[Federal Register: April 27, 2004 (Volume 69, Number 81)]
[Rules and Regulations]
[Page 22717-22720]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27ap04-1]
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Rules and Regulations
Federal Register
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[[Page 22717]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE205; Special Conditions No. 23-145-SC]
Special Conditions: Cessna Aircraft Company, Model 525B-CJ3
Airplane; Flight Performance, Flight Characteristics, and Operating
Limitations
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the Cessna Aircraft
Company, Model 525B-CJ3 airplane. This airplane will have a novel or
unusual design feature(s) associated with turbofan engines, engine
location, and certain performance characteristics necessary for this
type of airplane. The applicable airworthiness regulations do not
contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to the airworthiness standards applicable to
these airplanes.
DATES: The effective date of these special conditions is April 16,
2004. Comments must be received on or before May 27, 2004.
ADDRESSES: Comments on these special conditions may be mailed in
duplicate to: Federal Aviation Administration, Regional Counsel, ACE-7,
Attention: Rules Docket CE205, 901 Locust, Room 506, Kansas City,
Missouri 64106; or delivered in duplicate to the Regional Counsel at
the above address. Comments must be marked: CE205. Comments may be
inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Lowell Foster, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri, 816-
329-4125, fax 816-329-4090.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the approval
design 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.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
regulatory docket or special condition number and be submitted in
duplicate to the address specified above. All communications received
on or before the closing date for comments will be considered by the
Administrator. The special conditions may be changed in light of the
comments received. All comments received will be available in the Rules
Docket for examination by interested persons, both before and after the
closing date for comments. A report summarizing each substantive public
contact with FAA personnel concerning this rulemaking will be filed in
the docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to CE205.'' The postcard will be date stamped and returned
to the commenter.
Background
On August 4, 2003, Cessna Aircraft Company applied for a type
certificate for their new Model 525B. The Model No. 525B is a
derivative of the Model 525A and is a commuter category airplane with
unique turbofan engines, engine location, and certain performance
characteristics necessary for this type of airplane.
Type Certification Basis
Under the provisions of 14 CFR, part 21, Sec. 21.17, Cessna
Aircraft Company must show that the Model 525B meets the applicable
provisions of part 23, as amended by Amendment 23-1 through 23-54
thereto. If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR, part 23) do not contain adequate or
appropriate safety standards for the Cessna Model 525B because of a
novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, the special conditions would also apply to the
other model under the provisions of Sec. 21.101(a)(1).
Novel or Unusual Design Features
The Cessna Model 525B will incorporate the following novel or
unusual design features: Two aft mounted Williams International FJ44-3A
turbofan engines rated at 2,780 pounds of thrust with a Full Authority
Digital Engine Control (FADEC) system and other performance
characteristics that were not envisioned by the regulations when the
Model 525 was originally certificated.
Applicability
As discussed above, these special conditions are applicable to the
Cessna Model 525B. Should Cessna Aircraft Company 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 under the provisions of
Sec. 21.101(a)(1).
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability and
affects only the
[[Page 22718]]
applicant who applied to the FAA for approval of these features on the
airplane.
The substance of these special conditions have been subjected to
the notice and comment period in several prior instances and have been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. For this reason, and 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 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.17; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for the Cessna Model 525B airplanes.
1. SC 23.51, Takeoff Speeds
Instead of compliance with Sec. 23.51, the following apply:
(a) V1 must be established in relation to VEF
as follows:
(1) VEF is the calibrated airspeed at which the critical
engine is assumed to fail. VEF must be selected by the
applicant, but may not be less than VMCG determined under
Sec. 23.149(f).
(2) V1, in terms of calibrated airspeed, is the takeoff
decision speed selected by the applicant; however, VI may
not be less than VEF plus the speed gained with the critical
engine inoperative during the time interval between the instant at
which the critical engine fails and the instant at which the pilot
recognizes and reacts to the engine failure, as indicated by the
pilot's application of the first retarding means during the accelerate-
stop test.
(b) V2 min, in terms of calibrated airspeed, may not be
less than--
(1) 1.2 VS1;
(2) 1.10 times VMC established under Sec. 23.149.
(c) V2, in terms of calibrated airspeed, must be
selected by the applicant to provide at least the gradient of climb
required by special condition SC 23.67, but it may not be less than--
(1) V2 min; and
(2) VR plus the speed increment attained (in accordance
with Sec. 23.57) before reaching a height of 35 feet above the takeoff
surface.
(d) VMU is the calibrated airspeed at, and above, which
the airplane can safely lift off the ground and continue the takeoff.
VMU speeds must be selected by the applicant throughout the
range of thrust-to-weight ratios to be certified. These speeds may be
established from free-air data if these data are verified by ground
takeoff tests.
(e) VR, in terms of calibrated airspeed, must be
selected in accordance with the conditions of subparagraphs (1) through
(4) of this section.
(1) VR may not be less than--
(i) V1;
(ii) 105 percent of VMC;
(iii) The speed (determined in accordance with Sec. 23.57(c)(2))
that allows reaching V2 before reaching a height of 35 feet
above the takeoff surface; or
(iv) A speed that, if the airplane is rotated at its maximum
practicable rate, will result in a VLOF of not less than 110
percent of VMU in the all-engines-operating condition and
not less than 105 percent of VMU determined at the thrust-
to-weight ratio corresponding to the one-engine-inoperative condition.
(2) For any given set of conditions (such as weight, configuration,
and temperature), a single value of VR, obtained in
accordance with this section, must be used to show compliance with both
the one-engine-inoperative and the all-engines-operating takeoff
provisions.
(3) It must be shown that the one engine-inoperative takeoff
distance, using a rotation speed of 5 knots less than VR,
established in accordance with subparagraphs (1) and (2) of this
section, does not exceed the corresponding one engine-inoperative
takeoff distance using the established VR. The takeoff
distances must be determined in accordance with Sec. 23.59(a)(2).
(4) Reasonably expected variations in service from the established
takeoff procedures for the operation of the airplane (such as over-
rotation of the airplane and out-of-trim conditions) may not result in
unsafe flight characteristics or in marked increases in the scheduled
takeoff distances established in accordance with Sec. 23.59.
(f) VLOF is the calibrated airspeed at which the
airplane first becomes airborne.
2. SC 23.63, Climb: General
Instead of compliance with Sec. 23.63(a) and Sec. 23.63(d)(1),
the following apply:
(a) Compliance with the requirements of Sec. 23.65, Sec. 23.66,
Sec. 23.67, special condition SC 23.67, Sec. 23.69, and Sec. 23.77
must be shown--
(1) Out of ground effect; and
(2) At speeds that are not less than those at which compliance with
the powerplant cooling requirements of Sec. 23.1041 to Sec. 23.1047
has been demonstrated; and
(3) Unless otherwise specified, with one engine inoperative, at a
bank angle not exceeding 5 degrees.
(d)(1) Sections 23.67(c)(1), 23.67(c)(3), and special condition SC
23.67 for takeoff; and
3. SC 23.67, Climb: One Engine Inoperative
Instead of compliance with Sec. 23.67(c)(2), the following
applies:
(c)(2) Takeoff; landing gear retracted. In the takeoff
configuration existing at the point of the flight path at which the
landing gear is fully retracted and in the configuration used in Sec.
23.57 without ground effect, the steady gradient of climb may not be
less than 2.4 percent at V2, and with--
(i) The critical engine inoperative;
(ii) The remaining engine at the takeoff thrust available at the
time the landing gear is fully retracted, determined under Sec. 23.57,
unless there is a more critical power operating condition existing
along the flight path but before the point where the airplane reaches a
height of 400 feet above the takeoff surface; and;
(iii) The weight equal to the weight existing when the airplane's
landing gear is fully retracted, determined under Sec. 23.57.
4. SC 23.149, Minimum Control Speed
(d) The requirement to comply with Sec. 23.149(d) is deleted.
(f) The requirement to comply with Sec. 23.149(f) is not optional
to the applicant, but is required to show compliance with special
condition SC 23.51.
5. SC 23.161, Trim
In addition to the requirements of Sec. 23.161(c), the airplane
must maintain longitudinal trim during the following:
(c)(1) A climb with--
(iii) Maximum continuous power at a speed not more than 1.4
VS1, with the landing gear retracted, and the flaps
retracted, and
[[Page 22719]]
(iv) Maximum continuous power at a speed not more than 1.4
VS1, with the landing gear retracted, and the flaps in the
takeoff position(s).
6. SC 23.173, Static Longitudinal Stability
Instead of compliance with Sec. 23.173(c), the following applies:
(c) The average gradient of the stable slope of the stick force
versus speed curve may not be less than 1 pound for each 6 knots of
calibrated airspeed.
7. SC 23.177, Static Directional and Lateral Stability
Instead of compliance with Sec. 23.177, the following apply:
(a) The static directional stability (as shown by the tendency to
recover from a skid with the rudder free) must be positive for any
landing gear and flap position, and for any symmetrical power condition
at speeds from 1.2 VS1 up to VFE, VLE
or VFC/MFC (as appropriate).
(b) The static lateral stability (as shown by the tendency to raise
the low wing in a sideslip with the aileron controls free and for any
landing gear position and flap position, and for any symmetrical power
conditions) may not be negative at any airspeed (except speeds higher
than VFE or VLE, when appropriate) in the
following airspeed ranges:
(1) From 1.2 VS1 to VMO/MMO;
(2) From VMO/MMO to VFC/
MFC unless the Administrator finds the divergence is--
(i) Gradual;
(ii) Easily recognizable by the pilot; and
(iii) Easily controllable by the pilot.
(c) In straight, steady, sideslips (unaccelerated forward slips)
the aileron and rudder control movements and forces must be
substantially proportional to the angle of the sideslip. The factor of
proportionality must lie between limits found necessary for safe
operation throughout the range of sideslip angles appropriate to the
operation of the airplane. At greater angles, up to the angle at which
full rudder control is used or when a rudder pedal force of 180 pounds
is obtained, the rudder pedal forces may not reverse and increased
rudder deflection must produce increased angles of sideslip. Unless the
airplane has a yaw indicator, there must be enough banks accompanying
side slipping to clearly indicate any departure from steady unyawed
flight.
8. SC 23.201, Wings Level Stall
Instead of compliance with Sec. 23.201(d) and (e), the following
apply:
(d) During the entry into and the recovery from the maneuver, it
must be possible to prevent more than approximately 20 degrees of roll
and approximately 15 degrees of yaw by the normal use of the controls.
(e) Compliance with the requirements of this section must be shown
under the following conditions:
(1) The flaps, landing gear, and speed brakes in any likely
combination of positions and altitudes appropriate for the various
positions.
(2) Thrust--
(i) Idle; and
(ii) The thrust necessary to maintain level flight at 1.6
VS1 (where VS1 corresponds to the stalling speed
with flaps in the approach position, the landing gear retracted, and
maximum landing weight).
(3) Trim at 1.4 VS1 or the minimum trim speed, whichever
is higher.
(4) Representative weights within the range for which certification
is requested.
(5) The most adverse center of gravity for recovery.
9. SC 23.203, Turning Flight and Accelerated Turning Stalls
Instead of compliance with Sec. 23.203(c), the following apply:
(c) Compliance with the requirements of this section must be shown
under the following conditions:
(1) The flaps, landing gear, and speed brakes in any likely
combination of positions and altitudes appropriate for the various
positions.
(2) Thrust--
(i) Idle; and
(ii) The thrust necessary to maintain level flight at 1.6
VS1 (where VS1 corresponds to the stalling speed
with flaps in the approach position, the landing gear retracted, and
maximum landing weight).
(3) Trim at 1.4 VS1 or the minimum trim speed, whichever
is higher.
(4) Representative weights within the range for which certification
is requested.
(5) The most adverse center of gravity for recovery.
10. SC 23.251, Vibration and Buffeting
Instead of compliance with Sec. 23.251, the following apply:
(a) The airplane must be demonstrated in flight to be free from any
vibration and buffeting that would prevent continued safe flight in any
likely operating condition.
(b) Each part of the airplane must be shown in flight to be free
from excessive vibration under any appropriate speed and thrust
conditions up to VDF/MDF. The maximum speeds
shown must be used in establishing the operating limitations of the
airplane in accordance with special condition SC 23.1505.
(c) Except as provided in paragraph (d) of this special condition,
there may be no buffeting condition, in normal flight, including
configuration changes during cruise, severe enough to interfere with
the control of the airplane, to cause excessive fatigue to the crew, or
to cause structural damage. Stall warning buffeting within these limits
is allowable.
(d) There may be no perceptible buffeting condition in the cruise
configuration in straight flight at any speed up to VMO/
MMO, except that stall warning buffeting is allowable.
(e) With the airplane in the cruise configuration, the positive
maneuvering load factors at which the onset of perceptible buffeting
occurs must be determined for the ranges of airspeed or Mach number,
weight, and altitude for which the airplane is to be certified. The
envelopes of load factor, speed, altitude, and weight must provide a
sufficient range of speeds and load factors for normal operations.
Probable inadvertent excursions beyond the boundaries of the buffet
onset envelopes may not result in unsafe conditions.
11. SC 23.253, High Speed Characteristics
Instead of compliance with Sec. 23.253, the following apply:
(a) Speed increase and recovery characteristics. The following
speed increase and recovery characteristics must be met:
(1) Operating conditions and characteristics likely to cause
inadvertent speed increases (including upsets in pitch and roll) must
be simulated with the airplane trimmed at any likely cruise speed up to
VMO/MMO. These conditions and characteristics
include gust upsets, inadvertent control movements, low stick force
gradient in relation to control friction, passenger movement, leveling
off from climb, and descent from Mach to airspeed limit altitudes.
(2) Allowing for pilot reaction time after effective inherent or
artificial speed warning occurs, it must be shown that the airplane can
be recovered to a normal attitude and its speed reduced to
VMO/MMO, without--
(i) Exceptional piloting strength or skill;
(ii) Exceeding VD/MD or VDF/
MDF, or the structural limitations; and
(iii) Buffeting that would impair the pilot's ability to read the
instruments or control the airplane for recovery.
(3) There may be no control reversal about any axis at any speed up
to VDF/MDF. Any reversal of elevator control
force or tendency of the airplane to pitch, roll, or yaw must be mild
and
[[Page 22720]]
readily controllable, using normal piloting techniques.
(b) Maximum speed for stability characteristics, VFC/
MFC. VFC/MFC is the maximum speed at
which the requirements of Sec. 23.175(b)(2), special condition SC
23.177, and Sec. 23.181 must be met with flaps and landing gear
retracted. It may not be less than a speed midway between
VMO/MMO and VDF/MDF except
that, for altitudes where Mach number is the limiting factor,
MFC need not exceed the Mach number at which effective speed
warning occurs.
12. SC 23.1505, Airspeed Limitations
Instead of compliance with Sec. 23.1505, the following applies:
The maximum operating limit speed (VMO/MMO-
airspeed or Mach number, whichever is critical at a particular
altitude) is a speed that may not be deliberately exceeded in any
regime of flight (climb, cruise, or descent), unless a higher speed is
authorized for flight test or pilot training operations.
VMO/MMO must be established so that it is not
greater than the design cruising speed VC/MC and
so that it is sufficiently below VD/MD or
VDF/MDF, to make it highly improbable that the
latter speeds will be inadvertently exceeded in operations. The speed
margin between VMO/MMO and VD/
MD or VDF/MDF may not be less than
that determined under Sec. 23.335(b) or found necessary in the flight
test conducted under special condition SC 23.253.
13. SC 23.1545, Airspeed Indicator
Instead of compliance with Sec. 23.1545, the following applies:
The following markings must be made on each airspeed indicator:
A maximum allowable airspeed indication showing the variation of
VMO/MMO with altitude or compressibility
limitations (as appropriate), or a radial red line marking for
VMO/MMO must be made at the lowest value of
VMO/MMO established for any altitude up to the
maximum operating altitude for the airplane.
14. SC 23.1583, Operating Limitations
Instead of compliance with Sec. 23.1583(a)(1), (a)(2), and
(c)(4)(i) respectively, the following apply:
(a)(1) Information necessary for the marking of the airspeed limits
on the airspeed indicator as required in special condition SC 23.1545,
and the significance of each of those limits and of the color-coding
used on the airspeed indicator.
(a)(2) The speeds VMC, VO, VLE,
VFE, VLO, if established, and their significance.
(c)(4)(i) The airplane complies with the requirements of special
condition SC 23.63; and
15. SC 23.1585, Operating procedures
(c)(3) The requirement to comply with Sec. 23.1585(c)(3) is
deleted.
Issued in Kansas City, Missouri on April 16, 2004.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-9514 Filed 4-26-04; 8:45 am]
BILLING CODE 4910-13-P