50500 Federal Register / Vol. 82, No. 210 / Wednesday, November 1, 2017 / Rules and Regulations 

V′ = Clearance speed as defined by 

§ 25.629(b)(2). 

V′′ = Clearance speed as defined by 

§ 25.629(b)(1). 

Qj = (Tj)(Pj) 

Where: 

Tj = Average time spent in failure mode j (in 

hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then the flutter clearance speed must 

not be less than V′′. 

vi. Freedom from aeroelastic 

instability must also be shown up to V′ 

in Figure 3, above, for any probable 

system-failure condition, combined 

with any damage required or selected 

for investigation by § 25.571(b). 

c. Consideration of certain failure 

conditions may be required by other 

sections of part 25 regardless of 

calculated system reliability. Where 

analysis shows the probability of these 

failure conditions to be less than 10¥9

per flight hour, criteria other than those 

specified in this paragraph may be used 

for structural substantiation to show 

continued safe flight and landing. 

4. Failure indications. For systemfailure detection and indication, the 

following apply: 

a. The system must be checked for 

failure conditions, not extremely 

improbable, that degrade the structural 

capability below the level required by 

part 25, or that significantly reduce the 

reliability of the remaining system. As 

far as reasonably practicable, the 

flightcrew must be made aware of these 

failures before flight. Certain elements 

of the control system, such as 

mechanical and hydraulic components, 

may use special periodic inspections, 

and electronic components may use 

daily checks, in lieu of detection and 

indication systems, to achieve the 

objective of this requirement. These 

certification-maintenance requirements 

must be limited to components that are 

not readily detectable by normal 

detection-and-indication systems, and 

where service history shows that 

inspections will provide an adequate 

level of safety. 

b. The existence of any failure 

condition, not extremely improbable, 

during flight, that could significantly 

affect the structural capability of the 

airplane, and for which the associated 

reduction in airworthiness can be 

minimized by suitable flight limitations, 

must be signaled to the flightcrew. For 

example, failure conditions that result 

in a factor of safety between the airplane 

strength and the loads of part 25, 

subpart C below 1.25, or flutter margins 

below V′′, must be signaled to the crew 

during flight. 

5. Dispatch with known failure 

conditions. If the airplane is to be 

dispatched in a known system-failure 

condition that affects structural 

performance, or that affects the 

reliability of the remaining system to 

maintain structural performance, then 

the provisions of these special 

conditions must be met, including the 

provisions of special condition 2 for the 

dispatched condition, and special 

condition 3 for subsequent failures. 

a. Expected operational limitations 

may be taken into account in 

establishing Pj as the probability of 

failure occurrence for determining the 

safety margin in Figure 1. 

b. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition, and the 

subsequent failure condition, for the 

safety margins in Figures 2 and 3. 

c. These limitations must be such that 

the probability of being in this 

combined failure state, and then 

subsequently encountering limit load 

conditions, is extremely improbable. No 

reduction in these safety margins is 

allowed if the subsequent system-failure 

rate is greater than 10¥3 per flight hour. 

Issued in Renton, Washington, on October 

23, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–23699 Filed 10–31–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2017–0718; Special 

Conditions No. 25–705–SC] 

Special Conditions: The Boeing 

Company Model 777–8 and 777–9 

Airplanes; Design Roll Maneuver for 

Electronic Flight Controls 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for The Boeing Company 

(Boeing) Model 777–8 and 777–9 

airplanes. These airplanes will have a 

novel or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport-category 

airplanes. This design feature is an 

electronic flight-control system (EFCS) 

that provides control of the airplane 

through pilot inputs to the flight 

computer. 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 Boeing 

on November 1, 2017. We must receive 

your comments by December 18, 2017. 


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Federal Register / Vol. 82, No. 210 / Wednesday, November 1, 2017 / Rules and Regulations 50501 

ADDRESSES: Send comments identified 

by docket number FAA–2017–0718 

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: 

Mark Freisthler, FAA, Airframe and 

Cabin Safety Branch, AIR–675, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington, 98057–3356; 

telephone 425–227–1119; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: 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 is unnecessary to delay the 

effective date and finds that good cause 

exists for adopting these special 

conditions upon publication in the 

Federal Register. 

Comments Invited 

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. 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 April 19, 2017 (for the Model 777– 

8 airplane), and May 12, 2015 (for the 

777–9 airplane), Boeing applied for an 

amendment to Type Certificate (TC) No. 

T00001SE to include the new Model 

777–8 and 777–9 airplanes. These 

airplanes are derivatives of the Model 

777–300ER airplane currently approved 

under TC No. T00001SE. The Model 

777–9 is a stretched-fuselage, large, 

twin-engine airplane with seating for 

408 passengers and a maximum takeoff 

weight of 775,000 pounds. 

The Model 777–8, a shortened-body 

derivative of the 777–9, is a large, twinengine airplane with seating for 359 

passengers and a maximum takeoff 

weight of 775,000 pounds. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Boeing must show that the Model 777– 

8 and 777–9 airplanes meet the 

applicable provisions of the regulations 

listed in TC No. T00001SE, 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 777–8 and 777–9 

airplanes 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 features, 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 Model 777–8 and 777– 

9 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 Model 777–8 and 777–9 airplanes 

will incorporate the following novel or 

unusual design feature: 

An electronic flight-control system 

that provides control of the airplane 

through pilot inputs to the flight 

computer. Current part 25 airworthiness 

regulations account for control laws 

where aileron deflection is proportional 

to control-stick deflection. The 

regulations do not address 

nonlinearities, such as situations where 

output does not change in the same 

proportion as input, or other effects on 

aileron actuation that may be caused by 

electronic flight controls. 

Discussion 

These special conditions differ from 

current regulatory requirements in that 

they require that the roll maneuver 

results from defined movements of the 

cockpit roll control, as opposed to 

defined aileron deflections. These 

special conditions also require an 

additional load condition at design 

maneuvering speed (VA), in which the 

cockpit roll control is returned to 

neutral following the initial roll input. 

These special conditions differ from 

similar special conditions previously 

issued on this topic. These special 

conditions are limited to the roll axis 

only, whereas other special conditions 

also included pitch and yaw axes. 

Special conditions are not required for 

the pitch or yaw axes, because § 25.331 

at Amendment 25–141, and § 25.351 at 

Amendment 25–91, take into account 

the effects of an electronic flight-control 

system. 

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 Boeing 

Model 777–8 and 777–9 airplanes. 


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50502 Federal Register / Vol. 82, No. 210 / Wednesday, November 1, 2017 / Rules and Regulations 

Should Boeing 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 

series 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 Boeing Model 777–8 and 777– 

9 airplanes. 

In lieu of compliance to 14 CFR 

25.349(a), the Model 777–8 and 777–9 

airplanes must comply with the 

following: 

The following conditions, speeds, and 

cockpit roll control motions (except as 

the motions may be limited by pilot 

effort) must be considered in 

combination with an airplane load 

factor of zero, and of two-thirds of the 

positive maneuvering factor used in 

design. In determining the resulting 

control-surface deflections, the torsional 

flexibility of the wing must be 

considered in accordance with 

§ 25.301(b). 

1. Conditions corresponding to steady 

rolling velocities must be investigated. 

In addition, conditions corresponding to 

maximum angular acceleration must be 

investigated for airplanes with engines 

or other weight concentrations outboard 

of the fuselage. For the angular 

acceleration conditions, zero rolling 

velocity may be assumed in the absence 

of a rational time history investigation 

of the maneuver. 

2. At VA, sudden movement of the 

cockpit roll control up to the limit is 

assumed. The position of the cockpit 

roll control must be maintained until a 

steady roll rate is achieved and then 

must be returned suddenly to the 

neutral position. 

3. At VC, the cockpit roll control must 

be moved suddenly and maintained so 

as to achieve a roll rate not less than 

that obtained in condition 2, above. 

4. At VD, the cockpit roll control must 

be moved suddenly and maintained so 

as to achieve a roll rate not less than one 

third of that obtained in condition 2, 

above. 

Issued in Renton, Washington, on October 

25, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–23701 Filed 10–31–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2016–9403; Special 

Conditions No. 25–643–SC] 

Special Conditions: Embraer, S.A., 

Model ERJ 190–300 Airplane; DiveSpeed Definition With High-SpeedProtection System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

correction. 

SUMMARY: This document corrects an 

error that appeared in Docket No. FAA– 

2016–9403, Special Conditions No. 25– 

643–SC, which was published in the 

Federal Register on March 17, 2017 (82 

FR 14117). The error is an incorrect 

citation of a section in a cited advisory 

circular. 

DATES: The effective date of this 

correction is November 1, 2017. 

FOR FURTHER INFORMATION CONTACT: Greg 

Schneider, FAA, Airframe and Cabin 

Safety Section, AIR–675, Transport 

Standards Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington, 98057–3356; 

telephone 425–227–2116; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On March 17, 2017, the Federal 

Register published a document 

designated as Docket No. FAA–2016– 

9403, Final Special Conditions No. 25– 

643–SC (82 FR 14117). The document 

issued special conditions pertaining to 

dive-speed definition with a high-speedprotection system. As published, the 

document contained an error in a 

citation to an advisory circular section. 

Correction 

In the final special conditions 

document (FR Doc. 2017–05329), 

published on March 17, 2017 (82 FR 

14117), make the following correction. 

On page 14119, second column, 

correct the last sentence in special 

condition no. 2 to read: 

The upset maneuvers described in 

Advisory Circular 25–7C, ‘‘Flight Test 

Guide for Certification of Transport 

Category Airplanes,’’ Chapter 2, section 

8, paragraph 32, sub-paragraphs c(3)(a) 

and (c), may be used to comply with 

this requirement. 

Issued in Renton, Washington, on October 

25, 2017. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2017–23697 Filed 10–31–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2017–0219; Airspace 

Docket No. 17–AWP–5] 

Amendment of Class E Airspace; 

Lemoore NAS, CA 

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 September 21, 2017, 

that removes the Notice to Airmen 

(NOTAM) part-time status information 

contained in the legal description of 

Class E airspace designated as an 

extension at Lemoore NAS (Reeves 

Field), Lemoore, CA. The airspace 

description contained the following 

wording in error: ‘‘. . . within a 5.2- 

mile radius of Lemoore NAS (Reeves 

Field), and . . . .’’ This wording is 

removed. This action does not affect the 

charted boundaries or operating 

requirements of the airspace. 

DATES: Effective 0901 UTC, November 1, 

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: 


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