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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 Beechcraft Model 400A 

airplanes must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification 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 

§ 21.101. 

Novel or Unusual Design Features 

The Beechcraft Model 400A airplanes, 

as modified by Garmin, will incorporate 

the following novel or unusual design 

feature: 

Installation of the Garmin G5000 

satellite-based navigation system into 

the airplanes. 

Discussion 

The Garmin G5000 satellite-based 

navigation-system design, installed in 

Beechcraft Model 400A airplanes, 

introduces the potential for 

unauthorized persons, accessing the 

passenger-services domain, to access the 

airplane-control domain and airplane 

information-services domain; and 

further may introduce security 

vulnerabilities related to the 

introduction of viruses, worms, user 

errors, and intentional sabotage of 

airplane networks, systems, and 

databases. 

The operating systems for current 

airplane systems usually are 

proprietary. Therefore, they are not as 

susceptible to corruption from worms, 

viruses, and other malicious actions as 

are more widely used commercial 

operating systems, such as Microsoft 

Windows, because access to the design 

details of these proprietary operating 

systems is limited to the system 

developer and airplane integrator. Some 

systems installed on the Beechcraft 

Model 400A airplanes will use 

operating systems that are widely used 

and commercially available from thirdparty software suppliers. The security 

vulnerabilities of these operating 

systems may be more widely known 

than proprietary operating systems 

currently used by avionics 

manufacturers. 

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 Beechcraft 

Model 400A airplanes modified by 

Garmin. Should Garmin apply at a later 

date for a supplemental type certificate 

to incorporate the same novel or 

unusual design feature for any other 

model included on the same type 

certificate, these special conditions 

would apply to that model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model of airplane. It is not a rule of 

general applicability and affects only 

the applicant who applied to the FAA 

for approval of this feature on the 

airplane. 

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 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Beechcraft Model 

400A airplanes modified by Garmin. 

1. The applicant must ensure that the 

design provides isolation from, or 

airplane electronic-system security 

protection against, access by 

unauthorized sources internal to the 

airplane. The design must prevent 

inadvertent and malicious changes to, 

and all adverse impacts upon, airplane 

equipment, systems, networks, or other 

assets required for safe flight and 

operations. 

2. The applicant must establish 

appropriate procedures to allow the 

operator to ensure that continued 

airworthiness of the airplane is 

maintained, including all post-typecertification modifications that may 

have an impact on the approved 

electronic-system security safeguards. 

Issued in Renton, Washington, on July 31, 

2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, 

Aircraft Certification Service. 

[FR Doc. 2017–17071 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–2017–0316; Special 

Conditions No. 25–699–SC] 

Special Conditions: Embraer S.A. 

Model ERJ 190–300 Airplane; Flight 

Envelope Protection: High Incidence 

Protection System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Embraer S.A. (Embraer) 

Model ERJ 190–300 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 a high-incidence protection function 

that limits the angle of attack (AOA) at 

which the airplane can be flown during 

normal low-speed operation, and that 

cannot be overridden by the flightcrew. 

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 

Embraer S.A. on August 14, 2017. We 

must receive your comments by 

September 28, 2017. 

ADDRESSES: Send comments identified 

by docket number FAA–2017–0316 

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/, 


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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 Flight 

Crew 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 September 13, 2013, Embraer 

applied for an amendment to Type 

Certificate No. A57NM to include the 

new Model ERJ 190–300 airplane. The 

Model ERJ 190–300 airplane, which is a 

derivative of the Embraer Model ERJ 

190–100 STD airplane currently 

approved under Type Certificate No. 

A57NM, is a 97- to 114-passenger 

transport-category airplane, designed 

with a new wing with a high aspect 

ratio and raked wingtip, and a new 

electrical-distribution system. The 

maximum take-off weight is 124,340 lbs 

(56,400 kg). 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Embraer must show that the Model ERJ 

190–300 airplane meets the applicable 

provisions of the regulations listed in 

Type Certificate No. A57NM, or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

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 ERJ 190–300 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, or should any other 

model already included on the same 

type certificate be modified to 

incorporate 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 Embraer Model ERJ 190– 

300 airplane must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification 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 

§ 21.101. 

Novel or Unusual Design Features 

The Embraer Model ERJ 190–300 

airplane will incorporate the following 

novel or unusual design feature: 

A high-incidence protection function 

that limits the angle of attack (AOA) at 

which the airplane can be flown during 

normal low-speed operation, and that 

cannot be overridden by the flightcrew. 

Discussion 

The Model ERJ 190–300 airplane 

design has a complex, full-digital flightcontrol system, referred to as fly-by-wire 

(FBW) architecture. This FBW 

architecture provides closed-loop flightcontrol laws and multiple protection 

functions. 

The Model ERJ 190–300 airplane is 

equipped with a high-incidence 

protection function that limits the angle 

of attack (AOA) at which the airplane 

can be flown during normal low-speed 

operation, and cannot be overridden by 

the flightcrew. The application of this 

AOA limit impacts the stall-speed 

determination, the stall characteristics 

and stall-warning demonstration, and 

the longitudinal airplane-handling 

characteristics. The high-incidence 

protection function prevents the 

airplane from stalling at low speeds and, 

therefore, a stall warning system is 

backed up during normal flight 

conditions. If the high-incidence 

protection function has a failure that is 

not shown to be extremely improbable, 

stall warning must be provided in a 

conventional manner. Also, the flight 

characteristics at the AOA for VCLmax

(AOA at the maximum lift co-efficient 

and associated speed) must be suitable 

in the traditional sense. Per 14 CFR 

21.16, therefore, special conditions are 

needed to address the unique features of 

the high-incidence protection function 

installed on the Model ERJ 190–300 

airplane. 

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 Model 

ERJ 190–300 airplane. Should Embraer 

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. 


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Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. 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 Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Embraer 

Model ERJ 190–300 airplane. 

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 Model ERJ 190–300 airplane. 

Part I of the following special conditions 

are issued in lieu of the specified 

paragraphs of §§ 25.103, 25.145, 25.201, 

25.203, 25.207, and 25.1323 of title 14, 

Code of Federal Regulations (CFR) or in 

addition to the requirements of § 25.21. 

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 of title 14 CFR. 

Special Conditions Part I 

Stall Protection and Scheduled 

Operating Speeds 

The following special conditions are 

in lieu of §§ 25.103, 25.145(a), 

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

25.1323(d) or in addition to the 

requirements of § 25.21. 

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 

The following are terms relating to the 

novel or unusual design features these 

special conditions address: 

• 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 

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 Part I, section 3 of these special 

conditions. 

• Vmin1g: Vmin corrected to 1g 

conditions. See Part I, section 3 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 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, the following 

requirements apply: 

(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 if it is used to 

determine compliance with a required 

performance standard or other 

requirements demonstrations in icing or 

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 selected by the 

applicant, but not less than 1.13 VSR and 

not greater than 1.3 VSR. 

(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 if it 

is used to determine compliance with a 

required performance standard or other 

requirements demonstrations in icing or 

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 as an option, 

in icing conditions) and expressed as: 


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(e) VCLmax is determined 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, landing gear, and ice 

accretions) 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 

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 or disabled, 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, the following 

requirements apply: 

4.1 Normal Operation 

If the capability requirements of the 

high incidence protection system are 

successfully demostrated, 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 (1), (2), and (3) 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 (engine power or 

thrust at flight idle) 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 (engine power or thrust at 

flight idle) straight and turning flight 

decelerations not exceeding 1 knot per 


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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 §§ 25.201 and 25.203, the 

following requirements apply: 

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 (engine power or thrust at 

flight idle); 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 selected by the 

applicant, but not less than 1.13 V SR 

and not greater than 1.3 VSR. 

(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 practical 

entry rate; 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. The 

deceleration must be continued until 

one second after the activation of the 

tactile stall warning system or three 

seconds after reaching full back stick, 

whichever occurs first. A primary ice 

detection system must automatically 

activate the ice protection. 

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. 

(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 selected by the 

applicant, but not less than 1.13 VSR and 

not greater than 1.3 VSR. 

(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 


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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. 


sradovich on DSK3GMQ082PROD with RULES