Source: https://regulations.justia.com/regulations/fedreg/2017/03/17/2017-05326.html
Timestamp: 2017-10-21 12:13:35
Document Index: 62965295

Matched Legal Cases: ['art 25', 'art 25', '§ 21', '§ 21', 'art 34', 'art 36', '§ 11', '§ 21', '§ 25', '§ 25', '§ 25', 'art 25', '§ 25', '§ 25', '§ 25', 'art 25', 'art 34']

Special Conditions: The Boeing Company Model 787-10 Airplane; Aeroelastic Stability Requirements, Flaps-Up Vertical Modal-Suppression System, 14115-14117 [2017-05326] :: Federal Aviation Administration :: Department Of Transportation :: Regulation Tracker :: Justia
Justia Regulation Tracker Department Of Transportation Federal Aviation Administration Special Conditions: The Boeing Company Model 787-10 Airplane; Aeroelastic Stability Requirements, Flaps-Up Vertical Modal-Suppression System, 14115-14117 [2017-05326]
Special Conditions: The Boeing Company Model 787-10 Airplane; Aeroelastic Stability Requirements, Flaps-Up Vertical Modal-Suppression System, 14115-14117 [2017-05326]
Download as PDF Federal Register / Vol. 82, No. 51 / Friday, March 17, 2017 / Rules and Regulations 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 February 10, 2017. Michael Kaszycki, Assistant Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2017–05333 Filed 3–16–17; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA–2016–6137; Special Conditions No. 25–644–SC] Special Conditions: The Boeing Company Model 787–10 Airplane; Aeroelastic Stability Requirements, Flaps-Up Vertical Modal-Suppression System Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions. AGENCY: These special conditions are issued for the Boeing Company (Boeing) Model 787–10 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 flaps-up vertical modal-suppression system, which is in lieu of traditional methods of improving airplane flutter characteristics. 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: Effective April 17, 2017. FOR FURTHER INFORMATION CONTACT: Wael Nour, FAA, Airframe and Cabin Safety Branch, ANM–115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057–3356; telephone 425–227–2143; facsimile 425–227–1320. mstockstill on DSK3G9T082PROD with RULES SUMMARY: VerDate Sep<11>2014 19:31 Mar 16, 2017 Jkt 241001 SUPPLEMENTARY INFORMATION: Background On July 30, 2013, Boeing applied for an amendment to Type Certificate No. T00021SE to include the new Model 787–10 airplane. This twin-engine, transport-category airplane is a stretched-fuselage derivative of the 787– 9, with maximum seating capacity of 440 passengers. The 787–10 has a maximum takeoff weight of 560,000 lbs. Type Certification Basis Under the provisions of Title 14, Code of Federal Regulations (14 CFR) 21.101, Boeing must show that the Model 787– 10 airplane meets the applicable provisions of the regulations listed in Type Certificate No. T00021SE or the applicable regulations in effect on the date of application for the change, except for earlier amendments as agreed upon by the FAA. In addition, the certification basis includes other regulations, special conditions, and exemptions that are not relevant to these proposed special conditions. Type Certificate No. T00021SE will be updated to include a complete description of the certification basis for this airplane model. 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 787–10 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 Model 787–10 airplane must comply with the fuel-vent and exhaust-emission 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 § 21.101. PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 14115 Novel or Unusual Design Features The Model 787–10 airplane will incorporate the following novel or unusual design feature: A flaps-up vertical modal suppression system. Discussion The Boeing Model 787–10 will add a new flaps-up vertical modalsuppression (F0VMS) system to the Normal mode of the primary flightcontrol system (PFCS). The F0VMS system is needed to satisfy the flutterdamping margin requirements of § 25.629 and the means-of-compliance provisions in Advisory Circular (AC) 25.629–1B. This system will be used in lieu of typical methods of improving the flutter characteristics of an airplane, such as increasing the torsional stiffness of the wing or adding wingtip ballast weights. The F0VMS system is an active modal-suppression system that will provide additional damping to an already stable, but low-damped, 3Hz symmetric wing, nacelle, and body aeroelastic mode of the airplane. This feedback-control system will maintain adequate damping margins to flutter. The F0VMS system accomplishes this by oscillating the elevators, and, when needed, the flaperons. Because Boeing’s flutter analysis shows that the 3Hz mode is stable and does not flutter, the F0VMS system is not an active flutter-suppression system, but, rather, a damping-augmentation system. At this time, the FAA is not prepared to accept an active fluttersuppression system that suppresses a divergent flutter mode in the operational or design envelope of the airplane. This will be the first time an active modal-suppression system will be used for § 25.629 compliance. The use of this new active modal-suppression system for flutter compliance is novel or unusual when compared to the technology envisioned in the current airworthiness standards. Consequently, special conditions are required in consideration of the effects of this new system on the aeroelastic stability of the airplane, both in the normal and failed state, to maintain the level of safety intended by § 25.629. 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. Discussion of Comments Notice of Proposed Special Conditions No. 25–16–05–SC for the E:\FR\FM\17MRR1.SGM 17MRR1 Federal Register / Vol. 82, No. 51 / Friday, March 17, 2017 / Rules and Regulations Boeing Model 787–10 airplane was published in the Federal Register on September 20, 2016 (81 FR 64360). One substantive comment was received. By letter no. B–H020–REG–16–TLM– 68 dated November 1, 2016, Boeing stated that they ‘‘. . . recommend that development of future requirements for the application of [active modalsuppression system for flutter compliance] technology be the subject of an Aviation Rulemaking Advisory Committee (ARAC).’’ Boeing adds that ‘‘. . . standard requirements should be developed which reflect this state-ofthe-art system and apply to all airplane manufacturers. The development of these requirements would benefit from the collaborative effort of an ARAC.’’ The FAA agrees with Boeing and currently has plans to task ARAC to develop recommendations on this subject. mstockstill on DSK3G9T082PROD with RULES Applicability As discussed above, these special conditions are applicable to the Boeing Model 787–10 airplane. Should Boeing apply at a later date for a change to the type certificate to include another VerDate Sep<11>2014 19:31 Mar 16, 2017 Jkt 241001 model incorporating the same novel or unusual design feature, 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 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 787–10 airplanes. The following special conditions are proposed to address the aeroelastic stability of the 787–10 airplane with the PO 00000 Frm 00006 Fmt 4700 Sfmt 4725 F0VMS system as an integral part of the PFCS Normal mode: Analytical Flutter-Clearance Requirements 1. The airplane in the PFCS Normal mode (which includes F0VMS) must meet the nominal (no failures) flutter and aeroelastic stability requirements of § 25.629(b)(1), and the damping-margin criteria of AC 25.629–1B, Section 7.1.3.3. Figure 1, below, illustrates the Damping versus Airspeed plot. a. The aeroservoelastic analysis must take into account the effect of the following items: i. Significant structural and aerodynamic nonlinearities. ii. Significant F0VMS nonlinearities, including control-surface rate and displacement saturation, and blowdown. iii. The range of design maneuver load factors. iv. Control surface freeplay. v. Any other items that may affect the performance of the F0VMS system in maintaining adequate modal damping margins. E:\FR\FM\17MRR1.SGM 17MRR1 ER17MR17.000 14116 Federal Register / Vol. 82, No. 51 / Friday, March 17, 2017 / Rules and Regulations 14117 KEAS) to zero damping margin to flutter at 1.15 VD/1.15 MD, limited to Mach 1.0. That is, the 3Hz mode should not cross the g = 0.015 line below VD, or the g = 0.03 line below 1.15 VD, assuming the use of analysis Method 1 of AC 25.629– 1B, Section 7.1.3.3. Figure 2, below, illustrates the Damping versus Airspeed plot. 3. The airplane in the PFCS Normal mode (which includes F0VMS) must meet the fail-safe flutter and aeroelastic stability requirements of § 25.629(b)(2), and the damping-margin criteria of AC 25.629–1B, Section 7.1.3.5. 4. The airplane in the PFCS Secondary and Direct modes must meet the fail-safe flutter and aeroelasticstability requirements of § 25.629(b)(2), and the damping-margin criteria of AC 25.629–1B, Section 7.1.3.5. DEPARTMENT OF TRANSPORTATION 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 on March 17, 2017. We must receive your comments by May 1, 2017. ADDRESSES: Send comments identified by docket number FAA–2016–9403 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 Issued in Renton, Washington, on February 10, 2017. Michael Kaszycki, Assistant Manager, Transport Airplane Directorate, Aircraft Certification Service. mstockstill on DSK3G9T082PROD with RULES [FR Doc. 2017–05326 Filed 3–16–17; 8:45 am] BILLING CODE 4910–13–P VerDate Sep<11>2014 19:31 Mar 16, 2017 Jkt 241001 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; Dive-Speed Definition with High-Speed-Protection System Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. AGENCY: 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-speed-protection system. The applicable airworthiness regulations do SUMMARY: PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 E:\FR\FM\17MRR1.SGM 17MRR1 ER17MR17.001 2. The airplane in the PFCS Normal mode, but with the F0VMS system inoperative, must exhibit a damping margin to flutter of 0.015g within the VD/MD envelope, linearly decreasing (in
[Pages 14115-14117]
[FR Doc No: 2017-05326]
[Docket No. FAA-2016-6137; Special Conditions No. 25-644-SC]
Special Conditions: The Boeing Company Model 787-10 Airplane;
Aeroelastic Stability Requirements, Flaps-Up Vertical Modal-Suppression
SUMMARY: These special conditions are issued for the Boeing Company
(Boeing) Model 787-10 airplane. This airplane will have a novel or
airplanes. This design feature is a flaps-up vertical modal-suppression
system, which is in lieu of traditional methods of improving airplane
flutter characteristics. The applicable airworthiness regulations do
feature. These special conditions contain the additional safety
FOR FURTHER INFORMATION CONTACT: Wael Nour, FAA, Airframe and Cabin
3356; telephone 425-227-2143; facsimile 425-227-1320.
On July 30, 2013, Boeing applied for an amendment to Type
Certificate No. T00021SE to include the new Model 787-10 airplane. This
twin-engine, transport-category airplane is a stretched-fuselage
derivative of the 787-9, with maximum seating capacity of 440
passengers. The 787-10 has a maximum takeoff weight of 560,000 lbs.
CFR) 21.101, Boeing must show that the Model 787-10 airplane meets the
T00021SE or the applicable regulations in effect on the date of
proposed special conditions. Type Certificate No. T00021SE will be
for this airplane model.
appropriate safety standards for the Model 787-10 airplane because of a
conditions, the Model 787-10 airplane must comply with the fuel-vent
and exhaust-emission requirements of 14 CFR part 34, and the noise-
The Model 787-10 airplane will incorporate the following novel or
The Boeing Model 787-10 will add a new flaps-up vertical modal-
suppression (F0VMS) system to the Normal mode of the primary flight-
control system (PFCS). The F0VMS system is needed to satisfy the
flutter-damping margin requirements of Sec.  25.629 and the means-of-
compliance provisions in Advisory Circular (AC) 25.629-1B. This system
will be used in lieu of typical methods of improving the flutter
characteristics of an airplane, such as increasing the torsional
stiffness of the wing or adding wingtip ballast weights.
The F0VMS system is an active modal-suppression system that will
provide additional damping to an already stable, but low-damped, 3Hz
symmetric wing, nacelle, and body aeroelastic mode of the airplane.
This feedback-control system will maintain adequate damping margins to
flutter. The F0VMS system accomplishes this by oscillating the
elevators, and, when needed, the flaperons.
Because Boeing's flutter analysis shows that the 3Hz mode is stable
and does not flutter, the F0VMS system is not an active flutter-
suppression system, but, rather, a damping-augmentation system. At this
time, the FAA is not prepared to accept an active flutter-suppression
system that suppresses a divergent flutter mode in the operational or
design envelope of the airplane.
This will be the first time an active modal-suppression system will
be used for Sec.  25.629 compliance. The use of this new active modal-
suppression system for flutter compliance is novel or unusual when
compared to the technology envisioned in the current airworthiness
standards. Consequently, special conditions are required in
consideration of the effects of this new system on the aeroelastic
stability of the airplane, both in the normal and failed state, to
maintain the level of safety intended by Sec.  25.629.
Notice of Proposed Special Conditions No. 25-16-05-SC for the
[[Page 14116]]
Boeing Model 787-10 airplane was published in the Federal Register on
September 20, 2016 (81 FR 64360). One substantive comment was received.
By letter no. B-H020-REG-16-TLM-68 dated November 1, 2016, Boeing
stated that they ``. . . recommend that development of future
requirements for the application of [active modal-suppression system
for flutter compliance] technology be the subject of an Aviation
Rulemaking Advisory Committee (ARAC).'' Boeing adds that ``. . .
standard requirements should be developed which reflect this state-of-
the-art system and apply to all airplane manufacturers. The development
of these requirements would benefit from the collaborative effort of an
ARAC.''
The FAA agrees with Boeing and currently has plans to task ARAC to
develop recommendations on this subject.
Boeing Model 787-10 airplane. Should Boeing apply at a later date for a
the type certification basis for Boeing Model 787-10 airplanes.
The following special conditions are proposed to address the
aeroelastic stability of the 787-10 airplane with the F0VMS system as
an integral part of the PFCS Normal mode:
1. The airplane in the PFCS Normal mode (which includes F0VMS) must
meet the nominal (no failures) flutter and aeroelastic stability
requirements of Sec.  25.629(b)(1), and the damping-margin criteria of
AC 25.629-1B, Section 7.1.3.3. Figure 1, below, illustrates the Damping
versus Airspeed plot.
a. The aeroservoelastic analysis must take into account the effect
ii. Significant F0VMS nonlinearities, including control-surface
rate and displacement saturation, and blowdown.
v. Any other items that may affect the performance of the F0VMS
system in maintaining adequate modal damping margins.
[GRAPHIC] [TIFF OMITTED] TR17MR17.000
[[Page 14117]]
2. The airplane in the PFCS Normal mode, but with the F0VMS system
inoperative, must exhibit a damping margin to flutter of 0.015g within
the VD/MD envelope, linearly decreasing (in KEAS)
to zero damping margin to flutter at 1.15 VD/1.15
MD, limited to Mach 1.0. That is, the 3Hz mode should not
cross the g = 0.015 line below VD, or the g = 0.03 line
below 1.15 VD, assuming the use of analysis Method 1 of AC
25.629-1B, Section 7.1.3.3. Figure 2, below, illustrates the Damping
[GRAPHIC] [TIFF OMITTED] TR17MR17.001
3. The airplane in the PFCS Normal mode (which includes F0VMS) must
meet the fail-safe flutter and aeroelastic stability requirements of
Sec.  25.629(b)(2), and the damping-margin criteria of AC 25.629-1B,
Section 7.1.3.5.
4. The airplane in the PFCS Secondary and Direct modes must meet
the fail-safe flutter and aeroelastic-stability requirements of Sec.
25.629(b)(2), and the damping-margin criteria of AC 25.629-1B, Section
[FR Doc. 2017-05326 Filed 3-16-17; 8:45 am]