[Federal Register Volume 79, Number 170 (Wednesday, September 3, 2014)]
[Rules and Regulations]
[Pages 52165-52169]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-20893]



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 Rules and Regulations
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  Federal Register / Vol. 79, No. 170 / Wednesday, September 3, 2014 / 
Rules and Regulations  

[[Page 52165]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No.FAA-2014-0366; Special Conditions No. 25-564-SC]


Special Conditions: Embraer S.A.; Model EMB-550 Airplane; Flight 
Envelope Protection: High Incidence Protection System

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions.

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

SUMMARY: These special conditions are issued for the Embraer S.A. Model 
EMB-550 airplane. This airplane will have a novel or unusual design 
feature when compared to the state of technology and design envisioned 
in the airworthiness standards for transport category airplanes. This 
design feature is a high incidence protection system that limits the 
angle of attack at which the airplane can be flown during normal low 
speed operation. 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 date: September 3, 2014.

FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane and Flight 
Crew Interface Branch, ANM-111, Transport Airplane Directorate, 
Aircraft Certification Service, 1601 Lind Avenue SW., Renton, 
Washington 98057-3356; telephone (425) 227-2011; facsimile (425) 227-
1149.

SUPPLEMENTARY INFORMATION:

Background

    On May 14, 2009, Embraer S.A. applied for a type certificate for 
its new Model EMB-550 airplane, which was subsequently revised to 
August 29, 2009. The Model EMB-550 airplane is the first of a new 
family of jet airplanes designed for corporate flight, fractional, 
charter, and private owner operations. The airplane has a configuration 
with low wing and T-tail empennage. The primary structure is metal with 
composite empennage and control surfaces. The Model EMB-550 airplane is 
designed for 8 passengers, with a maximum of 12 passengers. It is 
equipped with two Honeywell AS907-3-1E medium bypass ratio turbofan 
engines mounted on aft fuselage pylons. Each engine produces 
approximately 6,540 pounds of thrust for normal takeoff.

Type Certification Basis

    Under the provisions of Title 14, Code of Federal Regulations (14 
CFR) 21.17, Embraer S.A. must show that the Model EMB-550 meets the 
applicable provisions of part 25, as amended by Amendments 25-1 through 
25-128 thereto.
    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 EMB-550 because of a novel 
or unusual design feature, special conditions are prescribed under the 
provisions of Sec.  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 or similar 
novel or unusual design feature, the special conditions would also 
apply to the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model EMB-550 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, and the FAA must issue a 
finding of regulatory adequacy under section 611 of Public Law 92-574, 
the ``Noise Control Act of 1972.''
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance with Sec.  11.38, and they become part of the type-
certification basis under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The Model EMB-550 will incorporate the following novel or unusual 
design features: A high incidence protection system that replaces the 
stall warning system during normal operating conditions, prohibits the 
airplane from stalling, limits the angle of attack at which the 
airplane can be flown during normal low speed operation, and that 
cannot be overridden by the flightcrew. The application of this angle-
of-attack limit impacts the stall speed determination, the stall 
characteristics and stall warning demonstration, and the longitudinal 
handling characteristics. The current regulations do not address this 
type of protection feature.

Discussion

    The high incidence protection function prevents the airplane from 
stalling at low speeds, and, therefore, a stall warning system is not 
needed during normal flight conditions. However, if there is a failure 
of the high incidence protection function that is not shown to be 
extremely improbable, stall warning must be provided in a conventional 
manner. Also the flight characteristics at the angle of attack for 
maximum lift coefficient (CLmax) must be suitable in the 
traditional sense.
    These special conditions address this novel or unusual design 
feature on the EMB-550. These special conditions, which include 
airplane performance requirements, establish a level of safety 
equivalent to the current regulations for reference stall speeds, stall 
warning, stall characteristics, and miscellaneous other minimum 
reference speeds.

Discussion of the Comments

    Notice of proposed special conditions No. 25-14-04-SC for the 
Embraer Model EMB-550 airplane was published in the Federal Register on 
June 10, 2014, (79 FR 33140). No comments were received, and the 
special conditions are adopted as proposed.

Applicability

    As discussed above, these special conditions are applicable to the 
Embraer Model EMB-550 airplane. Should Embraer S.A. apply at a later 
date for a change to the type certificate to include another model 
incorporating the same

[[Page 52166]]

novel or unusual design feature, the special conditions would apply to 
that model as well.
    Under standard practice, the effective date of final special 
conditions would be 30 days after the date of publication in the 
Federal Register; however, as the certification date for the Embraer 
Model EMB-550 airplane is imminent, the FAA finds that good cause 
exists to make these special conditions effective upon publication.

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplanes. 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, the Federal Aviation Administration (FAA) issues the 
following special conditions as part of the type certification basis 
for Embraer S.A. Model EMB-550.

Flight Envelope Protection: High Incidence Protection System

    The current airworthiness standards do not contain adequate safety 
standards for the unique features of the high incidence protection 
system on the Embraer EMB-550. Part I of the following special 
conditions are issued in lieu of the specified paragraphs of Sec. Sec.  
25.21, 25.103, 25.145, 25.201, 25.203, 25.207, and 25.1323. Part II are 
in lieu of the specified paragraphs of Sec. Sec.  25.103, 25.105, 
25.107, 25.121, 25.123, 25.125, 25.143, and 25.207.

Special Conditions Part I

Stall Protection and Scheduled Operating Speeds

    The following special conditions are in lieu of Sec. Sec.  
25.21(b), 25.103, 25.145(a), 25.145(b)(6), 25.201, 25.203, 25.207, and 
25.1323(d).

Foreword

    In the following paragraphs, ``in icing conditions'' means with the 
ice accretions (relative to the relevant flight phase) as defined in 14 
CFR part 25, Amendment 121, appendix C.

1. Definitions.

    These special conditions address a novel or unusual design feature 
of the EMB-550 airplane and use terminology that does not appear in 14 
CFR part 25.
    These terms relating to the novel or unusual design feature 
addressed by these special conditions are the following:
     High incidence protection system: A system that operates 
directly and automatically on the airplane's flying controls to limit 
the maximum angle of attack that can be attained to a value below that 
at which an aerodynamic stall would occur.
     Alpha-limit: The maximum angle of attack at which the 
airplane stabilizes with the high incidence protection system operating 
and the longitudinal control held on its aft stop.
     Vmin: The minimum steady flight speed in the 
airplane configuration under consideration with the high incidence 
protection system operating. See section 3 Part I of these special 
conditions.
     Vmin1g: Vmin corrected to 1g 
conditions. See section 3 of Part I of these special conditions. It is 
the minimum calibrated airspeed at which the airplane can develop a 
lift force normal to the flight path and equal to its weight when at an 
angle of attack not greater than that determined for Vmin.

2. Capability and Reliability of the High Incidence Protection System

    The capability and reliability of the high incidence protection 
system can be established by flight test, simulation, and analysis as 
appropriate. The capability and reliability required are as follows:
    1. It must not be possible during pilot-induced maneuvers to 
encounter a stall, and handling characteristics must be acceptable, as 
required by section 5 of Part I of these special conditions.
    2. The airplane must be protected against stalling due to the 
effects of wind-shears and gusts at low speeds as required by section 6 
of Part I of these special conditions.
    3. The ability of the high incidence protection system to 
accommodate any reduction in stalling incidence must be verified in 
icing conditions.
    4. The high incidence protection system must be provided in each 
abnormal configuration of the high lift devices that is likely to be 
used in flight following system failures.
    5. The reliability of the system and the effects of failures must 
be acceptable in accordance with Sec.  25.1309.

3. Minimum Steady Flight Speed and Reference Stall Speed

    In lieu of Sec.  25.103, we propose the following requirements:
    (a) The minimum steady flight speed, Vmin, is the final 
stabilized calibrated airspeed obtained when the airplane is 
decelerated until the longitudinal control is on its stop in such a way 
that the entry rate does not exceed 1 knot per second.
    (b) The minimum steady flight speed, Vmin, must be 
determined in icing and non-icing conditions with:
    (1) The high incidence protection system operating normally;
    (2) Idle thrust and automatic thrust system (if applicable) 
inhibited;
    (3) All combinations of flap settings and landing gear position for 
which Vmin is required to be determined;
    (4) The weight used when reference stall speed, VSR, is 
being used as a factor to determine compliance with a required 
performance standard;
    (5) The most unfavorable center of gravity allowable; and
    (6) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    (c) The 1-g minimum steady flight speed, Vmin1g, is the 
minimum calibrated airspeed at which the airplane can develop a lift 
force (normal to the flight path) equal to its weight, while at an 
angle of attack not greater than that at which the minimum steady 
flight speed of subparagraph (a) was determined. It must be determined 
in icing and non-icing conditions.
    (d) The reference stall speed, VSR, is a calibrated 
airspeed defined by the applicant. VSR may not be less than 
a 1g stall speed. VSR must be determined in non-icing 
conditions and expressed as:

[[Page 52167]]

[GRAPHIC] [TIFF OMITTED] TR03SE14.006

    (e) VCLmax is determined in non-icing conditions with:
    (1) Engines idling, or, if that resultant thrust causes an 
appreciable decrease in stall speed, not more than zero thrust at the 
stall speed;
    (2) The airplane in other respects (such as flaps and landing gear) 
in the condition existing in the test or performance standard in which 
VSR is being used;
    (3) The weight used when VSR is being used as a factor 
to determine compliance with a required performance standard;
    (4) The center of gravity position that results in the highest 
value of reference stall speed;
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system, but not less than 1.13 VSR and 
not greater than 1.3 VSR; and
    (6) The high incidence protection system adjusted, at the option of 
the applicant, to allow higher incidence than is possible with the 
normal production system.
    (7) Starting from the stabilized trim condition, apply the 
longitudinal control to decelerate the airplane so that the speed 
reduction does not exceed 1 knot per second.

4. Stall Warning

    In lieu of Sec.  25.207, we propose the following requirements:

4.1 Normal Operation

    If the capabilities of the high incidence protection system are 
met, then the conditions of section 2, ``Capability and Reliability of 
the High Incidence Protection System,'' are satisfied. These conditions 
provide safety equivalent to Sec.  25.207, Stall warning, so the 
provision of an additional, unique warning device is not required.

4.2 High Incidence Protection System Failure

    Following failures of the high incidence protection system, not 
shown to be extremely improbable, such that the capability of the 
system no longer satisfies items (a), (b), and (c) of section 2, 
``Capability and Reliability of the High Incidence Protection System,'' 
stall warning must be provided and must protect against encountering 
unacceptable stall characteristics and against encountering stall.
    (a) Stall warning with the flaps and landing gear in any normal 
position must be clear and distinctive to the pilot and meet the 
requirements specified in paragraphs (d) and (e) below.
    (b) Stall warning must also be provided in each abnormal 
configuration of the high lift devices that is likely to be used in 
flight following system failures.
    (c) The warning may be furnished either through the inherent 
aerodynamic qualities of the airplane or by a device that will give 
clearly distinguishable indications under expected conditions of 
flight. However, a visual stall warning device that requires the 
attention of the crew within the cockpit is not acceptable by itself. 
If a warning device is used, it must provide a warning in each of the 
airplane configurations prescribed in paragraph (a) above and for the 
conditions prescribed in paragraphs (d) and (e) below.
    (d) In non-icing conditions stall warning must provide sufficient 
margin to prevent encountering unacceptable stall characteristics and 
encountering stall in the following conditions:
    (1) In power off straight deceleration not exceeding 1 knot per 
second to a speed 5 knots or 5 percent calibrated airspeed, whichever 
is greater, below the warning onset.
    (2) In turning flight stall deceleration at entry rates up to 3 
knots per second when recovery is initiated not less than 1 second 
after the warning onset.
    (e) In icing conditions stall warning must provide sufficient 
margin to prevent encountering unacceptable characteristics and 
encountering stall, in power-off straight and turning flight 
decelerations not exceeding 1 knot per second, when the pilot starts a 
recovery maneuver not less than three seconds after the onset of stall 
warning.
    (f) An airplane is considered stalled when the behavior of the 
airplane gives the pilot a clear and distinctive indication of an 
acceptable nature that the airplane is stalled. Acceptable

[[Page 52168]]

indications of a stall, occurring either individually or in combination 
are:
    (1) A nose-down pitch that cannot be readily arrested;
    (2) Buffeting, of a magnitude and severity that is strong and 
effective deterrent to further speed reduction; or
    (3) The pitch control reaches the aft stop and no further increase 
in pitch attitude occurs when the control is held full aft for a short 
time before recovery is initiated.
    (g) An aircraft exhibits unacceptable characteristics during 
straight or turning flight decelerations if it is not always possible 
to produce and to correct roll and yaw by unreversed use of aileron and 
rudder controls, or abnormal nose-up pitching occurs.

5. Handling Characteristics at High Incidence

    In lieu of both Sec. Sec.  25.201 and 25.203, we propose the 
following requirements:

5.1 High Incidence Handling Demonstration

    In lieu of Sec.  25.201:
    (a) Maneuvers to the limit of the longitudinal control, in the 
nose-up pitch, must be demonstrated in straight flight and in 30[deg] 
banked turns with:
    (1) The high incidence protection system operating normally;
    (2) Initial power conditions of:
    i. Power off; and
    ii. The power necessary to maintain level flight at 1.5 
VSR1, where VSR1 is the reference stall speed 
with flaps in approach position, the landing gear retracted, and 
maximum landing weight;
    (3) Flaps, landing gear, and deceleration devices in any likely 
combination of positions;
    (4) Representative weights within the range for which certification 
is requested; and
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    (b) The following procedures must be used to show compliance in 
non-icing and icing conditions:
    (1) Starting at a speed sufficiently above the minimum steady 
flight speed to ensure that a steady rate of speed reduction can be 
established, apply the longitudinal control so that the speed reduction 
does not exceed 1 knot per second until the control reaches the stop;
    (2) The longitudinal control must be maintained at the stop until 
the airplane has reached a stabilized flight condition and must then be 
recovered by normal recovery techniques;
    (3) Maneuvers with increased deceleration rates:
    (i) In non-icing conditions, the requirements must also be met with 
increased rates of entry to the incidence limit, up to the maximum rate 
achievable; and
    (ii) In icing conditions, with the anti-ice system working 
normally, the requirements must also be met with increased rates of 
entry to the incidence limit, up to 3 knots per second; and
    (4) Maneuver with ice accretion prior to operation of the normal 
anti-ice system. With the ice accretion prior to operation of the 
normal anti-ice system, the requirements must also be met in 
deceleration at 1 knot per second up to full back stick.

5.2 Characteristics in High Incidence Maneuvers

    In lieu of Sec.  25.203:
    In icing and non-icing conditions:
    (a) Throughout maneuvers with a rate of deceleration of not more 
than 1 knot per second, both in straight flight and in 30[deg] banked 
turns, the airplane's characteristics must be as follows:
    (1) There must not be any abnormal nose-up pitching.
    (2) There must not be any uncommanded nose-down pitching, which 
would be indicative of stall. However, reasonable attitude changes 
associated with stabilizing the incidence at Alpha limit as the 
longitudinal control reaches the stop would be acceptable.
    (3) There must not be any uncommanded lateral or directional motion 
and the pilot must retain good lateral and directional control, by 
conventional use of the controls, throughout the maneuver.
    (4) The airplane must not exhibit buffeting of a magnitude and 
severity that would act as a deterrent from completing the maneuver 
specified in paragraph 5.1(a).
    (b) In maneuvers with increased rates of deceleration, some 
degradation of characteristics is acceptable, associated with a 
transient excursion beyond the stabilized Alpha limit. However, the 
airplane must not exhibit dangerous characteristics or characteristics 
that would deter the pilot from holding the longitudinal control on the 
stop for a period of time appropriate to the maneuver.
    (c) It must always be possible to reduce incidence by conventional 
use of the controls.
    (d) The rate at which the airplane can be maneuvered from trim 
speeds associated with scheduled operating speeds such as V2 
and VREF up to Alpha limit must not be unduly damped or be 
significantly slower than can be achieved on conventionally controlled 
transport airplanes.

5.3 Characteristics Up to Maximum Lift Angle of Attack

    Also in lieu of Sec.  25.201:
    (a) In non-icing conditions:
    Maneuvers with a rate of deceleration of not more than 1 knot per 
second up to the angle of attack at which VCLmax was 
obtained as defined in section 3, ``Minimum Steady Flight Speed and 
Reference Stall Speed,'' must be demonstrated in straight flight and in 
30[deg] banked turns in the following configurations:
    (1) The high incidence protection deactivated or adjusted, at the 
option of the applicant, to allow higher incidence than is possible 
with the normal production system;
    (2) Automatic thrust increase system inhibited (if applicable);
    (3) Engines idling;
    (4) Flaps and landing gear in any likely combination of positions; 
and
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    (b) In icing conditions:
    Maneuvers with a rate of deceleration of not more than 1 knot per 
second up to the maximum angle of attack reached during maneuvers from 
paragraph 5.1(b)(3)(ii) must be demonstrated in straight flight with:
    (1) The high incidence protection deactivated or adjusted, at the 
option of the applicant, to allow higher incidence than is possible 
with the normal production system;
    (2) Automatic thrust increase system inhibited (if applicable);
    (3) Engines idling;
    (4) Flaps and landing gear in any likely combination of positions, 
and
    (5) The airplane trimmed for straight flight at a speed achievable 
by the automatic trim system.
    (c) During the maneuvers used to show compliance with paragraphs 
(a) and (b) above, the airplane must not exhibit dangerous 
characteristics, and it must always be possible to reduce angle of 
attack by conventional use of the controls. The pilot must retain good 
lateral and directional control, by conventional use of the controls, 
throughout the maneuver.

6. Atmospheric Disturbances

    Operation of the high incidence protection system must not 
adversely affect aircraft control during expected levels of atmospheric 
disturbances, nor impede the application of recovery procedures in case 
of wind-shear. This must be demonstrated in non-icing and icing 
conditions.

[[Page 52169]]

7. Proof of Compliance

    We propose the following requirement be added in lieu of Sec.  
25.21(b), [Reserved]:
    (b) The flying qualities must be evaluated at the most unfavorable 
center-of-gravity position.

8. Sections 25.145(a), 25.145(b)(6), and 25.1323(d)

    We propose the following requirements:
     For Sec.  25.145(a), add ``Vmin'' in lieu of 
``stall identification.''
     For Sec.  25.145(b)(6), and ``Vmin'' in lieu of 
``VSW.''
     For Sec.  25.1323(d), add ``From 1.23 VSR to 
Vmin . . .,'' in lieu of, ``1.23 VSR to stall 
warning speed . . .,'' and, ``. . . speeds below Vmin . . 
.'' in lieu of, ``. . . speeds below stall warning. . . .''

Special Conditions Part II

Credit for Robust Envelope Protection in Icing Conditions

    The following special conditions are in lieu of the specified 
paragraphs of Sec. Sec.  25.103, 25.105, 25.107, 25.121, 25.123, 
25.125, 25.143, and 25.207.
    1. Define the stall speed as provided in these special conditions, 
Part I, in lieu of Sec.  25.103.
    2. We propose the following requirements in lieu of Sec.  
25.105(a)(2)(i):
    In lieu of Sec.  25.105(a)(2)(i) Takeoff:
    (i) The V2 speed scheduled in non-icing conditions does 
not provide the maneuvering capability specified in Sec.  25.143(h) for 
the takeoff configuration, or
    3. In lieu of Sec.  25.107(c) and (g) we propose the following 
requirements, with additional sections (c[ballot]) and (g[ballot]):
    In lieu of Sec.  25.107(c) and (g) Takeoff speeds:
    (c) In non-icing conditions V2, in terms of calibrated 
airspeed, must be selected by the applicant to provide at least the 
gradient of climb required by Sec.  25.121(b) but may not be less 
than--
    (1) V2MIN;
    (2) VR plus the speed increment attained (in accordance 
with Sec.  25.111(c)(2)) before reaching a height of 35 feet above the 
takeoff surface; and
    (3) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (c[ballot]) In icing conditions with the ``takeoff ice'' accretion 
defined in part 25, appendix C, V2 may not be less than--
    (1) The V2 speed determined in non-icing conditions; and
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (g) In non-icing conditions, VFTO, in terms of 
calibrated airspeed, must be selected by the applicant to provide at 
least the gradient of climb required by Sec.  25.121(c), but may not be 
less than--
    (1) 1.18 VSR; and
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    (g[ballot]) In icing conditions with the ``final takeoff ice'' 
accretion defined in part 25, appendix C, VFTO, may not be 
less than--
    (1) The VFTO speed determined in non-icing conditions.
    (2) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h).
    4. In lieu of Sec. Sec.  25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), 
and 25.121(d)(2)(ii), we propose the following requirements:
    In lieu of Sec.  25.121(b)(2)(ii)(A):
    (A) The V2 speed scheduled in non-icing conditions does 
not provide the maneuvering capability specified in Sec.  25.143(h) for 
the takeoff configuration; or
    In lieu of Sec.  25.121(c)(2)(ii)(A):
    (A) The VFTO speed scheduled in non-icing conditions 
does not provide the maneuvering capability specified in Sec.  
25.143(h) for the en-route configuration; or
    In lieu of Sec.  25.121(d)(2)(ii):
    (d)(2) The requirements of subparagraph (d)(1) of this paragraph 
must be met:
    (ii) In icing conditions with the approach ice accretion defined in 
appendix C, in a configuration corresponding to the normal all-engines-
operating procedure in which Vmin1g for this configuration 
does not exceed 110% of the Vmin1g for the related all-
engines-operating landing configuration in icing, with a climb speed 
established with normal landing procedures, but not more than 1.4 
VSR (VSR determined in non-icing conditions).
    5. In lieu of Sec.  25.123(b)(2)(i) we propose the following 
requirements:
    In lieu of Sec.  25.123(b)(2)(i):
    (i) The minimum en-route speed scheduled in non-icing conditions 
does not provide the maneuvering capability specified in Sec.  
25.143(h) for the en-route configuration, or
    6. In lieu of Sec.  25.125(b)(2)(ii)(B) and Sec.  
25.125(b)(2)(ii)(C), we propose the following requirement:
    (B) A speed that provides the maneuvering capability specified in 
Sec.  25.143(h) with the landing ice accretion defined in part 25, 
appendix C.
    7. In lieu of Sec.  25.143(j)(2)(i), we propose the following 
requirement:
    (i) The airplane is controllable in a pull-up maneuver up to 1.5 g 
load factor or lower if limited by angle of attack protection; and
    8. In lieu of Sec.  25.207, Stall warning, to read as the 
requirements defined in these special conditions Part I, Section 4.

    Issued in Renton, Washington, on August 27, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-20893 Filed 9-2-14; 8:45 am]
BILLING CODE 4910-13-P