[Federal Register Volume 69, Number 81 (Tuesday, April 27, 2004)]
[Rules and Regulations]
[Pages 22717-22720]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-9514]



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 Rules and Regulations
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  Federal Register / Vol. 69, No. 81 / Tuesday, April 27, 2004 / Rules 
and Regulations  

[[Page 22717]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE205; Special Conditions No. 23-145-SC]


Special Conditions: Cessna Aircraft Company, Model 525B-CJ3 
Airplane; Flight Performance, Flight Characteristics, and Operating 
Limitations

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

-----------------------------------------------------------------------

SUMMARY: These special conditions are issued for the Cessna Aircraft 
Company, Model 525B-CJ3 airplane. This airplane will have a novel or 
unusual design feature(s) associated with turbofan engines, engine 
location, and certain performance characteristics 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 the airworthiness standards applicable to 
these airplanes.

DATES: The effective date of these special conditions is April 16, 
2004. Comments must be received on or before May 27, 2004.

ADDRESSES: Comments on these special conditions may be mailed in 
duplicate to: Federal Aviation Administration, Regional Counsel, ACE-7, 
Attention: Rules Docket CE205, 901 Locust, Room 506, Kansas City, 
Missouri 64106; or delivered in duplicate to the Regional Counsel at 
the above address. Comments must be marked: CE205. Comments may be 
inspected in the Rules Docket weekdays, except Federal holidays, 
between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: 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.

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 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 special condition 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 CE205.'' The postcard will be date stamped and returned 
to the commenter.

Background

    On August 4, 2003, Cessna Aircraft Company applied for a type 
certificate for their new Model 525B. The Model No. 525B is a 
derivative of the Model 525A and is a commuter category airplane with 
unique turbofan engines, engine location, and certain performance 
characteristics necessary for this type of airplane.

Type Certification Basis

    Under the provisions of 14 CFR, part 21, Sec.  21.17, Cessna 
Aircraft Company must show that the Model 525B 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 Cessna Model 525B because of a 
novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec.  21.16.
    Special conditions, as appropriate, as defined in Sec.  11.19, are 
issued in accordance with Sec.  11.38, and become 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 type certificate for that model be amended 
later to include any other model that incorporates 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

    The Cessna Model 525B will incorporate the following novel or 
unusual design features: Two aft mounted Williams International FJ44-3A 
turbofan engines rated at 2,780 pounds of thrust with a Full Authority 
Digital Engine Control (FADEC) system and other performance 
characteristics that were not envisioned by the regulations when the 
Model 525 was originally certificated.

Applicability

    As discussed above, these special conditions are applicable to the 
Cessna Model 525B. Should Cessna Aircraft Company 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 
Sec.  21.101(a)(1).

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplane. It is not a rule of general applicability and 
affects only the

[[Page 22718]]

applicant who applied to the FAA for approval of these features on the 
airplane.
    The substance of these special conditions have been subjected to 
the notice and comment period in several prior instances and have 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

0
The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and 
21.17; and 14 CFR 11.38 and 11.19.

The Special Conditions

0
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 Cessna Model 525B airplanes.

1. SC 23.51, Takeoff Speeds

    Instead of compliance with Sec.  23.51, the following apply:
    (a) V1 must be established in relation to VEF 
as follows:
    (1) VEF is the calibrated airspeed at which the critical 
engine is assumed to fail. VEF must be selected by the 
applicant, but may not be less than VMCG determined under 
Sec.  23.149(f).
    (2) V1, in terms of calibrated airspeed, is the takeoff 
decision speed selected by the applicant; however, VI may 
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 fails 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 test.
    (b) V2 min, in terms of calibrated airspeed, may not be 
less than--
    (1) 1.2 VS1;
    (2) 1.10 times VMC established under Sec.  23.149.
    (c) V2, in terms of calibrated airspeed, must be 
selected by the applicant to provide at least the gradient of climb 
required by special condition SC 23.67, but it may not be less than--
    (1) V2 min; and
    (2) VR plus the speed increment attained (in accordance 
with Sec.  23.57) before reaching a height of 35 feet above the takeoff 
surface.
    (d) VMU is the calibrated airspeed at, and above, which 
the airplane can safely lift off the ground and continue the takeoff. 
VMU speeds must be selected by the applicant throughout the 
range of thrust-to-weight ratios to be certified. These speeds may be 
established from free-air data if these data are verified by ground 
takeoff tests.
    (e) VR, in terms of calibrated airspeed, must be 
selected in accordance with the conditions of subparagraphs (1) through 
(4) of this section.
    (1) VR may not be less than--
    (i) V1;
    (ii) 105 percent of VMC;
    (iii) The speed (determined in accordance with Sec.  23.57(c)(2)) 
that allows reaching V2 before reaching a height of 35 feet 
above the takeoff surface; or
    (iv) A speed that, if the airplane is rotated at its maximum 
practicable rate, will result in a VLOF of not less than 110 
percent of VMU in the all-engines-operating condition and 
not less than 105 percent of VMU determined at the thrust-
to-weight ratio corresponding to the one-engine-inoperative condition.
    (2) For any given set of conditions (such as weight, configuration, 
and temperature), a single value of VR, obtained in 
accordance with this section, must be used to show compliance with both 
the one-engine-inoperative and the all-engines-operating takeoff 
provisions.
    (3) It must be shown that the one engine-inoperative takeoff 
distance, using a rotation speed of 5 knots less than VR, 
established in accordance with subparagraphs (1) and (2) of this 
section, does not exceed the corresponding one engine-inoperative 
takeoff distance using the established VR. The takeoff 
distances must be determined in accordance with Sec.  23.59(a)(2).
    (4) Reasonably expected variations in service from the established 
takeoff procedures for the operation of the airplane (such as over-
rotation of the airplane and out-of-trim conditions) may not result in 
unsafe flight characteristics or in marked increases in the scheduled 
takeoff distances established in accordance with Sec.  23.59.
    (f) VLOF is the calibrated airspeed at which the 
airplane first becomes airborne.

2. SC 23.63, Climb: General

    Instead of compliance with Sec.  23.63(a) and Sec.  23.63(d)(1), 
the following apply:
    (a) Compliance with the requirements of Sec.  23.65, Sec.  23.66, 
Sec.  23.67, special condition SC 23.67, Sec.  23.69, and Sec.  23.77 
must be shown--
    (1) Out of ground effect; and
    (2) At speeds that are not less than those at which compliance with 
the powerplant cooling requirements of Sec.  23.1041 to Sec.  23.1047 
has been demonstrated; and
    (3) Unless otherwise specified, with one engine inoperative, at a 
bank angle not exceeding 5 degrees.
    (d)(1) Sections 23.67(c)(1), 23.67(c)(3), and special condition SC 
23.67 for takeoff; and

3. SC 23.67, Climb: One Engine Inoperative

    Instead of compliance with Sec.  23.67(c)(2), the following 
applies:
    (c)(2) Takeoff; landing gear retracted. In the takeoff 
configuration existing at the point of the flight path at which the 
landing gear is fully retracted and in the configuration used in Sec.  
23.57 without ground effect, the steady gradient of climb may not be 
less than 2.4 percent at V2, and with--
    (i) The critical engine inoperative;
    (ii) The remaining engine at the takeoff thrust available at the 
time the landing gear is fully retracted, determined under Sec.  23.57, 
unless there is a more critical power operating condition existing 
along the flight path but before the point where the airplane reaches a 
height of 400 feet above the takeoff surface; and;
    (iii) The weight equal to the weight existing when the airplane's 
landing gear is fully retracted, determined under Sec.  23.57.

4. SC 23.149, Minimum Control Speed

    (d) The requirement to comply with Sec.  23.149(d) is deleted.
    (f) The requirement to comply with Sec.  23.149(f) is not optional 
to the applicant, but is required to show compliance with special 
condition SC 23.51.

5. SC 23.161, Trim

    In addition to the requirements of Sec.  23.161(c), the airplane 
must maintain longitudinal trim during the following:
    (c)(1) A climb with--
    (iii) Maximum continuous power at a speed not more than 1.4 
VS1, with the landing gear retracted, and the flaps 
retracted, and

[[Page 22719]]

    (iv) Maximum continuous power at a speed not more than 1.4 
VS1, with the landing gear retracted, and the flaps in the 
takeoff position(s).

6. SC 23.173, Static Longitudinal Stability

    Instead of compliance with Sec.  23.173(c), the following applies:
    (c) The average gradient of the stable slope of the stick force 
versus speed curve may not be less than 1 pound for each 6 knots of 
calibrated airspeed.

7. SC 23.177, Static Directional and Lateral Stability

    Instead of compliance with Sec.  23.177, the following apply:
    (a) The static directional stability (as shown by the tendency to 
recover from a skid with the rudder free) must be positive for any 
landing gear and flap position, and for any symmetrical power condition 
at speeds from 1.2 VS1 up to VFE, VLE 
or VFC/MFC (as appropriate).
    (b) The static lateral stability (as shown by the tendency to raise 
the low wing in a sideslip with the aileron controls free and for any 
landing gear position and flap position, and for any symmetrical power 
conditions) may not be negative at any airspeed (except speeds higher 
than VFE or VLE, when appropriate) in the 
following airspeed ranges:
    (1) From 1.2 VS1 to VMO/MMO;
    (2) From VMO/MMO to VFC/
MFC unless the Administrator finds the divergence is--
    (i) Gradual;
    (ii) Easily recognizable by the pilot; and
    (iii) Easily controllable by the pilot.
    (c) In straight, steady, sideslips (unaccelerated forward slips) 
the aileron and rudder control movements and forces must be 
substantially proportional to the angle of the sideslip. The factor of 
proportionality must lie between limits found necessary for safe 
operation throughout the range of sideslip angles appropriate to the 
operation of the airplane. At greater angles, up to the angle at which 
full rudder control is used or when a rudder pedal force of 180 pounds 
is obtained, the rudder pedal forces may not reverse and increased 
rudder deflection must produce increased angles of sideslip. Unless the 
airplane has a yaw indicator, there must be enough banks accompanying 
side slipping to clearly indicate any departure from steady unyawed 
flight.

8. SC 23.201, Wings Level Stall

    Instead of compliance with Sec.  23.201(d) and (e), the following 
apply:
    (d) During the entry into and the recovery from the maneuver, it 
must be possible to prevent more than approximately 20 degrees of roll 
and approximately 15 degrees of yaw by the normal use of the controls.
    (e) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) The flaps, landing gear, and speed brakes in any likely 
combination of positions and altitudes appropriate for the various 
positions.
    (2) Thrust--
    (i) Idle; and
    (ii) The thrust necessary to maintain level flight at 1.6 
VS1 (where VS1 corresponds to the stalling speed 
with flaps in the approach position, the landing gear retracted, and 
maximum landing weight).
    (3) Trim at 1.4 VS1 or the minimum trim speed, whichever 
is higher.
    (4) Representative weights within the range for which certification 
is requested.
    (5) The most adverse center of gravity for recovery.

9. SC 23.203, Turning Flight and Accelerated Turning Stalls

    Instead of compliance with Sec.  23.203(c), the following apply:
    (c) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) The flaps, landing gear, and speed brakes in any likely 
combination of positions and altitudes appropriate for the various 
positions.
    (2) Thrust--
    (i) Idle; and
    (ii) The thrust necessary to maintain level flight at 1.6 
VS1 (where VS1 corresponds to the stalling speed 
with flaps in the approach position, the landing gear retracted, and 
maximum landing weight).
    (3) Trim at 1.4 VS1 or the minimum trim speed, whichever 
is higher.
    (4) Representative weights within the range for which certification 
is requested.
    (5) The most adverse center of gravity for recovery.

10. SC 23.251, Vibration and Buffeting

    Instead of compliance with Sec.  23.251, the following apply:
    (a) The airplane must be demonstrated in flight to be free from any 
vibration and buffeting that would prevent continued safe flight in any 
likely operating condition.
    (b) Each part of the airplane must be shown in flight to be free 
from excessive vibration 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 SC 23.1505.
    (c) Except as provided in paragraph (d) of this special condition, 
there may be no buffeting condition, in normal flight, including 
configuration changes during cruise, severe enough to interfere with 
the control of the airplane, to cause excessive fatigue to the crew, or 
to cause structural damage. Stall warning buffeting within these limits 
is allowable.
    (d) There may be no perceptible buffeting condition in the cruise 
configuration in straight flight at any speed up to VMO/
MMO, except that stall warning buffeting is allowable.
    (e) With the airplane in the cruise configuration, the positive 
maneuvering load factors at which the onset of perceptible buffeting 
occurs must be determined for the ranges of airspeed or Mach number, 
weight, and altitude for which the airplane is to be certified. The 
envelopes of load factor, speed, altitude, and weight must provide a 
sufficient range of speeds and load factors for normal operations. 
Probable inadvertent excursions beyond the boundaries of the buffet 
onset envelopes may not result in unsafe conditions.

11. SC 23.253, High Speed Characteristics

    Instead of compliance with Sec.  23.253, the following apply:
    (a) Speed increase and recovery characteristics. The following 
speed increase and recovery characteristics must be met:
    (1) Operating conditions and characteristics likely to cause 
inadvertent speed increases (including upsets in pitch and roll) must 
be simulated with the airplane trimmed at any likely cruise speed up to 
VMO/MMO. These conditions and characteristics 
include gust upsets, inadvertent control movements, low stick force 
gradient in relation to control friction, passenger movement, leveling 
off from climb, and descent from Mach to airspeed limit altitudes.
    (2) Allowing for pilot reaction time after effective inherent or 
artificial speed warning occurs, it must be shown that the airplane can 
be recovered to a normal attitude and its speed reduced to 
VMO/MMO, without--
    (i) Exceptional piloting strength or skill;
    (ii) Exceeding VD/MD or VDF/
MDF, or the structural limitations; and
    (iii) Buffeting that would impair the pilot's ability to read the 
instruments or control the airplane for recovery.
    (3) There may be no control reversal about any axis at any speed up 
to VDF/MDF. Any reversal of elevator control 
force or tendency of the airplane to pitch, roll, or yaw must be mild 
and

[[Page 22720]]

readily controllable, using normal piloting techniques.
    (b) Maximum speed for stability characteristics, VFC/
MFC. VFC/MFC is the maximum speed at 
which the requirements of Sec.  23.175(b)(2), special condition SC 
23.177, and Sec.  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.

12. SC 23.1505, Airspeed Limitations

    Instead of compliance with Sec.  23.1505, the following applies:
    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 Sec.  23.335(b) or found necessary in the flight 
test conducted under special condition SC 23.253.

13. SC 23.1545, Airspeed Indicator

    Instead of compliance with Sec.  23.1545, the following applies:
    The following markings must be made on each airspeed indicator:
    A maximum allowable airspeed indication showing the variation of 
VMO/MMO with altitude or compressibility 
limitations (as appropriate), or a radial red line marking for 
VMO/MMO must be made at the lowest value of 
VMO/MMO established for any altitude up to the 
maximum operating altitude for the airplane.

14. SC 23.1583, Operating Limitations

    Instead of compliance with Sec.  23.1583(a)(1), (a)(2), and 
(c)(4)(i) respectively, the following apply:
    (a)(1) Information necessary for the marking of the airspeed limits 
on the airspeed indicator as required in special condition SC 23.1545, 
and the significance of each of those limits and of the color-coding 
used on the airspeed indicator.
    (a)(2) The speeds VMC, VO, VLE, 
VFE, VLO, if established, and their significance.
    (c)(4)(i) The airplane complies with the requirements of special 
condition SC 23.63; and

15. SC 23.1585, Operating procedures

    (c)(3) The requirement to comply with Sec.  23.1585(c)(3) is 
deleted.

    Issued in Kansas City, Missouri on April 16, 2004.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-9514 Filed 4-26-04; 8:45 am]
BILLING CODE 4910-13-P