Source: https://www.federalregister.gov/documents/2008/11/28/E8-28025/special-conditions-embraer-model-emb-500-series-airplane-special-conditions-for-flight-performance
Timestamp: 2018-04-24 01:48:45
Document Index: 336449195

Matched Legal Cases: ['art 21', '§\u200921', 'art 23', 'art 23', '§\u200921', 'art 23', 'art 34', 'art 23', 'art 36', '§\u200921', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923', '§\u200923']

Federal Register :: Special Conditions: Embraer Model EMB-500 Series Airplane Special Conditions for Flight Performance, Flight Characteristics, and Operating Limitations
The effective date of these special conditions is November 18, 2008. We must receive your comments by December 29, 2008.
72303-72310 (8 pages)
Docket No. CE292
Special Conditions No. 23-232-SC
https://www.federalregister.gov/d/E8-28025 https://www.federalregister.gov/d/E8-28025
Start Preamble Start Printed Page 72303
These special conditions are issued for the Embraer Model EMB-500 series airplane. This airplane will have a novel or unusual design feature(s) associated with engine location, certain performance, flight characteristics and operating limitations necessary for this type of airplane. 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.
Mail two copies of your comments to: Federal Aviation Administration, Regional Counsel, ACE-7, Attention: Rules Docket No. CE292, 901 Locust, Room 506, Kansas City, Missouri 64106. You may deliver two copies to the Regional Counsel at the above address.
Mark your comments: Docket No. CE292. You may inspect comments in the Rules Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
J. Lowell Foster, Federal Aviation Administration, Aircraft Certification Service, Small Airplane Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri 816-329-4125, fax 816-329-4090.
The FAA has determined that notice and opportunity for prior public comment hereon are impracticable because these procedures would significantly delay issuance of the approval design and thus delivery of the affected aircraft. In addition, 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, therefore, finds that good cause exists for making these special conditions effective on issuance.
On October 5, 2005, Embraer applied for a type certificate for their new Model, the EMB-500. The EMB-500 is an all-new, high-performance, low wing, twin turbofan powered airplane. Design features include turbofan engines, aft engine location, new avionics, and certain performance characteristics inherent in this type of airplane that were not envisioned by the existing regulations.
The EMB-500 will be a new airplane and will have the following significant features incorporated:
Two Pratt & Whitney PW617F/1 turbofan engines rated at 1,600 pounds of thrust with a Full Authority Digital Engine Control (FADEC) system.
The cabin will have a maximum seating configuration for 8 passengers.
Limit Speeds Vmo 275 KCAS
MMO 0.70 Mach
Max Takeoff Weight 9965 lb
Max Landing Weight 9259 lb
Max Zero Fuel Weight 8510 lb
Flap Speeds Flaps 1 200 KIAS
Flaps 2 160 KIAS
Flaps 3 145 KIAS
Start Printed Page 72304
Flaps Full 145 KIAS
Landing Gear Speeds VLO (Retracting) 180 KIAS
VLO (Extending) 250 KIAS
VLE (Extended) 275 KIAS
Under the provisions of 14 CFR part 21, § 21.17, Embraer must show that the EMB-500 meets the applicable provisions of part 23, as amended by Amendment 23-1 through 23-54 thereto. If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR, part 23) do not contain adequate or appropriate safety standards for the Embraer EMB-500 because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16.
In addition to the applicable airworthiness regulations and special conditions, the EMB-500 must comply with the part 23 fuel vent and exhaust emission requirements of 14 CFR part 34 and the part 23 noise certification requirements of 14 CFR part 36. The FAA must also issue a finding of regulatory adequacy pursuant to section 611 of Public Law 92-574, the “Noise Control Act of 1972.”
The Embraer EMB-500 will incorporate the following novel or unusual design features: Aft-mounted engines, certain performance and flight characteristics, and operating limitations necessary for this type of airplane.
As discussed above, these special conditions are applicable to the Embraer EMB-500 series. 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, the special conditions would apply to that model as well under the provisions of § 21.101.
This action affects only certain novel or unusual design features on Embraer EMB-500 series airplanes. It is not a rule of general applicability and affects only the applicant who applied to the FAA for approval of these features on the airplane.
The substance of these special conditions has been subjected 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, which is imminent, the FAA has determined that prior public notice and comment are unnecessary and impracticable, and good cause exists for adopting these special conditions on issuance. 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.
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 EMB-500 series airplanes.
(2) Temperature from standard to 30 °C above standard, or the maximum ambient atmospheric temperature at which compliance with the cooling provisions of § 23.1041 to § 23.1047 is shown, if lower.
(f) Unless otherwise prescribed, in determining the takeoff and landing distances, changes in the airplane's configuration, speed, and power must be made in accordance with procedures established by the applicant for operation in service. These procedures must be able to be executed consistently by pilots of average skill in atmospheric Start Printed Page 72305conditions reasonably expected to be encountered in service.
(2) Accelerate-stop distance of § 23.55;
(3) Takeoff distance and takeoff run of § 23.59; and
The effect on these distances of operation on other types of surfaces (for example, grass, gravel) when dry, may be determined or derived and these surfaces listed in the Airplane Flight Manual in accordance with § 23.1583(p).
(4) Procedures for the execution of discontinued approaches and balked landings associated with the conditions prescribed in §§ 23.67(c)(4) and 23.77(c) must be established.
§ 23.51
(ii) The takeoff decision speed, V1, is the calibrated airspeed on the ground at which, as a result of engine failure or other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff. The takeoff decision speed, V1, must be selected by the applicant but must not be less than VEF plus the speed gained with the critical engine inoperative during the time interval between the instant at which the critical engine is failed and the instant at which the pilot recognizes and reacts to the engine failure, as indicated by the pilot's application of the first retarding means during the accelerate-stop determination of § 23.55.
(iv) The speed that allows attaining the initial climb-out speed, V2, before reaching a height of 35 feet above the takeoff surface in accordance with § 23.57(c)(2).
(4) The takeoff safety speed, V2, in terms of calibrated airspeed, must be selected by the applicant so as to allow the gradient of climb required in § 23.67(c)(1) and (c)(2) but must not be less than 1.10 VMC or less than 1.20 VS1.
(5) The one-engine-inoperative takeoff distance, using a normal rotation rate at a speed 5 knots less than VR, established in accordance with paragraph (c)(2) of this section, must be shown not to exceed the corresponding one-engine-inoperative takeoff distance, determined in accordance with §§ 23.57 and 23.59(a)(1), using the established VR. The takeoff, otherwise performed in accordance with § 23.57, must be continued safely from the point at which the airplane is 35 feet above the takeoff surface and at a speed not less than the established V2 minus 5 knots.
(6) The applicant must show, with all engines operating, that marked increases in the scheduled takeoff distances, determined in accordance with § 23.59(a)(2), do not result from over-rotation of the airplane or out-of-trim conditions.
§ 23.53
(c) Takeoff performance, as required by §§ 23.55 through 23.59, must be determined with the operating engine(s) within approved operating limitations.
(1) The takeoff path must be based on the procedures prescribed in § 23.45;
(2) The airplane must reach V2 before it is 35 feet above the takeoff surface, and must continue at a speed as close as practical to, but not less than V2, until it is 400 feet above the takeoff surface; Start Printed Page 72306
§ 23.59
(1) The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface as determined under § 23.57; or
(2) With all engines operating, 115 percent of the horizontal distance from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface, determined by a procedure consistent with § 23.57.
(1) The horizontal distance along the takeoff path from the start of the takeoff to a point equidistant between the liftoff point and the point at which the airplane is 35 feet above the takeoff surface as determined under § 23.57; or
(2) With all engines operating, 115 percent of the horizontal distance from the start of the takeoff to a point equidistant between the liftoff point and the point at which the airplane is 35 feet above the takeoff surface, determined by a procedure consistent with § 23.57.
§ 23.61
(a) The takeoff flight path begins 35 feet above the takeoff surface at the end of the takeoff distance determined in accordance with § 23.59.
(b) The net takeoff flight path data must be determined so that they represent the actual takeoff flight paths, as determined in accordance with § 23.57 and with paragraph (a) of this section, reduced at each point by a gradient of climb equal to 0.8 percent for two-engine airplanes.
§ 23.63
(a) Compliance with the requirements of §§ 23.65, 23.66, 23.67, 23.69, and 23.77 must be shown—
§ 23.66
Takeoff climb: One-engine inoperative.
Instead of compliance with § 23.66, see § 23.67.
§ 23.67
(3) En route. The steady gradient of climb at an altitude of 1,500 feet above the takeoff or landing surface, as appropriate, must be not less than 1.2 percent for two-engine airplanes with—
§ 23.73
§ 23.75
Instead of compliance with § 23.75, the following apply: Start Printed Page 72307
(a) A steady approach at not less than VREF, determined in accordance with § 23.73(c) must be maintained down to the 50 foot height and—
(d) It must be shown that a safe transition to the balked landing conditions of § 23.77 can be made from the conditions that exist at the 50 foot height, at maximum landing weight, or at the maximum landing weight for altitude and temperature of § 23.63(d)(2).
§ 23.77
(4) A climb speed equal to VREF, as defined in § 23.73(c).
§ 23.177
(b) The static lateral stability, as shown by the tendency to raise the low wing in a sideslip, must be positive for all landing gear and flap positions. This must be shown with symmetrical power up to 75 percent of maximum continuous power at speeds above 1.2 VS1 in the takeoff configuration(s) and at speeds above 1.3 VS1 in other configurations, up to VFE, VLE, or VFC/MFC (as appropriate) for the configuration being investigated, in the takeoff, climb, cruise, and approach configurations. For the landing configuration, the power must be that necessary to maintain a 3 degree angle of descent in coordinated flight. The static lateral stability must not be negative at 1.2 VS1 in the takeoff configuration, or at 1.3 VS1 in other configurations. The angle of sideslip for these tests must be appropriate to the type of airplane, but in no case may the constant heading sideslip angle be less than that obtainable with a 10 degree bank, or if less, the maximum bank angle obtainable with full rudder deflection or 150 pound rudder force.
§ 23.201(e)
(ii) The thrust necessary to maintain level flight at 1.6S1 (where VS1 corresponds to the stalling speed with flaps in the approach position, the landing gear retracted, and maximum landing weight).
§ 23.203(c)
Turning flight and accelerated turning stalls.
§ 23.251
(b) Each part of the airplane must be shown in flight to be free from excessive Start Printed Page 72308vibration under any appropriate speed and thrust conditions up to VDF/MDF. The maximum speeds shown must be used in establishing the operating limitations of the airplane in accordance with special condition § 23.1505.
§ 23.253
(b) Maximum speed for stability characteristics, VFC/MFC. VFC/MFC is the maximum speed at which the requirements of § 23.175(b)(1), special condition §§ 23.177, and 23.181 must be met with flaps and landing gear retracted. It may not be less than a speed midway between VMO/MMO and VDF/MDF except that, for altitudes where Mach number is the limiting factor, MFC need not exceed the Mach number at which effective speed warning occurs.
§ 23.735
KE=0.0443 WV2 / N
§ 23.1323
(e) In addition, the airspeed indicating system must be calibrated to determine the system error during the accelerate-takeoff ground run. The ground run calibration must be obtained between 0.8 of the minimum value of V1 and the maximum value of V2, considering the approved ranges of altitude and weight. The ground run calibration must be determined assuming an engine failure at the minimum value of V1.
§ 23.1505
(a) The maximum operating limit speed (VMO/MMO -airspeed or Mach number, whichever is critical at a particular altitude) is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training operations. VMO/MMO must be established so that it is not greater than the design cruising speed VC/MC and so that it is sufficiently below VD/MD or VDF/MDF, to make it highly improbable that the latter speeds will be inadvertently exceeded in operations. The speed margin between VMO/MMO and VD/MD or VDF/MDF may not be less than that determined under § 23.335(b) or found necessary in the flight test conducted under special condition § 23.253.
§ 23.1583
(1) Information necessary for the marking of the airspeed limits on the indicator as required in § 23.1545, and the significance of each of those limits and of the color-coding used on the indicator. Start Printed Page 72309
(i) The airplane complies with the climb requirements of § 23.63(d)(1); and
(ii) The accelerate-stop distance determined under § 23.55 is equal to the available runway length plus the length of any stopway, if utilized; and either:
(iii) The takeoff distance determined under § 23.59(a) is equal to the available runway length; or
(iv) At the option of the applicant, the takeoff distance determined under § 23.59(a) is equal to the available runway length plus the length of any clearway and the takeoff run determined under § 23.59(b) is equal to the available runway length.
(5) Maneuvers are limited to any maneuver incident to normal flying, stalls (except whip stalls), and steep turns in which the angle of bank is not more than 60 degrees.
(p) Types of surface. A statement of the types of surface on which operations may be conducted. (See §§ 23.45(g) and 23.1587(a)(4) and (d)(4)).
§ 23.1585
(5) Procedures, speeds, and configuration(s) for making a normal approach and landing, in accordance with § 23.73 and § 23.75, and a transition to the balked landing condition.
(g) For multiengine airplanes, information identifying each operating condition in which the fuel system independence prescribed in § 23.953 is necessary for safety must be furnished, Start Printed Page 72310together with instructions for placing the fuel system in a configuration used to show compliance with that section.
§ 23.1587
Unless otherwise prescribed, performance information must be provided over the altitude and temperature ranges required by § 23.45(b).
(4) The effect on landing distances of operation on other than smooth hard surfaces, when dry, determined under § 23.45(g); and
(1) The accelerate-stop distance determined under § 23.55;
(2) The takeoff distance determined under § 23.59(a);
(3) At the option of the applicant, the takeoff run determined under § 23.59(b);
(4) The effect on accelerate-stop distance, takeoff distance and, if determined, takeoff run, of operation on other than smooth hard surfaces, when dry, determined under § 23.45(g);
(6) The net takeoff flight path determined under § 23.61(b);
(i) The maximum weight for each airport altitude and ambient temperature at which the airplane complies with the climb requirements of § 23.63(d)(2); and
Issued in Kansas City, Missouri, on November 18, 2008.
[FR Doc. E8-28025 Filed 11-26-08; 8:45 am]