[Federal Register Volume 77, Number 244 (Wednesday, December 19, 2012)]
[Proposed Rules]
[Pages 75066-75071]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-30441]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2012-1207; Notice No. 25-12-09-SC]
Special Conditions: Airbus, A350-900 Series Airplane; Flight
Envelope Protection (Icing and Non-Icing Conditions); High Incidence
Protection and Alpha-Floor Systems
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
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SUMMARY: This action proposes special conditions for Airbus A350-900
series airplanes. These airplanes will have novel or unusual design
features associated with flight envelope protection in icing and non-
icing conditions that use low speed incidence protection and an alpha-
floor function that automatically advances throttles whenever the
airplane angle of attack reaches a predetermined value. The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature. These proposed 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: Send your comments on or before February 4, 2013.
ADDRESSES: Send comments identified by docket number FAA-2012-1207
using any of the following methods:
Federal eRegulations Portal: Go to http://www.regulations.gov and follow the online instructions for sending your
comments electronically.
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.
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 8 a.m., and 5 p.m.,
Monday through Friday, except Federal holidays.
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 Web
site, 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: Joe Jacobsen, FAA, Airframe and
Flightcrew Interface, ANM-111, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone (425) 227-2011; facsimile (425) 227-1320.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite 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.
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.
Background
On August 25, 2008, Airbus applied for a type certificate for their
new A350-900 series airplane. Later, Airbus requested and the FAA
approved an extension to the application for FAA type certification to
June 28, 2009. The A350-900 series airplane has a conventional layout
with twin wing-mounted Rolls-Royce Trent engines. It features a twin
aisle 9-abreast economy class layout, and accommodates side-by-side
placement of LD-3 containers in the cargo compartment. The basic A350-
900 series airplane configuration accommodates 315 passengers in a
standard two-class arrangement. The design cruise speed is Mach 0.85
with a Maximum Take-Off Weight of 602,000 lbs. Airbus proposes the
A350-900 series airplane to be certified for extended operations
(ETOPS) beyond 180 minutes at entry into service.
Type Certification Basis
Under title 14, Code of Federal Regulations (14 CFR) 21.17, Airbus
must show that the A350-900 series airplane meets the applicable
provisions of 14 CFR part 25, as amended by Amendments 25-1 through 25-
128.
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 25) do not contain adequate or appropriate
safety standards for the A350-900 series airplanes 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, A350-900 series airplanes 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
[[Page 75067]]
the type-certification basis under Sec. 21.17(a)(2).
The current airworthiness standards do not contain adequate safety
standards for the unique features of the high incidence protection
system and the alpha-floor system proposed for the Airbus A350-900
series airplanes. Part I of the following proposed special conditions
are in lieu of Sec. Sec. 25.103, 25.145(a), 25.145(b)(6), 25.201,
25.203, 25.207, and 25.1323(d). Part II is in lieu of Sec. Sec.
25.21(g), 25.105, 25.107, 25.121, 25.123, 25.125, and 25.143.
Novel or Unusual Design Features
The Airbus A350-900 series airplanes will incorporate the following
novel or unusual design features: Low speed high incidence protection
and alpha-floor systems.
The A350-900 series airplanes will have a novel or unusual feature
to accommodate the unique features of the high incidence protection and
the alpha-floor systems. The high incidence protection system replaces
the stall warning system during normal operating conditions by
prohibiting the airplane from stalling. The high incidence protection
system limits the angle of attack at which the airplane can be flown
during normal low speed operation, impacts the longitudinal airplane
handling characteristics, and cannot be over-ridden by the crew. The
existing regulations do not provide adequate criteria to address this
system.
The function of the alpha-floor system is to increase automatically
the thrust on the operating engines under unusual circumstances where
the airplane pitches to a predetermined high angle of attack or bank
angle. The regulations do not provide adequate criteria to address this
system.
Discussion
The current airworthiness standards do not contain adequate safety
standards for the unique features of the high incidence protection
system and the alpha-floor system proposed for Airbus A350-900 series
airplanes. Special conditions are needed to account for these features.
The high incidence protection system prevents the airplane from
stalling and therefore, the stall warning system is not needed during
normal flight conditions. However, during failure conditions (which are
not shown to be extremely improbable), the requirements of Title 14
Code of Federal Regulations (14 CFR) Sec. Sec. 25.203 and 25.207
apply, although slightly modified (i.e. the flight characteristics at
the angle of attack for CLMAX must be suitable in the
traditional sense, and stall warning must be provided in a conventional
manner).
The alpha-floor function automatically advances the throttles on
the operating engines under flight circumstances of low speed if the
airplane reaches a predetermined high angle of attack. This function is
intended to provide increased climb capability.
These proposed special conditions are harmonized with the EASA
Certification Review Items.
Applicability
As discussed above, these special conditions are applicable to
Airbus A350-900 series airplanes. Should Airbus apply at a later date
for a change to the type certificate to include another model
incorporating the same novel or unusual design feature, the special
conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on the Airbus A350-900 series airplane. 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 Proposed Special Conditions
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Airbus A350-900 series airplanes.
The current airworthiness standards do not contain adequate safety
standards for the unique features of the high incidence protection
system and the alpha-floor system proposed for the Airbus A350. Part I
of the following proposed special conditions are in lieu of Sec. Sec.
25.103, 25.145(a), 25.145(b)(6), 25.201, 25.203, 25.207, and
25.1323(d). Part II are in lieu of Sec. Sec. 25.21(g), 25.105, 25.107,
25.121, 25.123, 25.125, and 25.143.
Special Conditions Part I--Stall Protection and Scheduled Operating
Speeds--Note: 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.
Special Conditions Part I--Stall Protection and Scheduled Operating
Speeds
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 addresses novel features of the A350-900
series airplane and uses terminology that does not appear in 14 CFR
part 25.
These terms for the novel features 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-floor system: A system that automatically increases thrust on
the operating engines when angle of attack increases through a
particular value.
--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 paragraph 3 of these Special Conditions.
--Vmin1g: Vmin corrected to 1g conditions. See
paragraph 3 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
Those paragraphs of 14 CFR part 25 quoted in reference may be
amended in accordance with these Special Conditions provided that
acceptable 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 shall not be possible during pilot induced maneuvers to
encounter a stall and handling characteristics shall be acceptable, as
required by section 5 of these Special Conditions.
[[Page 75068]]
2--The airplane shall be protected against stalling due to the
effects of wind-shears and gusts at low speeds as required by section 6
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, Minimum steady flight speed and Reference
stall speed, 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 alpha-floor system inhibited;
(3) All combinations of flaps setting and, landing gear position
for which Vmin is required to be determined;
(4) The weight used when 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 one-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 sub-paragraph (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 1-g stall speed. VSR must be determined in non icing
conditions and expressed as:
[GRAPHIC] [TIFF OMITTED] TP19DE12.016
(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;
(6) Alpha-floor system inhibited; and
(7) The High Incidence Protection System adjusted, at the option of
the applicant, to allow higher incidence than is possible with the
normal production system.
(8) Starting from the stabilized trim condition, apply the
longitudinal control to decelerate the airplane so that the speed
reduction does not exceed one 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 paragraph 2 are
[[Page 75069]]
satisfied. These conditions are equivalent safety to the intent of
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 1, 2 and 3 of paragraph 2, stall
warning must be provided and must protect against encountering
unacceptable 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 below in paragraphs (d) and (e) below.
(d) In non icing conditions stall warning must meet the following
requirements: Stall warning must provide sufficient margin to prevent
encountering unacceptable characteristics and encountering stall in the
following conditions:
(1) In power off straight deceleration not exceeding one knot per
second to a speed 5 knots or 5 per cent CAS, 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 one 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 one 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 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. 25.201 and Sec. 25.203 we propose the
following requirements:
5.1 High Incidence Handling Demonstrations
In lieu of Sec. 25.201: High incidence handling demonstration in
icing and non icing conditions.
(a) Maneuvers to the limit of the longitudinal control, in the nose
up sense, 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.
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) Alpha-floor system operating normally unless more severe
conditions are achieved with inhibited alpha floor.
(4) Flaps, landing gear and deceleration devices in any likely
combination of positions.
(5) Representative weights within the range for which certification
is requested; and
(6) 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 one 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.
(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 3kt/s.
(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 requirement must also be met in deceleration at 1kt/s up to
FBS (with and without alpha floor).
5.2 Characteristics in High Incidence Maneuvers
In lieu of Sec. 25.203: Characteristics in High Incidence.
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 shall be as follows:
(1) There shall not be any abnormal nose-up pitching.
(2) There shall 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 shall 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 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.
[[Page 75070]]
(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 shall 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
(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
[GRAPHIC] [TIFF OMITTED] TP19DE12.019
was obtained as defined in paragraph 3 must be demonstrated in straight
flight and in 30[deg] banked turns 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
(3) Engines idling
(4) Flaps and landing gear in any likely combination of positions
(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
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.
(3) Engines idling.
(4) Flaps and landing gear in any likely combination of positions.
(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) (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 shall be demonstrated in non icing and icing
conditions.
7. Alpha Floor
In icing and non icing conditions, the Alpha-floor setting must be
such that the airplane can be flown at the speeds and bank angles
specified in Sec. 25.143(h). It also must be shown that the alpha
floor setting does not interfere with normal maneuvering of the
airplane. In addition there must be no alpha-floor triggering unless
appropriate when the aircraft is flown in usual operational maneuvers
and in turbulence.
8. Proof of Compliance
We propose that the following requirement be made in addition to
those in Sec. 25.21(b):
(b) The flying qualities will be evaluated at the most unfavorable
CG position.
9. For These Regulations, Sec. Sec. 25.145(a), 25.145(b)(6) and
25.1323(d), We Propose the Following Requirements
Sec. 25.145(a) Vmin in lieu of ``stall identification''
Sec. 25.145(b)(6) Vmin in lieu of VSW
Sec. 25.1323(d) ``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
1. Define the stall speed as provided in SC 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) Take-off.
(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) (g) we propose the following
requirements, with additional sections (c') and (g'):
In lieu of Sec. 25.107(c) and (g) Take-off 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) In icing conditions with the ``take-off ice'' accretion defined
in Appendix C, V2 may not be less than--
(1) The V2 speed determined in non icing conditions
(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) In icing conditions with the ``Final take-off ice'' accretion
defined in 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. 25.121(b)(2)(ii)(A), Sec. 25.121(c)(2)(ii)(A),
Sec. 25.121(d)(2)(ii), we propose the following requirements:
In lieu of Sec. 25.121(b)(2)(ii)(A) Climb: One-engine inoperative:
(A) The V2 speed scheduled in non icing conditions does
not provide the maneuvering capability specified in Sec. 25.143(h) for
the take-off configuration; or
In lieu of Sec. 25.121(c)(2)(ii)(A) Climb: One-engine inoperative:
(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) Climb: One-engine inoperative:
(d)(2) The requirements of sub-paragraph (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) En-route flight paths:
(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
[[Page 75071]]
6. In lieu of Sec. 25.125(b)(2)(ii)(B), we propose paragraph Sec.
25.125(b)(2)(ii)(C) be removed and replaced by the following
requirements:
In lieu of Sec. 25.125(b)(2)(ii)(B) and Sec. 25.125(b)(2)(ii)(C)
Landing.
(B) A speed that provides the maneuvering capability specified in
Sec. 25.143(h) with the landing ice accretion defined in appendix C.
7. In lieu of, Sec. 25.143(j)(2)(i) we propose the following
requirements for controllability and maneuverability:
In lieu of Sec. 25.143(j)(2)(i) General.
(i) The airplane is controllable in a pull-up maneuver up to 1.5 g
load factor or lower if limited by AOA protection; and
8. In lieu of Sec. 25.207, Stall warning, to read as the
requirements defined in SC Part I., Section 4.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-30441 Filed 12-18-12; 8:45 am]
BILLING CODE 4910-13-P