the Federal Register 

of June 22, 2017 (82 FR 28404) FR Doc. 

2017–13048, Amendment of Class E 

Airspace; Hilo HI, is corrected as 

follows: 

§ 71.1 [Amended] 

Paragraph 5000 Class D Airspace. 

* * * * * 

AWP HI D Hilo, HI [Amended] 

Hilo International Airport, HI 

(Lat. 19°43′13′′ N., long. 155°02′55′′ W.) 

That airspace extending upward from the 

surface to and including 2,500 feet MSL 

within a 4.3-mile radius of Hilo International 

Airport. This Class D 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 

Pacific Chart Supplement. 

Paragraph 6002 Class E Airspace Areas 

Designated as a Surface Area. 

* * * * * 

AWP HI E2 Hilo, HI [Amended] 

Hilo International, HI 

(Lat. 19°43′13′′ N., long. 155°02′55′′ W.) 

That airspace extending upward from the 

surface within a 4.3-mile radius of Hilo 

International Airport. This Class E airspace 

area is effective during the specific dates and 


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