[Federal Register Volume 61, Number 166 (Monday, August 26, 1996)]
[Rules and Regulations]
[Pages 43648-43650]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-21715]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 29

[Docket No. 96-ASW-4; Special Condition 29-ASW-18]


Special Condition: Eurocopter Deutschland Model MBB-BK 117 A-1, 
A-3, A-4, B-1, B-2, and C-1 Helicopters, Electronic Flight Instrument 
System

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final special condition; request for comments.

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SUMMARY: This special condition is issued for the Eurocopter 
Deutschland Models MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 
helicopters. These helicopters will have a novel or unusual design 
feature associated with the Electronic Flight Instrument System. The 
applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for the protection of these critical 
function systems from the effects of external high intensity radiated 
fields (HIRF). This special condition contains additional safety 
standards that the Administrator considers necessary to establish a 
level of safety equivalent to that provided by the applicable 
airworthiness standards.

DATES: Effective August 26, 1996. Comments must be received on or 
before October 25, 1996.

ADDRESSES: Comments may be mailed in duplicate to: Federal Aviation 
Administration (FAA), Office of the Assistant Chief Counsel, Attn: 
Rules Docket No. 96-ASW-4, Fort Worth, Texas 76193-0007, or delivered 
in duplicate to the Office of the Assistant Chief Counsel, 2601 Meacham 
Blvd., Room 663, Fort Worth, Texas 76137. Comments must be marked 
Docket No. 96-ASW-4. Comments may be inspected in the Rules Docket 
weekdays, except Federal holidays, between 9 a.m. and 3 p.m.

FOR FURTHER INFORMATION CONTACT:
Mr. Robert McCallister, FAA, Rotorcraft Directorate, Rotorcraft 
Standards Staff, Fort Worth, Texas 76193-0110; telephone (817) 222-
5121.

SUPPLEMENTARY INFORMATION: 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 delay delivery of the affected helicopter. These notice 
and comment procedures are also considered unnecessary since the public 
has been previously provided with a substantial number of opportunities 
to comment on substantially identical special conditions, and their 
comments have been fully considered. Therefore, good cause exists for 
making this special condition effective upon issuance.

Comments Invited

    Although this final special condition was not subject to notice and 
opportunity for prior public comment, comments are invited on this 
final special condition. Interested persons are invited to comment on 
this final special condition by submitting such written data, views, or 
arguments as they may desire. Communications should identify the 
regulatory docket number and be submitted in duplicate to the address 
specified under the caption addresses. All communications received on 
or before the closing date for comments will be considered. This 
special condition may be changed in light of comments received. All 
comments received will be available in the Rules Docket for examination 
by interested persons, both before and after the closing date for 
comments. A report summarizing each substantive public contact with FAA 
personnel concerning this rulemaking will be filed in the docket. 
Persons wishing the FAA to acknowledge receipt of their comments 
submitted in response to this special condition must submit with those 
comments a self-addressed, stamped postcard on which the following 
statement is made: ``Comments to Docket No. 96-ASW-4.'' The postcard 
will be date and time stamped and returned to the commenter.

Background

    On May 9, 1996, American Eurocopter Corporation, Grand Prairie, 
Texas, notified the FAA that they intended to issue a Supplemental Type 
Certificate under their Designated Alteration Station Authorization for 
installation of an Electronic Flight Instrument System in Eurocopter 
Deutschland Models MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 
helicopters. These are 7 (10 with approved kit) passenger, twin engine, 
7,385 pound transport category helicopters.

Type Certification Basis

    The certification basis established for the Eurocopter Deutschland 
Models MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters 
includes: 14 CFR 21.29 and 14 CFR part 29 (part 29) effective February 
1, 1965, Amendments 29-1 through 29-16. In addition, the certification 
basis includes the Airworthiness Criteria for helicopter instrument 
flight rules (IFR) certification dated December 15, 1978. Also, the 
certification basis includes Equivalent Safety Findings for Models A-1 
and A-3, Secs. 29.811(h)(1), 29.921, 29.1151, 29.1121(c), and 
29.1203(a); for Models A-3 and A-4, Secs. 29.401(a), 29.865(b)(2), 
29.923(a)(3)(ii) and (c)(2); for Models B-2 and C-1, Secs. 29.175(b), 
29.811(h)(i), and 29.1151(b).
    If the Administrator finds that the applicable airworthiness 
regulations do not contain adequate or appropriate safety standards for 
this helicopter because of a novel or unusual design feature, special 
conditions are prescribed under the provisions of 14 CFR 21.16 to 
establish a level of safety equivalent to that established in the 
regulations.
    Special conditions, as appropriate, are issued in accordance with 
14 CFR 11.49 and become part of the type certification basis in 
accordance with 14 CFR 21.101(b)(2). Provision is made for the public 
comment period in 14 CFR 11.28. Special conditions are initially 
applicable to the model for which they are issued. Should the applicant 
apply for a supplemental type certificate to modify any other model 
included on the same type certificate to incorporate the same novel or 
unusual design feature, the special conditions would also apply to the 
other model under the provisions of Sec. 21.101(a)(1).

Discussion

    The Eurocopter Deutschland Models MBB-BK 117 A-1, A-3, A-4, B-1, B-
2, and C-1 helicopters, at the time of application, were identified as 
having modifications that incorporate one and possibly more electrical, 
electronic, or combination of electrical and electronic (electrical/
electronic) systems that will perform functions critical to the 
continued safe flight and landing of the helicopters. The electronic 
flight instrument system performs the attitude display function. The 
display of attitude, altitude, and airspeed is critical to the 
continued safe flight and landing of the helicopters for IFR operations 
in instrument meteorological conditions. Eurocopter Deutschland will 
provide the FAA with a hazard analysis that will identify any other 
critical functions performed by the electrical/electronic systems that 
are critical to the continued safe flight and landing of the 
helicopters.

[[Page 43649]]

    Recent advances in technology have prompted the design of aircraft 
that include advanced electrical and electronic systems that perform 
functions required for continued safe flight and landing. However, 
these advanced systems respond to the transient effects of induced 
electrical current and voltage caused by the high intensity radiated 
fields (HIRF) incident on the external surface of the helicopters. 
These induced transient currents and voltages can degrade the 
performance of the electrical/electronic systems by damaging the 
components or by upsetting the systems' functions.
    Furthermore, the electromagnetic environment has undergone a 
transformation not envisioned by the current application of 
Sec. 29.1309(a). Higher than anticipated energy levels radiate from 
operational transmitters currently used for radar, radio, and 
television; and the number of transmitters has increased significantly.
    Existing aircraft certification requirements are inappropriate in 
view of these technological advances. In addition, the FAA has received 
reports of some significant safety incidents and accidents involving 
military aircraft equipped with advanced electrical/electronic systems 
when they were exposed to electromagnetic radiation.
    The combined effects of technological advances in helicopter design 
and the changing environment have resulted in an increased level of 
vulnerability of the electrical and electronic systems required for the 
continued safe flight and landing of the helicopters. Effective 
measures to protect these helicopters against the adverse effects of 
exposure to HIRF will be provded by the design and installation of 
these systems. The following primary factors contributed to the current 
conditions: (1) increased use of sensitive electronics that perform 
critical functions, (2) reduced electromagnetic shielding afforded 
helicopter systems by advanced technology airframe materials, (3) 
adverse service experience of military aircraft using these 
technologies, and (4) an increase in the number and power of radio 
frequency emitters and the expected increase in the future.
    The FAA recognizes the need for aircraft certification standards to 
keep pace with technological developments and a changing environment 
and in 1986 initiated a high priority program to (1) determine and 
define electromagnetic energy levels; (2) develop guidance material for 
design, test, and analysis; and (3) prescribe and promulgate regulatory 
standards.
    The FAA participated with industry and airworthiness authorities of 
other countries to develop internationally recognized standards for 
certification.
    The FAA and airworthiness authorities of other countries have 
identified a level of HIRF environment that a helicopter could be 
exposed to during IFR operations. While the HIRF requirements are being 
finalized, the FAA is adopting a special condition for the 
certification of aircraft that employ electrical/electronic systems 
that perform critical functions. The accepted maximum energy levels 
that civilian helicopter system installations must withstand for safe 
operation are based on surveys and analysis of existing radio frequency 
emitters. This special condition will require the helicopters' 
electrical/electronic systems and associated wiring to be protected 
from these energy levels. These external threat levels are believed to 
represent the worst-case exposure for a helicopter operating under IFR.
    The HIRF environment specified in this special condition is based 
on many critical assumptions. With the exception of takeoff and landing 
at an airport, one of these assumptions is that the aircraft would be 
not less than 500 feet above ground level (AGL). Helicopters operating 
under visual flight rules (VFR) routinely operate at less than 500 feet 
AGL and perform takeoffs and landings at locations other than 
controlled airports. Therefore, it would be expected that the HIRF 
environment experienced by a helicopter operating VFR may exceed the 
defined environment by 100 percent or more.
    This special condition will require the systems that perform 
critical functions, as installed in the aircraft to meet certain 
standards based on either a defined HIRF environment or a fixed value 
using laboratory tests.
    The applicant may demonstrate that the operation capabilities of 
the installed electrical/electronic systems that perform critical 
functions are not adversely affected when the aircraft is exposed to 
the defined HIRF environment. The FAA has determined that the 
environment defined in Table 1 is acceptable for critical functions in 
helicopters operating at or above 500 feet AGL. For critical functions 
of helicopters operating at less than 500 feet AGL, additional factors 
must be considered.
    The applicant may also demonstrate by a laboratory test that the 
electrical/electronic systems that perform critical functions can 
withstand a peak electromagnetic field strength in a frequency range of 
10 KHz to 18 GHz. If a laboratory test is used to show compliance with 
the defined HIRF environment, no credit will be given for signal 
attenuation due to installation. A level of 100 volts per meter (v/m) 
and other considerations, such as an alternate technology backup that 
is immune to HIRF, are appropriate for critical functions during IFR 
operations. A level of 200 v/m and further considerations, such as an 
alternate technology backup that is immune to HIRF, are more 
appropriate for critical functions during VFR operations. Applicants 
must perform a preliminary hazard analysis to identify electrical/
electronic systems that perform critical functions. The term 
``critical'' means those functions whose failure would contribute to or 
cause a failure condition that would prevent the continued safe flight 
and landing of the helicopter. The systems identified by the hazard 
analysis as performing critical functions are required to have HIRF 
protection.
    A system may perform both critical and noncritical functions. 
Primary electronic flight display systems and their associate 
components perform critical functions such as attitude, altitude, and 
airspeed indications. HIRF requirements would apply only to the systems 
that perform critical functions.
    Compliance with HIRF requirements will be demonstrated by tests, 
analysis, models, similarity with existing systems, or a combination of 
these methods. The two basic options of either testing the rotorcraft 
to the defined environment or laboratory testing may not be combined. 
The laboratory test allows some frequency areas to be under tested and 
requires other areas to have some safety margin when compared to the 
defined environment. The areas required to have some safety margin are 
those shown, by past testing, to exhibit greater susceptibility to 
adverse effects from HIRF; and laboratory tests, in general, do not 
accurately represent the aircraft installation. Service experience 
alone will not be acceptable since such experience in normal flight 
operations may not include an exposure to HIRF. Reliance on a system 
with similar design features for redundancy, as a means of protection 
against the effects of external HIRF, is generally insufficient because 
all elements of a redundant system are likely to be concurrently 
exposed to the radiated fields.
    The modulation that represents the signal most likely to disrupt 
the operation of the system under test, based on its design 
characteristics, should be selected. For example, flight control 
systems may be susceptible to 3 Hz square wave modulation while the 
video signals for electronic display

[[Page 43650]]

systems may be susceptible to 400 Hz sinusoidal modulation. If the 
worst-case modulation is unknown or cannot be determined, default 
modulations may be used. Suggested default values are a 1 KHz sine wave 
with 80 percent depth of modulation in the frequency range from 10 KHz 
to 400 MHz and 1 KHz square wave with greater than 90 percent depth of 
modulation from 400 MHz to 18 GHz. For frequencies where the 
unmodulated signal would cause deviations from normal operation, 
several different modulating signals with various waveforms and 
frequencies should be applied.
    Acceptable system performance would be attained by demonstrating 
that the critical function components of the system under consideration 
continue to perform their intended function during and after exposure 
to required electromagnetic fields. Deviations from system 
specifications may be acceptable but must be independently assessed by 
the FAA on a case-by-case basis.

                  Table 1.--Field Strength Volts/Meter                  
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                                                      Peak (V/   Average
                      Frequency                          M)       (V/M) 
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10-100 KHz..........................................        50        50
100-500.............................................        60        60
500-2000............................................        70        70
2-30 MHz............................................       200       200
30-100..............................................        30        30
100-200.............................................       150        33
200-400.............................................        70        70
400-700.............................................      4020       935
700-1000............................................      1700       170
1-2 GHz.............................................      5000       990
2-4.................................................      6680       840
4-6.................................................      6850       310
6-8.................................................      3600       670
8-12................................................      3500      1270
12-18...............................................      3500       360
18-40...............................................      2100       750
------------------------------------------------------------------------

    As discussed above, these special conditions are applicable to the 
Eurocopter Deutschland Model MBB-BK 117A-1, A-3, A-4, B-1, B-2, and C-1 
helicopters. Should Eurocopter Deutschland apply at a later date for a 
supplemental type certificate to modify any other model included on 
Type Certificate H13EU to incorporate the same novel or unusual design 
feature, the special conditions would apply to that model as well under 
the provisions of Sec. 21.101(a)(1).

Conclusion

    This action affects only certain unusual or novel design features 
on six models of helicopters. 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 affected helicopters.
    The substance of this special condition for similar installations 
in a variety of helicopters has been subjected to the notice and 
comment procedure and has been finalized without substantive change. It 
is unlikely that prior public comment would result in a significant 
change from the substance contained herein. For this reason, and 
because a delay would significantly affect the certification of the 
helicopter, which is imminent, the FAA has determined that prior public 
notice and comment are unnecessary and impractical, and good cause 
exists for adopting this special condition immediately. Therefore, this 
special condition is being made effective upon issuance. The FAA is 
requesting comments to allow interested persons to submit views that 
may not have been submitted in response to prior opportunities for 
comment.

List of Subjects in 14 CFR Part 29

    Aircraft, Air transportation, Aviation safety, Rotorcraft, Safety.

    The authority citation for this special condition are as follows:

    Authority: 49 U.S.C. 1344, 1348(c), 1352, 1354(a), 1355, 1421 
through 1431, 1502, 1651(b)(2); 42 U.S.C. 1857f-10, 4321 et seq.; 
E.O. 11514; 49 U.S.C. 106(g).

The Special Condition

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the following special condition is issued as part of the 
type certification basis for the Eurocopter Deutschland Models MBB-BK 
117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters:

Protection for Electrical and Electronic Systems From High 
Intensity Radiated Fields

    Each system that performs critical functions must be designed and 
installed to ensure that the operation and operational capabilities of 
these systems to perform critical functions are not adversely affected 
when the helicopter is exposed to high intensity radiated fields 
external to the helicopter.

    Issued in Fort Worth, Texas, on August 13, 1996.
Michele M. Owsley,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 96-21715 Filed 8-23-96; 8:45 am]
BILLING CODE 4910-13-M