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4618 Federal Register / Vol. 72, No.

21 / Thursday, February 1, 2007 / Rules and Regulations

Amendment Number 8 Effective Date: Regional Counsel, ACE–7, Attention: turbofan-powered light jet airplane with
December 5, 2005. Rules Docket CE255, 901 Locust, Room a planned maximum operating altitude
Amendment Number 9 Effective Date: 506, Kansas City, Missouri 64106; or of 45,000 feet. Part 23 regulations in
April 17, 2007. delivered in duplicate to the Regional effect on the date of ATG’s application
SAR Submitted by: Transnuclear, Inc. Counsel at the above address. do not contain adequate or appropriate
SAR Title: Final Safety Analysis Comments must be marked: CE255. safety standards for a small, high
Report for the Standardized NUHOMS Comments may be inspected in the performance jet airplane such as the
Horizontal Modular Storage System for Rules Docket weekdays, except Federal Javelin. In accordance with Small
Irradiated Nuclear Fuel. holidays, between 7:30 a.m. and 4 p.m. Airplane Directorate policy, the safety
Docket Number: 72–1004. FOR FURTHER INFORMATION CONTACT: J. standards for flight performance, flight
Certificate Expiration Date: January characteristics and operational
Lowell Foster, Federal Aviation
23, 2015. limitations that the Federal Aviation
Model Number: NUHOMS–24P, Administration, Aircraft Certification
Service, Small Airplane Directorate, Administration (FAA) finds necessary to
–52B, –61BT, –32PT, –24PHB, and establish an acceptable level of safety
–24PTH. ACE–111, 901 Locust, Room 301,
Kansas City, Missouri, 816–329–4125, for this type of airplane are presented in
* * * * * fax 816–329–4090. this special condition.
Dated at Rockville, Maryland, this 19th day SUPPLEMENTARY INFORMATION: The FAA Type Certification Basis
of January, 2007. has determined that notice and
For the Nuclear Regulatory Commission. Under the provisions of 14 CFR, part
opportunity for prior public comment
Luis A. Reyes, 21, § 21.17, ATG must show that the
hereon are impracticable because the
Model 100 meets the applicable
Executive Director for Operations. substance of these special conditions
provisions of part 23, as amended by
[FR Doc. E7–1644 Filed 1–31–07; 8:45 am] has been subject to the public comment
Amendment 23–1 through 23–55
BILLING CODE 7590–01–P process in several prior instances with
thereto. If the Administrator finds that
no substantive comments received. The
the applicable airworthiness regulations
FAA therefore finds that good cause
(i.e., 14 CFR part 23) do not contain
DEPARTMENT OF TRANSPORTATION exists for making these special
adequate or appropriate safety standards
conditions effective upon issuance.
for the ATG Model 100 series because
Federal Aviation Administration
Comments Invited of a novel or unusual design feature,
Interested persons are invited to special conditions are prescribed under
14 CFR Part 23
submit such written data, views, or the provisions of § 21.16.
[Docket No. CE255; Special Conditions No. Special conditions, as appropriate, as
arguments as they may desire.
23–195–SC] defined in § 11.19, are issued in
Communications should identify the
regulatory docket or special condition accordance with § 11.38, and become
Special Conditions: Aviation part of the type certification basis in
Technology Group (ATG), Inc., Javelin number and be submitted in duplicate
to the address specified above. All accordance with § 21.17(a)(2).
Model 100 Series Airplane; Flight
communications received on or before Special conditions are initially
Performance, Flight Characteristics,
the closing date for comments will be applicable to the model for which they
and Operating Limitations
considered by the Administrator. The are issued. Should the type certificate
AGENCY: Federal Aviation special conditions may be changed in for that model be amended later to
Administration (FAA), DOT. light of the comments received. All include any other model that
ACTION: Final special conditions; request comments received will be available in incorporates the same novel or unusual
for comments. the Rules Docket for examination by design feature, the special conditions
interested persons, both before and after would also apply to the other model
SUMMARY: These special conditions are under the provisions of § 21.101(a)(1).
the closing date for comments. A report
issued for the Aviation Technology summarizing each substantive public In addition to the applicable
Group (ATG), Inc., Javelin Model 100 contact with FAA personnel concerning airworthiness regulations and special
Series airplane. This airplane will have this rulemaking will be filed in the conditions, the Model 100 must comply
a novel or unusual design feature(s) docket. Commenters wishing the FAA to with the part 23 fuel vent and exhaust
associated with engine location, certain acknowledge receipt of their comments emission requirements of 14 CFR, part
performance, flight characteristics and submitted in response to this notice 34 and the part 23 noise certification
operating limitations necessary for this must include a self-addressed, stamped requirements of 14 CFR part 36; and the
type of airplane. The applicable postcard on which the following FAA must issue a finding of regulatory
airworthiness regulations do not contain statement is made: ‘‘Comments to adequacy pursuant to § 611 of Public
adequate or appropriate safety standards CE255.’’ The postcard will be date Law 92–574, the ‘‘Noise Control Act of
for this design feature. These special stamped and returned to the 1972.’’
conditions contain the additional safety commenter.
standards that the Administrator Novel or Unusual Design Features
considers necessary to establish a level Background ATG intends to certificate the Javelin
of safety equivalent to airworthiness On February 15, 2005, Aviation in both utility and acrobatic categories.
standards applicable to these airplanes. Technology Group (ATG); 8001 South The ATG Javelin Model 100 will
DATES: The effective date of these InterPort Boulevard, Suite 310; incorporate the following novel or
special conditions is January 24, 2007. Englewood, Colorado 80112–5951, unusual design features:
• Two-place, tandem configuration.
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Comments must be received on or applied for a type certificate for their


before March 5, 2007. new Model 100 Javelin airplane in • Maximum takeoff weight of
ADDRESSES: Comments on these special accordance with the airworthiness approximately 6,900 pounds.
conditions may be mailed in duplicate standards in 14 CFR, part 23. The • Design cruise speed of 500 knots
to: Federal Aviation Administration, Javelin is a two-place, twin engine, calibrated airspeed.

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Federal Register / Vol. 72, No. 21 / Thursday, February 1, 2007 / Rules and Regulations 4619

• Two Williams FJ33–4A–18M The Special Conditions (e) The performance, as affected by
turbofan engines with dual channel Several 14 CFR part 23 paragraphs engine power or thrust, must be based
FADEC controls. have been replaced by or supplemented on a relative humidity:
• Major airframe components with special conditions. These special (1) Of 80 percent at and below
constructed of carbon fiber composite conditions have been numbered to standard temperature; and
materials. match the 14 CFR part 23 paragraphs (2) From 80 percent, at the standard
• Hydraulically boosted flight control they replace or supplement. temperature, varying linearly down to
system with floor-mounted control Additionally, many of the other 34 percent at the standard temperature
sticks. applicable part 23 paragraphs cross- plus 50 °F.
(f) Unless otherwise prescribed, in
• Integrated avionics including reference paragraphs that are replaced
by or supplemented with special determining the takeoff and landing
Avidyne displays, autopilot, and flight
conditions. It is implied that the special distances, changes in the airplane’s
management. System.
conditions associated with these configuration, speed, and power must
Novel features on the ATG Model 100 be made in accordance with procedures
include rear mounted turbine engines paragraphs must be applied. This
principal applies to all part 23 established by the applicant for
embedded in the fuselage, boosted operation in service. These procedures
controls, and high-speed, high-altitude paragraphs that cross-reference
paragraphs associated with special must be able to be executed consistently
acrobatic capability. by pilots of average skill in atmospheric
conditions.
Applicability Accordingly, pursuant to the conditions reasonably expected to be
authority delegated to me by the encountered in service.
As discussed above, these special (g) The following, as applicable, must
conditions are applicable to the ATG Administrator, the following special
conditions are issued as part of the type be determined on a smooth, dry, hard-
Model 100 series. Should ATG apply at surfaced runway—
a later date for a change to the type certification basis for the ATG Model
100 series airplanes. (1) Not applicable;
certificate to include another model (2) Accelerate-stop distance of SC
incorporating the same novel or unusual 1. SC 23.45 General 23.55;
design feature, the special conditions (3) Takeoff distance and takeoff run of
Instead of compliance with § 23.45,
would apply to that model as well SC 23.59; and
the following apply:
under the provisions of § 21.101(a)(1). (4) Landing distance of SC 23.75.
(a) Unless otherwise prescribed, the
Conclusion performance requirements of this part Note: The effect on these distances of
must be met for— operation on other types of surfaces (for
This action affects only certain novel (1) Still air and standard atmosphere; example, grass, gravel) when dry, may be
or unusual design features on ATG and determined or derived and these surfaces
Model 100 series airplanes. It is not a (2) Ambient atmospheric conditions, listed in the Airplane Flight Manual in
rule of general applicability and affects for commuter category airplanes, for accordance with SC 23.1583(p).
only the applicant who applied to the reciprocating engine-powered airplanes (h) The following also apply:
FAA for approval of these features on of more than 6,000 pounds maximum (1) Unless otherwise prescribed, the
the airplane. weight, and for turbine engine-powered applicant must select the takeoff,
The substance of these special airplanes. enroute, approach, and landing
conditions has been subjected to the (b) Performance data must be configurations for the airplane.
notice and comment period in several determined over not less than the (2) The airplane configuration may
prior instances and has been derived following ranges of conditions— vary with weight, altitude, and
without substantive change from those (1) Airport altitudes from sea level to temperature, to the extent that they are
previously issued. It is unlikely that 10,000 feet; and compatible with the operating
prior public comment would result in a (2) For reciprocating engine-powered procedures required by paragraph (h)(3)
significant change from the substance airplanes of more than 6,000 pounds of this section.
contained herein. For this reason, the maximum weight and turbine engine- (3) Unless otherwise prescribed, in
FAA has determined that prior public powered airplanes, temperature from determining the critical-engine-
notice and comment are unnecessary standard to 30 °C above standard, or the inoperative takeoff performance, takeoff
and impracticable, and good cause maximum ambient atmospheric flight path, and accelerate-stop distance,
exists for adopting these special temperature at which compliance with changes in the airplane’s configuration,
conditions upon issuance. The FAA is the cooling provisions of § 23.1041 to speed, and power must be made in
requesting comments to allow interested § 23.1047 is shown, if lower. accordance with procedures established
persons to submit views that may not (c) Performance data must be by the applicant for operation in service.
have been submitted in response to the determined with the cowl flaps or other (4) Procedures for the execution of
prior opportunities for comment means for controlling the engine cooling discontinued approaches and balked
described above. air supply in the position used in the landings associated with the conditions
List of Subjects in 14 CFR Part 23 cooling tests required by § 23.1041 to prescribed in SC 23.67(c)(4) and SC
§ 23.1047. 23.77(c) must be established.
Aircraft, Aviation safety, Signs and (d) The available propulsive thrust (5) The procedures established under
symbols. must correspond to engine power, not paragraphs (h)(3) and (h)(4) of this
Citation exceeding the approved power, less— section must—
(1) Installation losses; and (i) Be able to be consistently executed
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The authority citation for these (2) The power absorbed by the by a crew of average skill in
special conditions is as follows: accessories and services appropriate to atmospheric conditions reasonably
Authority: 49 U.S.C. 106(g), 40113 and the particular ambient atmospheric expected to be encountered in service;
44701; 14 CFR 21.16 and 14 CFR 11.38 and conditions and the particular flight (ii) Use methods or devices that are
11.19. condition. safe and reliable; and

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4620 Federal Register / Vol. 72, No. 21 / Thursday, February 1, 2007 / Rules and Regulations

(iii) Include allowance for any inoperative takeoff distance, determined (3) After reaching VEF, the airplane
reasonably expected time delays in the in accordance with SC 23.57 and SC must be accelerated to V2.
execution of the procedures. 23.59(a)(1), using the established VR. (b) During the acceleration to speed
The takeoff, otherwise performed in V2, the nose gear may be raised off the
2. SC 23.51 Takeoff Speeds ground at a speed not less than VR.
accordance with SC 23.57, must be
Instead of compliance with § 23.51, continued safely from the point at However, landing gear retraction must
the following apply: which the airplane is 35 feet above the not be initiated until the airplane is
(a) Not applicable. takeoff surface and at a speed not less airborne.
(b) Not applicable. than the established V2 minus 5 knots. (c) During the takeoff path
(c) The following apply: (6) The applicant must show, with all determination, in accordance with
(l) V1 must be established in relation engines operating, that marked increases paragraphs (a) and (b) of this section—
to VEF as follows: in the scheduled takeoff distances, (1) The slope of the airborne part of
(i) VEF is the calibrated airspeed at determined in accordance with SC the takeoff path must not be negative at
which the critical engine is assumed to 23.59(a)(2), do not result from over- any point;
fail. VEF must be selected by the rotation of the airplane or out-of-trim (2) The airplane must reach V2 before
applicant but must not be less than 1.05 conditions. it is 35 feet above the takeoff surface,
VMC determined under § 23.149(b) or, at and must continue at a speed as close
the option of the applicant, not less than 3. SC 23.53 Takeoff Performance as practical to, but not less than V2,
VMCG determined under § 23.149(f). Instead of compliance with § 23.53, until it is 400 feet above the takeoff
(ii) The takeoff decision speed, V1, is the following apply: surface;
the calibrated airspeed on the ground at (a) Not applicable. (3) At each point along the takeoff
which, as a result of engine failure or (b) Not applicable. path, starting at the point at which the
other reasons, the pilot is assumed to (c) Takeoff performance, as required airplane reaches 400 feet above the
have made a decision to continue or by SC 23.55 through SC 23.59, must be takeoff surface, the available gradient of
discontinue the takeoff. The takeoff determined with the operating engine(s) climb must not be less than 1.2 percent
decision speed, V1, must be selected by within approved operating limitations. for two-engine airplanes; and
the applicant but must not be less than 4. SC 23.55 Accelerate-stop Distance (4) Except for gear retraction and
VEF plus the speed gained with the automatic propeller feathering, the
critical engine inoperative during the Instead of compliance with § 23.55, airplane configuration must not be
time interval between the instant at the following apply: changed, and no change in power that
which the critical engine is failed and The accelerate-stop distance must be
requires action by the pilot may be
the instant at which the pilot recognizes determined as follows:
made, until the airplane is 400 feet
and reacts to the engine failure, as (a) The accelerate-stop distance is the
above the takeoff surface.
indicated by the pilot’s application of sum of the distances necessary to—
(1) Accelerate the airplane from a (d) The takeoff path to 35 feet above
the first retarding means during the the takeoff surface must be determined
standing start to VEF with all engines
accelerate-stop determination of SC by a continuous demonstrated takeoff.
operating;
23.55. (e) The takeoff path from 35 feet above
(2) Accelerate the airplane from VEF to
(2) The rotation speed, VR, in terms of the takeoff surface must be determined
V1, assuming the critical engine fails at
calibrated airspeed, must be selected by by synthesis from segments; and
VEF; and
the applicant and must not be less than (3) Come to a full stop from the point (1) The segments must be clearly
the greatest of the following: at which V1 is reached. defined and must be related to distinct
(i) V1; (b) Means other than wheel brakes changes in configuration, power, and
(ii) 1.05 VMC determined under speed;
may be used to determine the
§ 23.149(b); (2) The weight of the airplane, the
accelerate-stop distances if that means—
(iii) 1.10 VS1; or (1) Is safe and reliable; configuration, and the power must be
(iv) The speed that allows attaining (2) Is used so that consistent results assumed constant throughout each
the initial climb-out speed, V2, before can be expected under normal operating segment and must correspond to the
reaching a height of 35 feet above the conditions; and most critical condition prevailing in the
takeoff surface in accordance with SC (3) Is such that exceptional skill is not segment; and
23.57(c)(2). required to control the airplane. (3) The Takeoff flight path must be
(3) For any given set of conditions, based on the airplane’s performance
such as weight, altitude, temperature, 5. SC 23.57 Takeoff Path without utilizing ground effect.
and configuration, a single value of VR Instead of compliance with § 23.57,
must be used to show compliance with 6. SC 23.59 Takeoff Distance and
the following apply:
both the one-engine-inoperative takeoff The takeoff path is as follows: Takeoff Run
and all-engines-operating takeoff (a) The takeoff path extends from a Instead of compliance with § 23.59,
requirements. standing start to a point in the takeoff the following apply:
(4) The takeoff safety speed, V2, in at which the airplane is 1,500 feet above The takeoff distance and, at the option
terms of calibrated airspeed, must be the takeoff surface at or below which of the applicant, the takeoff run, must be
selected by the applicant so as to allow height the transition from the takeoff to determined.
the gradient of climb required in SC the enroute configuration must be (a) Takeoff distance is the greater of—
23.67(c)(1) and (c)(2) but must not be completed; and (1) The horizontal distance along the
less than 1.10 VMC or less than 1.20 VS1. (1) The takeoff path must be based on takeoff path from the start of the takeoff
(5) The one-engine-inoperative takeoff the procedures prescribed in SC 23.45; to the point at which the airplane is 35
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distance, using a normal rotation rate at (2) The airplane must be accelerated feet above the takeoff surface as
a speed 5 knots less than VR, established on the ground to VEF at which point the determined under SC 23.57; or
in accordance with paragraph (c)(2) of critical engine must be made (2) With all engines operating, 115
this section, must be shown not to inoperative and remain inoperative for percent of the horizontal distance from
exceed the corresponding one-engine- the rest of the takeoff; and the start of the takeoff to the point at

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which the airplane is 35 feet above the (2) SC 23.67(c)(3), SC 23.67(c)(4), and (iii) Landing gear retracted;
takeoff surface, determined by a SC 23.77(c) for landing. (iv) Wing flaps in the approach
procedure consistent with SC 23.57. position(s) in which VS1 for these
9. SC 23.66 Takeoff Climb: One-engine
(b) If the takeoff distance includes a position(s) does not exceed 110 percent
Inoperative
clearway, the takeoff run is the greater of the VS1 for the related all-engines-
of— Instead of compliance with § 23.66, operating landing position(s); and
(1) The horizontal distance along the see SC 23.67. (v) A climb speed established in
takeoff path from the start of the takeoff 10. SC 23.67 Climb: One Engine connection with normal landing
to a point equidistant between the liftoff Inoperative procedures but not exceeding 1.5 VS1.
point and the point at which the
Instead of compliance with § 23.67, 11. SC 23.73 Reference Landing
airplane is 35 feet above the takeoff
the following apply: Approach Speed
surface as determined under SC 23.57;
or (a) Not applicable. Instead of compliance with § 23.73,
(2) With all engines operating, 115 (b) Not applicable. the following apply:
percent of the horizontal distance from (c) The following apply: (a) Not applicable.
the start of the takeoff to a point (1) Takeoff; landing gear extended. (b) Not applicable.
equidistant between the liftoff point and The steady gradient of climb at the (c) The reference landing approach
the point at which the airplane is 35 feet altitude of the takeoff surface must be speed, VREF, must not be less than the
above the takeoff surface, determined by measurably positive for two-engine greater of 1.05 VMC, determined in
a procedure consistent with SC 23.57. airplanes with— § 23.149(c), and 1.3 VSO.
(i) The critical engine inoperative and
7. SC 23.61 Takeoff Flight Path its propeller in the position it rapidly 12. SC 23.77 Balked Landing
Instead of compliance with § 23.61, and automatically assumes; Instead of compliance with § 23.77,
the following apply: (ii) The remaining engine(s) at takeoff the following apply:
The takeoff flight path must be power; (a) Not applicable.
determined as follows: (iii) The landing gear extended, and (b) Not applicable.
(a) The takeoff flight path begins 35 all landing gear doors open; (c) Each airplane must be able to
feet above the takeoff surface at the end (iv) The wing flaps in the takeoff maintain a steady gradient of climb of
of the takeoff distance determined in position(s); at least 3.2 percent with—
accordance with SC 23.59. (v) The wings level; and (1) Not more than the power that is
(b) The net takeoff flight path data (vi) A climb speed equal to V2. available on each engine eight seconds
must be determined so that they (2) Takeoff; landing gear retracted. after initiation of movement of the
represent the actual takeoff flight paths, The steady gradient of climb at an power controls from the minimum flight
as determined in accordance with SC altitude of 400 feet above the takeoff idle position;
23.57 and with paragraph (a) of this surface must be not less than 2.0 percent (2) Landing gear extended;
section, reduced at each point by a of two-engine airplanes with— (3) Wing flaps in the landing position;
gradient of climb equal to 0.8 percent (i) The critical engine inoperative and and
for two-engine airplanes. its propeller in the position it rapidly (4) A climb speed equal to VREF, as
(c) The prescribed reduction in climb and automatically assumes; defined in SC 23.73(c).
gradient may be applied as an (ii) The remaining engine(s) at takeoff 13. SC 23.177 Static Directional and
equivalent reduction in acceleration power; Lateral Stability
along that part of the takeoff flight path (iii) The landing gear retracted;
at which the airplane is accelerated in (iv) The wing flaps in the takeoff Instead of compliance with § 23.177,
level flight. position(s); the following apply:
(v) A climb speed equal to V2. (a) The static directional stability, as
8. SC 23.63 Climb: General (3) Enroute. The steady gradient of shown by the tendency to recover from
Instead of compliance with § 23.63, climb at an altitude of 1,500 feet above a wings-level sideslip with the rudder
the following apply: the takeoff or landing surface, as free, must be positive for any landing
(a) Compliance with the requirements appropriate, must be not less than 1.2 gear and flap position appropriate to the
of §§ 23.65, 23.66, SC 23.67, 23.69, and percent for two-engine airplanes with— takeoff, climb, cruise, approach, and
SC 23.77 must be shown— (i) The critical engine inoperative and landing configurations. This must be
(1) Out of ground effect; and its propeller in the minimum drag shown with symmetrical power up to
(2) At speeds that are not less than position; maximum continuous power, and at
those at which compliance with the (ii) The remaining engine(s) at not speeds from 1.2 VS1 up to VFE, VLE, or
powerplant cooling requirements of more than maximum continuous power; VFC / MFC (as appropriate). The angle of
§§ 23.1041 to 23.1047 has been (iii) The landing gear retracted; sideslip for these tests must be
demonstrated; and (iv) The wing flaps retracted; and appropriate to the type of airplane. At
(3) Unless otherwise specified, with (v) A climb speed not less than 1.2 larger angles of sideslip, up to that at
one engine inoperative, at a bank angle VS1. which full rudder is used or a control
not exceeding 5 degrees. (4) Discontinued approach. The force limit in § 23.143 is reached,
(b) Not applicable. steady gradient of climb at an altitude whichever occurs first, and at speeds
(c) Not applicable. of 400 feet above the landing surface from 1.2 VS1 to VO, the rudder pedal
(d) Compliance must be shown at must be not less than 2.1 percent for force must not reverse.
weights as a function of airport altitude two-engine airplanes with— (b) The static lateral stability, as
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and ambient temperature within the (i) The critical engine inoperative and shown by the tendency to raise the low
operational limits established for takeoff its propeller in the minimum drag wing in a sideslip, must be positive for
and landing, respectively, with— position; all landing gear and flap positions. This
(1) SC 23.67(c)(1), SC 23.67(c)(2), and (ii) The remaining engine(s) at takeoff must be shown with symmetrical power
SC 23.67(c)(3) for takeoff; and power; up to 75 percent of maximum

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continuous power at speeds above 1.2 15. SC 23.203(c) Turning Flight and 17. SC 23.253 High Speed
VS1 in the takeoff configuration(s) and at Accelerated Turning Stalls Characteristics
speeds above 1.3 VS1 in other Instead of compliance with § 23.253,
Instead of compliance with
configurations, up to VFE, VLE, or VFC / the following apply:
§ 23.203(c), the following apply:
MFC (as appropriate) for the (a) Speed increase and recovery
(c) Compliance with the requirements
configuration being investigated, in the characteristics. The following speed
of this section must be shown under the
takeoff, climb, cruise, and approach increase and recovery characteristics
following conditions:
configurations. For the landing must be met:
configuration, the power must be that (1) The flaps, landing gear, and
(1) Operating conditions and
necessary to maintain a 3 degree angle speedbrakes in any likely combination
characteristics likely to cause
of descent in coordinated flight. The of positions and altitudes appropriate
inadvertent speed increases (including
static lateral stability must not be for the various positions.
upsets in pitch and roll) must be
negative at 1.2 VS1 in the takeoff (2) Thrust— simulated with the airplane trimmed at
configuration, or at 1.3 VS1 in other (i) Idle; and any likely cruise speed up to VMO / MMO.
configurations. The angle of sideslip for (ii) The thrust necessary to maintain These conditions and characteristics
these tests must be appropriate to the level flight at 1.6 VS1 (where VS1 include gust upsets, inadvertent control
type of airplane, but in no case may the corresponds to the stalling speed with movements, low stick force gradient in
constant heading sideslip angle be less flaps in the approach position, the relation to control friction, passenger
than that obtainable with a 10 degree landing gear retracted, and maximum movement, leveling off from climb, and
bank or, if less, the maximum bank landing weight). descent from Mach to airspeed limit
angle obtainable with full rudder (3) Trim at 1.4 VS1 or the minimum altitudes.
deflection or 150 pound rudder force. trim speed, whichever is higher. (2) Allowing for pilot reaction time
(c) Paragraph (b) of this section does 16. SC 23.251 Vibration and Buffeting after effective inherent or artificial
not apply to acrobatic category airplanes speed warning occurs, it must be shown
certificated for inverted flight. Instead of compliance with § 23.251, that the airplane can be recovered to a
(d) In straight, steady slips at 1.2 VS1 the following apply: normal attitude and its speed reduced to
for any landing gear and flap positions, (a) The airplane must be VMO / MMO, without:
and for any symmetrical power demonstrated in flight to be free from (i) Exceptional piloting strength or
conditions up to 50 percent of any vibration and buffeting that would skill;
maximum continuous power, the prevent continued safe flight in any (ii) Exceeding VD / MD, VDF / MDF, or
aileron and rudder control movements likely operating condition. the structural limitations; and
and forces must increase steadily, but (b) Each part of the airplane must be (iii) Buffeting that would impair the
not necessarily in constant proportion, shown in flight to be free from excessive pilot’s ability to read the instruments or
as the angle of sideslip is increased up vibration under any appropriate speed control the airplane for recovery.
to the maximum appropriate to the type and thrust conditions up to VDF / MDF. (3) There may be no control reversal
of airplane. At larger slip angles, up to The maximum speeds shown must be about any axis at any speed up to VDF /
the angle at which the full rudder or used in establishing the operating MDF. Any reversal of elevator control
aileron control is used or a control force limitations of the airplane in accordance force or tendency of the airplane to
limit contained in § 23.143 is reached, with special condition SC 23.1505. pitch, roll, or yaw must be mild and
the aileron and rudder control (c) Except as provided in paragraph readily controllable, using normal
movements and forces must not reverse (d) of this special condition, there may piloting techniques.
(b) Maximum speed for stability
as the angle of sideslip is increased. be no buffeting condition, in normal
characteristics, VFC/MFC. VFC/MFC is the
Rapid entry into, and recovery from, a flight, including configuration changes
maximum speed at which the
maximum sideslip considered during cruise, severe enough to interfere
requirements of § 23.175(b)(1), special
appropriate for the airplane must not with the control of the airplane, to cause
condition SC 23.177, and 23.181 must
result in uncontrollable flight excessive fatigue to the crew, or to cause
be met with flaps and landing gear
characteristics. structural damage. Stall warning
retracted. It may not be less than a speed
buffeting within these limits is
14. SC 23.201(e) Wings Level Stall midway between VMO/MMO and VDF/
allowable.
MDF except that, for altitudes where
Instead of compliance with (d) There may be no perceptible Mach number is the limiting factor, MFC
§ 23.201(e), the following apply: buffeting condition in the cruise need not exceed the Mach number at
(e) Compliance with the requirements configuration in straight flight at any which effective speed warning occurs.
of this section must be shown under the speed up to VMO / MMO, except that stall
following conditions: warning buffeting is allowable. 18. SC 23.255 Out of Trim
(1) The flaps, landing gear, and (e) With the airplane in the cruise Characteristics
speedbrakes in any likely combination configuration, the positive maneuvering In the absence of specific
of positions and altitudes appropriate load factors at which the onset of requirements for out-of-trim
for the various positions. perceptible buffeting occurs must be characteristics, apply the following:
(2) Thrust— determined for the ranges of airspeed or (a) From an initial condition with the
(i) Idle; and Mach number, weight, and altitude for airplane trimmed at cruise speeds up to
(ii) The thrust necessary to maintain which the airplane is to be certified. The VMO/MMO, the airplane must have
level flight at 1.6 VS1 (where VS1 envelopes of load factor, speed, altitude, satisfactory maneuvering stability and
corresponds to the stalling speed with and weight must provide a sufficient controllability with the degree of out-of-
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flaps in the approach position, the range of speeds and load factors for trim in both the airplane nose-up and
landing gear retracted, and maximum normal operations. Probable inadvertent nose-down directions, which results
landing weight). excursions beyond the boundaries of the from the greater of the following:
(3) Trim at 1.4 VS1 or the minimum buffet onset envelopes may not result in (1) A three-second movement of the
trim speed, whichever is higher. unsafe conditions. longitudinal trim system at its normal

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rate for the particular flight condition the primary longitudinal control alone may be derived from the following
with no aerodynamic load (or an or the primary longitudinal control and formula—
equivalent degree of trim for airplanes the longitudinal trim system. If the
that do not have a power-operated trim longitudinal trim is used to assist in WV 2
system), except as limited by stops in producing the required load factor, it KE = 0.0443 where,
the trim system, including those must be shown at VDF/MDF that the N
required by § 23.655(b) for adjustable longitudinal trim can be actuated in the KE = Kinetic energy per wheel (ft.-lbs.);
stabilizers; or airplane nose-up direction with the W = Design takeoff weight (lbs.);
(2) The maximum mis-trim that can primary surface loaded to correspond to V = Ground speed, in knots, associated with
the maximum value of V1 selected in
be sustained by the autopilot while the least of the following airplane nose- accordance with SC 23.51(c)(1);
maintaining level flight in the high up control forces: N = Number of main wheels with brakes.
speed cruising condition. (1) The maximum control forces
(b) In the out-of-trim condition expected in service, as specified in 21. SC 23.1323 Airspeed Indicating
specified in paragraph (a) of this special §§ 23.301 and 23.397. System
condition, when the normal acceleration (2) The control force required to In addition to paragraphs (a), (b), (c),
is varied from +1 g to the positive and produce 1.5 g. and (d), the following apply:
negative values specified in paragraph (3) The control force corresponding to (e) In addition, the airspeed indicating
(c) of this special condition, the buffeting or other phenomena of such system must be calibrated to determine
following apply: intensity that is a strong deterrent to the system error during the accelerate-
(1) The stick force versus g curve must further application of primary takeoff ground run. The ground run
have a positive slope at any speed up to longitudinal control force. calibration must be obtained between
and including VFC/MFC; and
(2) At speeds between VFC/MFC and 19. SC 23.703 Takeoff Warning 0.8 of the minimum value of V1, and 1.2
VDF/MDF, the direction of the primary System times the maximum value of V1
longitudinal control force may not Unless it can be shown that a lift or considering the approved ranges of
reverse. longitudinal trim device that affects the altitude and weight. The ground run
(c) Except as provided in paragraph takeoff performance of the aircraft calibration must be determined
(d) and (e) of this special condition, would not give an unsafe takeoff assuming an engine failure at the
compliance with the provisions of configuration when selected out of an minimum value of V1.
paragraph (a) of this special condition approved takeoff position, a takeoff (f) Where duplicate airspeed
must be demonstrated in flight over the warning system must be installed and indicators are required, their respective
acceleration range as follows: meet the following requirements: pitot tubes must be far enough apart to
(1) ¥1 g to +2.5 g; or (a) The system must provide to the avoid damage to both tubes in a
(2) 0 g to 2.0 g, and extrapolating by pilots an aural warning that is collision with a bird.
an acceptable method to ¥1 g and +2.5 automatically activated during the 22. SC 23.1505 Airspeed Limitations
g. initial portion of the takeoff roll if the
(d) If the procedure set forth in airplane is in a configuration that would Instead of compliance with
paragraph (c)(2) of this special condition not allow a safe takeoff. The warning § 23.1505(a), the following apply:
is used to demonstrate compliance and must continue until— (a) The maximum operating limit
marginal conditions exist during flight (1) The configuration is changed to speed (VMO/MMO -airspeed or Mach
test with regard to reversal of primary allow safe takeoff, or number, whichever is critical at a
longitudinal control force, flight tests (2) Action is taken by the pilot to particular altitude) is a speed that may
must be accomplished from the normal abandon the takeoff roll. not be deliberately exceeded in any
acceleration at which a marginal (b) The means used to activate the regime of flight (climb, cruise, or
condition is found to exist to the system must function properly for all descent), unless a higher speed is
applicable limit specified in paragraph authorized takeoff power settings and authorized for flight test or pilot training
(b)(1) of this special condition. procedures and throughout the ranges of operations. VMO/MMO must be
(e) During flight tests required by takeoff weights, altitudes, and established so that it is not greater than
paragraph (a) of this special condition, temperatures for which certification is the design cruising speed VC/MC and so
the limit maneuvering load factors, requested. that it is sufficiently below VD/MD or
prescribed in §§ 23.333(b) and 23.337, VDF/MDF, to make it highly improbable
need not be exceeded. Also, the 20. SC 23.735 Brakes that the latter speeds will be
maneuvering load factors associated In addition to paragraphs (a), (b), (c), inadvertently exceeded in operations.
with probable inadvertent excursions and (d), the following apply: The speed margin between VMO/MMO
beyond the boundaries of the buffet (e) The rejected takeoff brake kinetic and VD/MD or VDF/MDF may not be less
onset envelopes determined under SC energy capacity rating of each main than that determined under § 23.335(b)
23.251(e), need not be exceeded. In wheel brake assembly must not be less or found necessary in the flight test
addition, the entry speeds for flight test than the kinetic energy absorption conducted under SC 23.253.
demonstrations at normal acceleration requirements determined under either 23. SC 23.1583 Operating Limitations
values less than 1 g must be limited to of the following methods—
the extent necessary to accomplish a (1) The brake kinetic energy Instead of compliance with § 23.1583,
recovery without exceeding VDF/MDF. absorption requirements must be based the following apply:
(f) In the out-of-trim condition on a conservative rational analysis of The Airplane Flight Manual must
specified in paragraph (a) of this special the sequence of events expected during contain operating limitations
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condition, it must be possible from an a rejected takeoff at the design takeoff determined under this part 23,
overspeed condition at VDF/MDF to weight. including the following—
produce at least 1.5 g for recovery by (2) Instead of a rational analysis, the (a) Airspeed limitations. The
applying not more than 125 pounds of kinetic energy absorption requirements following information must be
ER01FE07.000</MATH>

longitudinal control force using either for each main wheel brake assembly furnished:

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4624 Federal Register / Vol. 72, No. 21 / Thursday, February 1, 2007 / Rules and Regulations

(1) Information necessary for the ambient temperatures within the range 24. SC 23.1585 Operating Procedures
marking of the airspeed limits on the selected by the applicant; and Instead of compliance with § 23.1585,
indicator as required in § 23.1545, and (ii) The landing distance determined the following apply:
the significance of each of those limits under SC 23.75 for standard (a) For all airplanes, information
and of the color coding used on the temperatures is equal to the available concerning normal, abnormal (if
indicator. runway length. applicable), and emergency procedures
(2) The speeds VMC, VO, VLE, and VLO, (6) The maximum zero wing fuel and other pertinent information
if established, and their significance. weight, where relevant, as established in necessary for safe operation and the
(3) In addition, for turbine powered accordance with § 23.343. achievement of the scheduled
airplanes— (d) Center of gravity. The established
(i) The maximum operating limit performance must be furnished,
center of gravity limits. including—
speed, VMO / MMO and a statement that (e) Maneuvers. The following (1) An explanation of significant or
this speed must not be deliberately authorized maneuvers, appropriate
exceeded in any regime of flight (climb, unusual flight or ground handling
airspeed limitations, and unauthorized characteristics;
cruise or descent) unless a higher speed maneuvers, as prescribed in this section. (2) The maximum demonstrated
is authorized for flight test or pilot (1) Not applicable. values of crosswind for takeoff and
training; (2) Not applicable.
(ii) If an airspeed limitation is based landing, and procedures and
(3) Acrobatic category airplanes. A information pertinent to operations in
upon compressibility effects, a list of approved flight maneuvers
statement to this effect and information crosswinds;
demonstrated in type flight tests, (3) A recommended speed for flight in
as to any symptoms, the probable together with recommended entry
behavior of the airplane, and the rough air. This speed must be chosen to
speeds and any other associated protect against the occurrence, as a
recommended recovery procedures; and limitations.
(iii) The airspeed limits must be result of gusts, of structural damage to
(4) Not applicable. the airplane and loss of control (for
shown in terms of VMO / MMO instead of (5) Not applicable.
VNO and VNE. example, stalling);
(f) Maneuver load factor. The positive (4) Procedures for restarting any
(b) Powerplant limitations. The limit load factors in g’s, and, in
following information must be turbine engine in flight, including the
addition, the negative limit load factor effects of altitude; and
furnished: for acrobatic category airplanes.
(1) Limitations required by § 23.1521. (5) Procedures, speeds, and
(g) Minimum flight crew. The number configuration(s) for making a normal
(2) Explanation of the limitations, and functions of the minimum flight
when appropriate. approach and landing, in accordance
crew determined under § 23.1523. with SC 23.73 and SC 23.75, and a
(3) Information necessary for marking (h) Kinds of operation. A list of the
the instruments required by § 23.1549 transition to the balked landing
kinds of operation to which the airplane
through § 23.1553. condition.
is limited or from which it is prohibited (6) Not applicable.
(c) Weight. The airplane flight manual
under § 23.1525, and also a list of (b) Not applicable.
must include—
(1) The maximum weight; and installed equipment that affects any (c) In addition to paragraph (a) of this
(2) The maximum landing weight, if operating limitation and identification section, for all multiengine airplanes,
the design landing weight selected by as to the equipment’s required the following information must be
the applicant is less than the maximum operational status for the kinds of furnished:
weight. operation for which approval has been (1) Procedures, speeds, and
(3) Not applicable. given. configuration(s) for making an approach
(4) The maximum takeoff weight for (i) Maximum operating altitude. The and landing with one engine
each airport altitude and ambient maximum altitude established under inoperative;
temperature within the range selected § 23.1527. (2) Procedures, speeds, and
by the applicant at which— (j) Maximum passenger seating configuration(s) for making a balked
(i) The airplane complies with the configuration. The maximum passenger landing with one engine inoperative and
climb requirements of SC 23.63(d)(1); seating configuration. the conditions under which a balked
and (k) Allowable lateral fuel loading. The landing can be performed safely, or a
(ii) The accelerate-stop distance maximum allowable lateral fuel loading warning against attempting a balked
determined under SC 23.55 is equal to differential, if less than the maximum landing;
the available runway length plus the possible. (3) The VSSE determined in § 23.149;
length of any stopway, if utilized; and (l) Baggage and cargo loading. The and
either: following information for each baggage (4) Procedures for restarting any
(iii) The takeoff distance determined and cargo compartment or zone— engine in flight including the effects of
under SC 23.59(a) is equal to the (1) The maximum allowable load; and altitude.
available runway length; or (2) The maximum intensity of (d) Not applicable.
(iv) At the option of the applicant, the loading. (e) Not applicable.
takeoff distance determined under SC (m) Systems. Any limitations on the (f) In addition to paragraphs (a) and
23.59(a) is equal to the available runway use of airplane systems and equipment. (c) of this section, the information must
length plus the length of any clearway (n) Ambient temperatures. Where include the following:
and the takeoff run determined under appropriate, maximum and minimum (1) Procedures, speeds, and
SC 23.59(b) is equal to the available ambient air temperatures for operation. configuration(s) for making a normal
runway length. (o) Smoking. Any restrictions on takeoff.
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(5) The maximum landing weight for smoking in the airplane. (2) Procedures and speeds for carrying
each airport altitude within the range (p) Types of surface. A statement of out an accelerate-stop in accordance
selected by the applicant at which— the types of surface on which operations with § 23.55.
(i) The airplane complies with the may be conducted. (See SC 23.45(g) and (3) Procedures and speeds for
climb requirements of SC 23.63(d)(2) for SC 23.1587(a)(4) and (d)(4).) continuing a takeoff following engine

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Federal Register / Vol. 72, No. 21 / Thursday, February 1, 2007 / Rules and Regulations 4625

failure in accordance with § 23.59(a)(1) (3) At the option of the applicant, the Final rule; request for
ACTION:
and for following the flight path takeoff run determined under SC comments.
determined under § 23.57 and 23.59(b);
§ 23.61(a). (4) The effect on accelerate-stop SUMMARY: The FAA is superseding an
(g) Information identifying each distance, takeoff distance and, if existing airworthiness directive (AD)
operating condition in which the fuel determined, takeoff run, of operation on that applies to all Boeing Model 737
system independence prescribed in other than smooth hard surfaces, when airplanes. The existing AD currently
§ 23.953 is necessary for safety must be dry, determined under SC 23.45(g); requires installation of a new rudder
furnished, together with instructions for (5) The effect on accelerate-stop control system and changes to the
placing the fuel system in a distance, takeoff distance, and if adjacent systems to accommodate that
configuration used to show compliance determined, takeoff run, of runway new rudder control system. For certain
with that section. slope and 50 percent of the headwind airplanes, this new AD adds, among
(h) For each airplane showing component and 150 percent of the other actions, repetitive tests of the force
compliance with § 23.1353(g)(2) or tailwind component; fight monitor of the main rudder power
(g)(3), the operating procedures for (6) The net takeoff flight path control unit (PCU), repetitive tests of the
disconnecting the battery from its determined under SC 23.61(b); standby hydraulic actuation system, and
charging source must be furnished. (7) The enroute gradient of climb/ corrective action; as applicable. For
(i) Information on the total quantity of descent with one engine inoperative, those airplanes, this new AD also adds,
usable fuel for each fuel tank, and the determined under § 23.69(b); among other actions, replacement of
(8) The effect, on the net takeoff flight both input control rods of the main
effect on the usable fuel quantity, as a
path and on the enroute gradient of rudder PCU and the input control rod of
result of a failure of any pump, must be
climb/descent with one engine the standby rudder PCU with new input
furnished.
inoperative, of 50 percent of the control rods, as applicable, which ends
(j) Procedures for the safe operation of
headwind component and 150 percent the repetitive tests. For certain other
the airplane’s systems and equipment,
of the tailwind component; airplanes, this new AD adds installation
both in normal use and in the event of (9) Overweight landing performance
malfunction, must be furnished. of an enhanced rudder control system in
information (determined by accordance with new service
25. SC 23.1587 Performance extrapolation and computed for the information. This AD results from a
Information range of weights between the maximum report of a fractured rod end of an input
landing and maximum takeoff weights) control rod of the main rudder PCU and
Instead of compliance with § 23.1587,
as follows— a subsequent report of a fractured rod
the following apply: (i) The maximum weight for each
Unless otherwise prescribed, end of the input control rod of the
airport altitude and ambient standby rudder PCU. We are issuing this
performance information must be temperature at which the airplane
provided over the altitude and AD to prevent failure of one of the two
complies with the climb requirements of input control rods of the main rudder
temperature ranges required by SC SC 23.63(d)(2); and
23.45(b). PCU, which, under certain conditions,
(ii) The landing distance determined could result in reduced controllability
(a) For all airplanes, the following under SC 23.75 for each airport altitude
information must be furnished— of the airplane; and to prevent failure of
and standard temperature. any combination of two input control
(1) The stalling speeds VSO and VS1 (10) The relationship between IAS
with the landing gear and wing flaps rods of the main rudder PCU and/or
and CAS determined in accordance with
retracted, determined at maximum standby rudder PCU, which could cause
§ 23.1323(b) and (c).
weight under § 23.49, and the effect on an uncommanded rudder hardover
(11) The altimeter system calibration
these stalling speeds of angles of bank event and result in loss of control of the
required by § 23.1325(e).
up to 60 degrees; airplane.
Issued in Kansas City, Missouri on January
(2) The steady rate and gradient of DATES: This AD becomes effective
24, 2007.
climb with all engines operating, February 16, 2007.
Kim Smith,
determined under § 23.69(a); The Director of the Federal Register
Manager, Small Airplane Directorate, Aircraft
(3) The landing distance, determined approved the incorporation by reference
Certification Service.
under SC 23.75 for each airport altitude of certain publications listed in the AD
[FR Doc. E7–1609 Filed 1–31–07; 8:45 am]
and standard temperature, and the type as of February 16, 2007.
BILLING CODE 4910–13–P
of surface for which it is valid; We must receive any comments on
(4) The effect on landing distances of this AD by April 2, 2007.
operation on other than smooth hard DEPARTMENT OF TRANSPORTATION ADDRESSES: Use one of the following
surfaces, when dry, determined under addresses to submit comments on this
SC 23.45(g); and Federal Aviation Administration AD.
(5) The effect on landing distances of • DOT Docket Web site: Go to
runway slope and 50 percent of the 14 CFR Part 39 http://dms.dot.gov and follow the
headwind component and 150 percent instructions for sending your comments
[Docket No. FAA–2006–26323; Directorate
of the tailwind component. Identifier 2006–NM–150–AD; Amendment electronically.
(b) Not applicable. 39–14918; AD 2007–03–07] • Government-wide rulemaking Web
(c) Not applicable. site: Go to http://www.regulations.gov
(d) In addition to paragraph (a) of this RIN 2120–AA64 and follow the instructions for sending
section the following information must your comments electronically.
Airworthiness Directives; Boeing
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be furnished— • Mail: Docket Management Facility;


Model 737 Airplanes
(1) The accelerate-stop distance U.S. Department of Transportation, 400
determined under SC 23.55; AGENCY: Federal Aviation Seventh Street, SW., Nassif Building,
(2) The takeoff distance determined Administration (FAA), Department of Room PL–401, Washington, DC 20590.
under SC 23.59(a); Transportation (DOT). • Fax: (202) 493–2251.

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