[Federal Register Volume 67, Number 24 (Tuesday, February 5, 2002)]
[Rules and Regulations]
[Pages 5196-5198]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-2719]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE172; Special Conditions No. 23-110-SC]


Special Conditions: GROB-WERKE, Burkhurt Grob e.k., 
Unternehmensbereich Luft-und Raumfahrt, Model G120A Airplane, 
Protection of Systems for High Intensity Radiated Fields (HIRF)

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final special conditions, request for comments.

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SUMMARY: These special conditions are issued to GROB-WERKE, Burkhurt 
Grob e.k., Unternehmensbereich Luft-und Raumfahrt (GROB-WERKE), for a 
type certificate for the G120A airplane. This airplane will have novel 
and unusual design features when compared to the state of technology 
envisaged in the applicable airworthiness standards. These novel and 
unusual design features include the installation of an electronic 
attitude direction indicator for which the applicable regulations do 
not contain adequate or appropriate airworthiness standards for the 
protection of these systems from the effects of high intensity radiated 
fields (HIRF). These special conditions contain the additional safety 
standards that the Administrator considers necessary to establish a 
level of safety equivalent to the airworthiness standards applicable to 
these airplanes.

DATES: The effective date of these special conditions is January 29, 
2002. The Federal Aviation Administration (FAA) must receive any 
comments on this rule on or before March 7, 2002.

ADDRESSES: Submit comments to FAA, Central Region, Office of the 
Regional Counsel, Attention: Rules Docket No. CE172, 901 Locust, Room 
506, Kansas City, Missouri 64106. You may view any comments at this 
location between 8 a.m. and 4 p.m., Monday through Friday, except 
Federal holidays.

FOR FURTHER INFORMATION CONTACT: Karl Schletzbaum, Aerospace Engineer, 
Standards Office (ACE-110), Small Airplane Directorate, Aircraft 
Certification Service, Federal Aviation Administration, 901 Locust, 
Room 301, Kansas City, Missouri 64106; telephone 816-329-4146; 
facsimile 816-329-4149.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice and 
opportunity for prior public comment hereon are impracticable because 
these

[[Page 5197]]

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 upon issuance.

Comments Invited

    Interested persons are invited to submit such written data, views, 
or arguments, as they may desire. Communications should identify the 
regulatory docket or notice number and be submitted in duplicate to the 
address specified above. All communications received on or before the 
closing date for comments will be considered by the Administrator. The 
special conditions may be changed in light of the 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. Commenters wishing the FAA to acknowledge receipt of their 
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made: 
``Comments to Docket No. CE172.'' The postcard will be date stamped and 
returned to the commenter.

Background

    On February 6, 2001, GROB-WERKE, Burkhurt Grob e.k., 
Unternehmensbereich Luft-und Raumfahrt, Lettenbachstrasse 9, 86874, 
Tussenhausen-Mattsies, Germany, made an application to the FAA for a 
type certificate for the G120A airplane. The proposed modification 
incorporates a novel or unusual design feature, such as electronic 
attitude direction indicator that is vulnerable to HIRF external to the 
airplane.

Type Certification Basis

    Under the provisions of 14 CFR part 21, Sec. 21.17, GROB-WERKE must 
show that the G120A airplane meets the following provisions, or the 
applicable regulations in effect on the date of application, 14 CFR 
part 23 at Amendment 23-54.

Discussion

    If the Administrator finds that the applicable airworthiness 
standards do not contain adequate or appropriate safety standards 
because of novel or unusual design features of an airplane, special 
conditions are prescribed under the provisions of Sec. 21.16.
    Special conditions are normally issued in accordance with 
Sec. 11.19 as required by and become a part of the type certification 
basis in accordance with Sec. 21.17 (a)(2).
    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 already 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).

Novel or Unusual Design Features

    GROB-WERKE plans to incorporate certain novel and unusual design 
features into an airplane for which the airworthiness standards do not 
contain adequate or appropriate safety standards for protection from 
the effects of HIRF. These features include an electronic attitude 
direction indicator, which is susceptible to the HIRF environment, 
which was not envisaged by the existing regulations for this type of 
airplane.

Protection of Systems From High Intensity Radiated Fields (HIRF)

    Recent advances in technology have given rise to the application in 
aircraft designs of advanced electrical and electronic systems that 
perform functions required for continued safe flight and landing. Due 
to the use of sensitive solid state advanced components in analog and 
digital electronics circuits, these advanced systems are readily 
responsive to the transient effects of induced electrical current and 
voltage caused by the HIRF. The HIRF can degrade electronic systems 
performance by damaging components or upsetting system functions.
    Furthermore, the HIRF environment has undergone a transformation 
that was not foreseen when the current requirements were developed. 
Higher energy levels are radiated from transmitters that are used for 
radar, radio, and television. In addition, the number of transmitters 
has increased significantly. There is also uncertainty concerning the 
effectiveness of airframe shielding for HIRF. Furthermore, coupling to 
cockpit-installed equipment through the cockpit window apertures is 
undefined.
    The combined effect of the technological advances in airplane 
design and the changing environment has resulted in an increased level 
of vulnerability of electrical and electronic systems required for the 
continued safe flight and landing of the airplane. Effective measures 
against the effects of exposure to HIRF must be provided by the design 
and installation of these systems. The accepted maximum energy levels 
in which civilian airplane system installations must be capable of 
operating safely are based on surveys and analysis of existing radio 
frequency emitters. These special conditions require that the airplane 
be evaluated under these energy levels for the protection of the 
electronic system and its associated wiring harness. These external 
threat levels, which are lower than previous required values, are 
believed to represent the worst case to which an airplane would be 
exposed in the operating environment.
    These special conditions require qualification of systems that 
perform critical functions, as installed in aircraft, to the defined 
HIRF environment in paragraph 1 or, as an option to a fixed value using 
laboratory tests, in paragraph 2, as follows: The applicant may 
demonstrate that the operation and operational capability of the 
installed electrical and electronic systems that perform critical 
functions are not adversely affected when the aircraft is exposed to 
the HIRF environment defined below:

------------------------------------------------------------------------
                                                        Field strength
                                                       (volts per meter)
                      Frequency                      -------------------
                                                        Peak     Average
------------------------------------------------------------------------
10 kHz-100 kHz......................................        50        50
100 kHz-500 kHz.....................................        50        50
500 kHz-2 MHz.......................................        50        50
2 MHz-30 MHz........................................       100       100
30 MHz-70 MHz.......................................        50        50
70 MHz-100 MHz......................................        50        50
100 MHz-200 MHz.....................................       100       100
200 MHz-400 MHz.....................................       100       100
400 MHz-700 MHz.....................................       700        50
700 MHz-1 GHz.......................................       700       100
1 GHz-2 GHz.........................................      2000       200
2 GHz-4 GHz.........................................      3000       200
4 GHz-6 GHz.........................................      3000       200
6 GHz-8 GHz.........................................      1000       200
8 GHz-12 GHz........................................      3000       300
12 GHz-18 GHz.......................................      2000       200
18GHz-40 GHz........................................       600      200
------------------------------------------------------------------------
 The field strengths are expressed in terms of peak root-mean-square
  (rms) values, over the complete modulation period.

or,

    (2) The applicant may demonstrate by a system test and analysis 
that the electrical and electronic systems that perform critical 
functions can withstand a minimum threat of 100 volts rms per meter, 
electrical field strength, from 10 kHz to 18 GHz. When using this test 
to show compliance with the HIRF

[[Page 5198]]

requirements, no credit is given for signal attenuation due to 
installation.
    A preliminary hazard analysis must be performed by the applicant, 
for approval by the FAA, to identify either electrical or 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 airplane. The systems identified by the hazard analysis that 
perform critical functions are candidates for the application of HIRF 
requirements. A system may perform both critical and non-critical 
functions. Primary electronic flight display systems, and their 
associated components, perform critical functions such as attitude, 
altitude, and airspeed indication. The HIRF requirements apply only to 
critical functions.
    Compliance with HIRF requirements may be demonstrated by tests, 
analysis, models, similarity with existing systems, or any combination 
of these. Service experience alone is not acceptable since normal 
flight operations may not include an exposure to the HIRF environment. 
Reliance on a system with similar design features for redundancy as a 
means of protection against the effects of external HIRF is generally 
insufficient since all elements of a redundant system are likely to be 
exposed to the fields concurrently.

Applicability

    As discussed above, these special conditions are applicable to the 
G120A airplane. Should GROB-WERKE apply at a later date for a design 
approval to modify any other model on the same type certificate 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 novel or unusual design features 
on the specified airplane model(s). 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. For this reason, and 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 upon 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.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR part 21, 
Secs. 21.16 and 21.101; and 14 CFR part 11, 11.19.

The Special Conditions

    Accordingly, by the authority delegated to me by the Administrator, 
the following special conditions are issued as part of the type 
certification basis for the G120A airplane manufactured by GROB-WERKE, 
which includes an electronic attitude direction indicator.
    1. Protection of Electrical and Electronic Systems from High 
Intensity Radiated Fields (HIRF). Each system that performs critical 
functions must be designed and installed to ensure that the operations, 
and operational capabilities of these systems to perform critical 
functions, are not adversely affected when the airplane is exposed to 
high intensity radiated electromagnetic fields external to the 
airplane.
    2. For the purpose of these special conditions, the following 
definition applies: Critical Functions: Functions whose failure would 
contribute to, or cause, a failure condition that would prevent the 
continued safe flight and landing of the airplane.

    Issued in Kansas City, Missouri, on January 29, 2002.
Marvin R. Nuss,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-2719 Filed 2-4-02; 8:45 am]
BILLING CODE 4910-13-P