Unknown. Final special conditions; request for comments

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--- schema: federal-register doc_type: fedreg source_file: FR-2003-10-22.xml --- 68 204 Wednesday, October 22, 2003 Contents Agency Agency for Healthcare Research and Quality NOTICES Meetings: Healthcare Research and Quality National Advisory Council, 60394-60395 03-26567 Agricultural Agricultural Research Service NOTICES Patent licenses; non-exclusive, exclusive, or partially exclusive: Washington State University Research Foundation, 60333 03-26612 Agriculture Agriculture Department See Agricultural Research Service See Rural Utilities Service Antitrust Antitrust Division NOTICES National cooperative research notifications:

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To subscribe to the Federal Register Table of Contents LISTSERV electronic mailing list, go to http://listserv.access.gpo.gov and select Online mailing list archives, FEDREGTOC-L, Join or leave the list (or change settings); then follow the instructions. 68 204 Wednesday, October 22, 2003 Rules and Regulations DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. NM268, Special Conditions No. 25-252-SC] Special Conditions: Cessna Aircraft Company Cessna Model 500 Airplanes;

High Intensity Radiated Fields

(HIRF)AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. SUMMARY: These special conditions are issued for Cessna Aircraft Company Cessna Model 500 airplanes modified by Honeywell International, Inc. These modified airplanes will have novel and unusual design features when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes. The modification incorporates the installation of dual Honeywell RVSM (reduced vertical separation minimum)-capable AM-250 electronic barometric altimeters. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for the protection of these systems from the effects of high-intensity radiated fields (HIRF). These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that provided by the existing airworthiness standards. DATES: The effective date of these special conditions is October 14, 2003. Comments must be received on or before November 21, 2003. ADDRESSES: Comments on these special conditions may be mailed in duplicate to: Federal Aviation Administration, Transport Airplane Directorate, Attn: Rules Docket (ANM-113), Docket No. NM268, 1601 Lind Avenue SW., Renton, Washington, 98055-4056; or delivered in duplicate to the Transport Airplane Directorate at the above address. All comments must be marked: Docket No. NM268. FOR FURTHER INFORMATION CONTACT: Greg Dunn, FAA, Airplane and Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98055-4056; telephone

(425)227-2799; facsimile

(425)227-1320. SUPPLEMENTARY INFORMATION: The FAA has determined that notice and opportunity for prior public comment are impracticable because these procedures would significantly delay certification of the airplane and thus delivery of the affected aircraft. In addition, the substance of these special conditions has been subject to the public comment process in several prior instances with no substantive comments received. The FAA therefore finds that good cause exists for making these special conditions effective upon issuance; however, the FAA invites interested persons to participate in this rulemaking by submitting 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. We ask that you send us two copies of written comments. We will file in the docket all comments were receive, as well as a report summarizing each substantive public contact with FAA personnel concerning these special conditions. The docket is available for public inspection before and after the comment closing date. If you wish to review the docket in person, go to the address in the ADDRESSES section of this preamble between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal holidays. We will consider all comments we receive on or before the closing date for comments. We will consider comments filed late if it is possible to do so without incurring expense or delay. We may change these special conditions based on the comments we receive. If you want the FAA to acknowledge receipt of your comments on this proposal, include with your comments a pre-addressed, stamped postcard on which the docket number appears. We will stamp the date on the postcard and mail it back to you. Background On June 12, 2003, Honeywell International, Inc., 23500 W. 105th St., Olathe, KS 66061, applied for a supplemental type certificate

(STC)to modify Cessna (Citation) Model 500 airplanes. This model is currently approved under Type Certificate No. A22CE. The Cessna Model 500 airplanes are executive type transports that have two aft mounted turbine engines, a minimum passenger load of 9 passengers, and a maximum operating speed of 260 to 287 knots, depending on altitude. The modification, under one supplemental type certificate

(STC)project, incorporates the installation of dual Honeywell RVSM-capable AM-250 electronic barometric altimeters. The dual Honeywell AM-250 barometric altimeters provide the aircraft baro-corrected altitude information, also corrected for static source error (SSE), which enables the aircraft to be capable of RVSM operations. The dual AM-250 barometric altimeters replace the existing pilot and copilot pneumatic altimeters. Since the AM-250 altimeters use electronics to transmit altimeter data to the pilots, as well as to other equipment, they may be susceptible to electrical and magnetic interference caused by high-intensity radiated fields (HIRF). This disruption of signals could result in misleading altimeter information to the pilots or loss of altimeter information. Type of Certification Basis Under the provisions of 14 CFR 21.101, Honeywell International, Inc. must show that the Cessna Model 500 airplanes, as changed, continue to meet the applicable provisions of the regulations incorporated by reference in Type Certificate No. A22CE 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 “the original type certification basis.” The certification basis for the modified Cessna Model 500 airplanes includes Part 25 of the Federal Aviation Regulations effective February 1, 1965, as amended by Amendments 25-1 through 25-17. Other applicable amendments, Federal aviation regulations, and special conditions are also noted in Type Certificate Data Sheet

(TCDS)A22CE. If the Administrator finds that the applicable airworthiness regulations (that is, 14 CFR part 25, as amended) do not contain adequate or appropriate safety standards for the Cessna Model 500 airplanes because of novel or unusual design features, special conditions are prescribed under the provisions of § 21.16. In addition to the applicable airworthiness regulations and special conditions, the Cessna Model 500 airplanes must comply with the fuel vent and exhaust emission requirement of 14 CFR part 34 and the noise certification requirement of part 36. Special conditions, as defined in 14 CFR 11.19, are issued in accordance with § 11.38, and become part of the type certification basis in accordance with § 21.101. Special conditions are initially applicable to the model for which they are issues. Should Honeywell International, Inc. apply at a later date for a supplemental type certificate to modify any other model already included on the same type certificate to incorporate the same novel or unusual design features, these special conditions would also apply to the other model under the provisions of 14 CFR 21.101. Novel or Unusual Design Features The Cessna Model 500 airplanes will incorporate, under one supplemental type certificate

(STC)project, the installation of dual Honeywell AM-250 barometric altimeters. Because these altimeters use electronics to a far greater extent than the original pneumatic or servo altimeters, they may be more susceptible to electrical and magnetic interference caused by high-intensity radiated fields

(HIRF)external to the airplane. The current airworthiness standards (14 CFR part 25) do not contain adequate or appropriate safety standards that address protecting this equipment from the adverse effects of HIRF. Accordingly, these instruments are considered to be a novel or unusual design feature. Discussion There is no specific regulation that addresses protection requirements for electrical and electronic systems from HIRF. Increased power levels from ground-based radio transmitters and the growing use of sensitive avionics/electronics and electrical systems to command and control airplanes have made it necessary to provide adequate protection. To ensure that a level of safety is achieved equivalent to that intended by the regulations incorporated by reference, special conditions are needed for the Cessna Model 500 airplanes modified to include the new altimeters. These special conditions will require that the new Honeywell AM-250 barometric altimeters, which perform critical functions, be designed and installed to preclude component damage and interruption of function due to both the direct and indirect effects of HIRF. High-Intensity Radiated Fields

(HIRF)With the trend toward increased power levels from ground-based transmitters, plus the advent of space and satellite communications, coupled with electronic command and control of the airplane, the immunity of critical digital avionics/electronics and electrical systems to HIRF must be established. It is not possible to precisely define the HIRF to which the airplane will be exposed in service. There is also uncertainty concerning the effectiveness of airframe shielding for HIRF. Furthermore, coupling of electromagnetic energy to cockpit-installed equipment through the cockpit window apertures is undefined. Based on surveys and analysis of existing HIRF emitters, an adequate level of protection exists when compliance with the HIRF protection special condition is shown in accordance with either paragraph 1 or 2 below: 1. A minimum threat of 100 volts rms (root-mean-square) per meter electric field strength from 10 KHz to 18 GHz. a. The threat must be applied to the system elements and their associated wiring harnesses without the benefit of airframe shielding. b. Demonstration of this level of protection is established through system tests and analysis. 2. A threat external to the airframe of the field strengths indicated in the table below for the frequency ranges indicated. Both peak and average field strength components from the table below are to be demonstrated. Frequency Field strength (volts per meter) Peak Average 10 kHz-100 kHz 50 50 100 kHz-500 kHz 50 50 500 kHz-2 MHz 50 50 2 MHz-30 MHz 100 100 30 MHz-70 MHz 50 50 70 MHz-100 MHz 50 50 100 MHz-200 MHz 100 100 200 MHz-400 MHz 100 100 400 MHz-700 MHz 700 50 700 MHz-1 GHz 700 100 1 GHz-2 GHz 2000 200 2 GHz-4 GHz 3000 200 4 GHz-6 GHz 3000 200 6 GHz-8 GHz 1000 200 8 GHz-12 GHz 3000 300 12 GHz-18 GHz 2000 200 18 GHz-40 GHz 600 200 The field strengths are expressed in terms of peak of the root-mean-square

(rms)over the complete modulation period. The threat levels identified above are the result of an FAA review of existing studies on the subject of HIRF, in light of the ongoing work of the Electromagnetic effects Harmonization Working Group of the Aviation Rulemaking Advisory Committee. Applicability As discussed above, these special conditions are applicable to Cessna Model 500 airplanes modified by Honeywell International, Inc. to include dual Honeywell AM-250 barometric altimeters. should Honeywell International, Inc. apply at a later date for a supplemental type certificate to modify any other model already included on Type Certificate A22CE to incorporate; the same novel or unusual design features, these special conditions would apply to that model as well under the provisions of 14 CFR 21.101. Conclusion This action affects only certain design features on Cessna Model 500 airplanes modified by Honeywell International, Inc. It is not a rule of general applicability and affects only the applicant who applied to the FAA for approval of these features on the airplane. The substance of the special conditions for this airplane has been subjected to notice and comment procedure in several prior instances and has been derived without substantive change from those previously issued. Because a delay would significantly affect the certification of the airplane, which is imminent, the FAA has determined that prior public notice and comment are unnecessary and impracticable, and good cause exists for adopting these special conditions upon issuance. The FAA is requesting comments to allow interested persons to submit views that may not have been submitted in response to the prior opportunities for comment described above. List of Subjects in 14 CFR Part 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, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the supplemental type certification basis for Cessna model 500 airplanes modified by Honeywell International, Inc. 1. *Protection from Unwanted Effects of High-Intensity Radiated Fields, (HIRF).* Each electrical and electronic system that performs critical functions must be designed and installed to ensure that the operation and operational capability of these systems to perform critical functions are not adversely affected when the airplane is exposed to high-intensity radiated fields. 2. For the purpose of these special conditions, the following definition applies: *Critical Functions.* Functions whose failure would contribute to or cause a failure condition that would prevent the continued safe flight and landing of the airplane. Issued in Renton, Washington, on October 14, 2003. Neil D. Schalekamp, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service, ANM-100. [FR Doc. 03-26559 Filed 10-21-03; 8:45 am]

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