[Federal Register Volume 84, Number 169 (Friday, August 30, 2019)]
[Rules and Regulations]
[Pages 45649-45651]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-18814]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA-2019-0649; Special Conditions No. 23-296-SC]
Special Conditions: DAHER Aerospace Model TBM700 Airplanes;
Autothrust System
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the DAHER Aerospace
Model TBM700 airplane. This airplane will have a novel or unusual
design feature associated with the use of an autothrust system. The
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature. These special
conditions contain the additional safety standards the Administrator
considers necessary to establish a level of safety equivalent to that
established by the existing airworthiness standards.
DATES: The effective date of these special conditions is August 30,
2019.
The FAA must receive your comments by September 30, 2019.
ADDRESSES: Send comments identified by docket number FAA-2019-0649
using any of the following methods:
[squ] Federal eRegulations Portal: Go to http://www.regulations.gov
and follow the online instructions for sending your comments
electronically.
[squ] 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.
[squ] Hand Delivery of Courier: Take comments to Docket Operations
in Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE, Washington, DC, between 9 a.m., and 5 p.m., Monday through
Friday, except Federal holidays.
[squ] Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to http://regulations.gov, including any personal information
the commenter provides. Using the search function of the docket
website, anyone can find and read the electronic form of all comments
received into any FAA docket, including the name of the individual
sending the comment (or signing the comment for an association,
business, labor union, etc.). DOT's complete Privacy Act Statement can
be found in the Federal Register published on April 11, 2000 (65 FR
19477-19478), as well as at http://DocketsInfo.dot.gov.
Docket: Background documents or comments received may be read at
http://www.regulations.gov at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m., and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Jeff Pretz, AIR-691, Small Airplane
Standards Branch, Policy and Innovation Division, Aircraft
Certification Service, Federal Aviation Administration, 901 Locust,
Room 301, Kansas City, MO 64106; telephone (816) 329-3239; facsimile
(816) 329-4090.
SUPPLEMENTARY INFORMATION:
Reason for No Prior Notice and Comment Before Adoption
The FAA has determined, in accordance with 5 U.S. Code Sec. Sec.
553(b)(3)(B) and 553(d)(3), that notice and opportunity for prior
public comment hereon are unnecessary because substantially identical
special conditions have been subject to the public comment process in
several prior instances such that the FAA is satisfied that new
comments are unlikely. For the same reason, the FAA finds that good
cause exists for making these special conditions effective 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.
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Special conditions No. Company/airplane model
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23-291-SC \1\..................... Innovation Solutions & Support,
Inc.; Textron Aviation, Inc./Model
B200.
23-283-SC \2\..................... Pilatus Aircraft Ltd./Model PC-24.
23-272-SC \3\..................... Cirrus Aircraft Corporation/Model SF-
50.
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Comments Invited
The FAA invites interested people to take part in this rulemaking
by sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. The FAA
asks that you send two copies of written comments.
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\1\ https://www.federalregister.gov/d/2018-28116.
\2\ https://www.federalregister.gov/d/2017-14938.
\3\ https://federalregister.gov/a/2015-31058.
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The FAA will consider all comments received on or before the
closing date for comments. The FAA will consider comments filed late if
it is possible to do so without incurring expense or delay. The FAA may
change these special conditions based on the comments received.
Background
On March 28th, 2018, DAHER Aerospace (DAHER) applied for FAA
validation of its change to Type Certificate No. A60EU \4\ for
installation of an autothrust system (ATS), also known as an
autothrottle system, in the Model TBM700 airplane. The Model TBM700 is
a normal category, metallic, pressurized, low-wing, monoplane that
seats up to 5 passengers and two flightcrew. A single Pratt & Whitney
[[Page 45650]]
PT6A turboprop engine driving a five bladed variable pitch constant
speed Hartzell propeller powers the airplane. The airplane has
retractable tricycle landing gear, a Garmin G3000 avionics suite, and a
maximum takeoff weight of 7,394 pounds.
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\4\ http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/B777E11E03DD396C862583AE006215E4?OpenDocument.
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The installation of an ATS in the Model TBM700 is intended to
reduce pilot workload. The ATS is useable in all phases from takeoff to
approach. The system includes torque and airspeed management capability
along with monitors to prevent the system from exceeding critical
engine or airspeed limits. Throttle movement is provided by a servo,
which moves the throttle lever. The servo can be overridden by pilot
movement of the throttle and disengages upon selection of the A/T
disconnect switch on the throttle.
Section 23.1329, amendment 23-49, only contained requirements for
automatic pilot systems that act on the airplane flight controls.
Autothrust systems are automatic systems that act on the thrust
controls. These systems provide enhanced automation and safety, but may
also introduce pilot confusion, countering the safety benefit. 14 CFR
25.1329, amendment 25-119, addresses these concerns for transport
airplanes. Therefore, these special conditions are based on Sec.
25.1329 and provide additional requirements to standardize the pilot
interface and system behavior and enhance pilot awareness of system
active and armed modes.
Type Certification Basis
Under the provisions of 14 CFR 21.101, DAHER must show that the
Model TBM700 airplane, as changed, continues to meet the applicable
provisions of the regulations incorporated by reference in Type
Certificate No. A60EU or the applicable regulations in effect on the
date of application for the change. The regulations incorporated by
reference in the type certificate are commonly referred to as the
``original type certification basis.'' Refer to Type Certificate Data
Sheet No. A60EU for the complete certification basis.
If the Administrator finds that the applicable airworthiness
regulations in part 23 do not contain adequate or appropriate safety
standards for the Model TBM700 airplane because of a novel or unusual
design feature, special conditions are prescribed under the provisions
of Sec. 21.16.
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38 and they become part of the type certification basis under
Sec. 21.101.
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, the FAA would apply these special conditions to
the other model.
In addition to the applicable airworthiness regulations and special
conditions, the Model TBM700 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 Sec. 611 of Public Law 92-574, the ``Noise
Control Act of 1972.''
Novel or Unusual Design Features
The Model TBM700 airplane will incorporate the following novel or
unusual design features:
An ATS, which provides commands to a servo attached to the throttle
lever that automatically controls engine thrust. The ATS can be
operated to control torque or airspeed.
Discussion
The part 23 airworthiness regulations in the type certification
basis do not contain appropriate safety standards for this design
feature. However, part 25 regulations contain appropriate airworthiness
standards; therefore, these special conditions are derived from 14 CFR
25.1329, ``Flight guidance system,'' applicable to autothrust systems.
Applicability
These special conditions are applicable to the Model TBM700
airplane. Should DAHER 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 FAA would apply these special conditions to
that model as well.
Conclusion
This action affects only a certain novel or unusual design feature
on the Model TBM700 airplane. It is not a rule of general
applicability.
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(f), 106(g), 40113, 44701-44702; Pub. L.
113-53, 127 Stat 584 (49 U.S.C. 44704) note.
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 DAHER Aerospace Model TBM700
airplanes.
Autothrust System
In addition to the requirements of Sec. Sec. 23.143, 23.1309, and
23.1329, the following apply:
(a) Quick disengagement controls for the autothrust function must
be provided for each pilot. The autothrust quick disengagement controls
must be located on the thrust control levers. Quick disengagement
controls must be readily accessible to each pilot while operating the
thrust control levers.
(b) The effects of a failure of the system to disengage the
autothrust function when manually commanded by the pilot must be
assessed in accordance with the requirements of Sec. 23.1309.
(c) Engagement or switching of the flight guidance system, a mode,
or a sensor may not cause the autothrust system to affect a transient
response that alters the airplane's flight path any greater than a
minor transient, as defined in paragraph (l)(1) of these special
conditions.
(d) Under normal conditions, the disengagement of any automatic
control function of a flight guidance system may not cause a transient
response of the airplane's flight path any greater than a minor
transient.
(e) Under rare normal and non-normal conditions, disengagement of
any automatic control function of a flight guidance system may not
result in a transient any greater than a significant transient, as
defined in paragraph (l)(2) of these special conditions.
(f) The function and direction of motion of each command reference
control, such as heading select or vertical speed, must be plainly
indicated on--or adjacent to--each control if necessary to prevent
inappropriate use or confusion.
(g) Under any condition of flight appropriate to its use, the
flight guidance system may not produce hazardous loads on the airplane,
nor create hazardous deviations in the flight path. This applies to
both fault-free operation and in the event of a malfunction, and
assumes that the pilot begins corrective action within a reasonable
period of time.
(h) When the flight guidance system is in use, a means must be
provided to
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avoid excursions beyond an acceptable margin from the speed range of
the normal flight envelope. If the airplane experiences an excursion
outside this range, a means must be provided to prevent the flight
guidance system from providing guidance or control to an unsafe speed.
(i) The flight guidance system functions, controls, indications,
and alerts must be designed to minimize flightcrew errors and confusion
concerning the behavior and operation of the flight guidance system.
Means must be provided to indicate the current mode of operation,
including any armed modes, transitions, and reversions. Selector switch
position is not an acceptable means of indication. The controls and
indications must be grouped and presented in a logical and consistent
manner. The indications must be visible to each pilot under all
expected lighting conditions.
(j) Following disengagement of the autothrust function, a caution
must be provided to each pilot.
(k) During autothrust operation, it must be possible for the
flightcrew to move the thrust levers without requiring excessive force.
The autothrust may not create a potential hazard when the flightcrew
applies an override force to the thrust levers.
(l) For purposes of these special conditions, a transient is a
disturbance in the control or flight path of the airplane that is not
consistent with response to flightcrew inputs or environmental
conditions.
(1) A minor transient would not significantly reduce safety margins
and would involve flightcrew actions that are well within their
capabilities. A minor transient may involve a slight increase in
flightcrew workload or some physical discomfort to passengers or cabin
crew.
(2) A significant transient may lead to a significant reduction in
safety margins, an increase in flightcrew workload, discomfort to the
flightcrew, or physical distress to the passengers or cabin crew,
possibly including non-fatal injuries. Significant transients do not
require, in order to remain within or recover to the normal flight
envelope, any of the following:
(i) Exceptional piloting skill, alertness, or strength.
(ii) Forces applied by the pilot which are greater than those
specified in Sec. 23.143(c).
(iii) Accelerations or attitudes in the airplane that might result
in further hazard to secured or non-secured occupants.
Issued in Kansas City, Missouri, on August 21, 2019.
Pat Mullen,
Manager, Small Airplane Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-18814 Filed 8-29-19; 8:45 am]
BILLING CODE 4910-13-P