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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

CFR Citation: 14 CFR Part 23

Docket ID: [Docket No. CE195; Special Conditions No. 23-135-SC]

NOTICE: NOTICES

ACTION: Airworthiness standards:

DOCUMENT ACTION: Final special conditions; request for comments.

SUBJECT CATEGORY: Special Conditions: Adam Aircraft Industries; Model A500 CarbonAero Airplane, Installation of Full Authority Digital Engine Control (FADEC) System and the Protection of the System From the Effects of High Intensity Radiated Fields (HIRF)

DATES: The effective date of these special conditions is December 30, 2002. Comments must be received on or before February 24, 2003.

DOCUMENT SUMMARY: These special conditions are issued for the Adam Aircraft Industries Model A500 CarbonAero airplane. This airplane will have a novel or unusual design feature(s) associated with the installation of an engine that uses an electronic engine control system in place of the engine's mechanical system. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards.

SUMMARY: Special conditions—; Adam Aircraft Industries Model A500 CarbonAero airplane,

SUPPLEMENTAL 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 design approval 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 Docket No. CE195.'' The postcard will be date stamped and returned to the commenter.

Background

On March 23, 2001, Adam Aircraft Industries applied for a type certificate for their new Model A500 CarbonAero. The Model A500 CarbonAero is powered by two reciprocating engines equipped with electronic engine control systems with full authority capability in place of the hydromechanical control systems.

Type Certification Basis

Under the provisions of 14 CFR part 21, Sec. 21.17, Adam Aircraft Industries must show that the Model A500 CarbonAero meets the applicable provisions of 14 CFR part 23, as amended by Amendments 231 through 2354, Federal Aviation Regulations part 36 with amendments effective on the date of certification, and any special conditions found necessary.

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 Model A500 CarbonAero because of a novel or unusual design feature, special conditions are prescribed under the provisions of Sec. 21.16.

In addition to the applicable airworthiness regulations and special conditions, the Model A500 CarbonAero 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 pursuant to Sec. 611 of Public Law 92 574, the ``Noise Control Act of 1972.''

Special conditions, as appropriate, as defined in 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 Model A500 CarbonAero will incorporate the following novel or unusual design features:

The Model A500 CarbonAero airplane will use an engine that includes an electronic control system with full engine authority capability.

Many advanced electronic systems are prone to either upsets or damage, or both, at energy levels lower than analog systems. The increasing use of high power radio frequency emitters mandates requirements for improved high intensity radiated fields (HIRF) protection for electrical and electronic equipment. Since the electronic engine control system used on the Adam Aircraft Model A500 CarbonAero will perform critical functions, provisions for protection from the effects of HIRF should be considered and, if necessary, incorporated into the airplane design data. The FAA policy contained in Notice 8110.71, dated April 2, 1998, establishes the HIRF energy levels that airplanes will be exposed to in service. The guidelines set forth in this Notice are the result of an Aircraft Certification Service review of existing policy on HIRF, in light of the ongoing work of the Aviation Rulemaking Advisory Committee (ARAC) Electromagnetic Effects Harmonization Working Group (EEHWG). The EEHWG adopted a set of HIRF environment levels in November 1997 that were agreed upon by the FAA, JAA, and industry participants. As a result, the HIRF environments in this notice reflect the environment levels recommended by this working group.
[[Page 3581]]
This notice states that a FADEC is an example of a system that should address the HIRF environments.

Even though the control system will be certificated as part of the engine, the installation of an engine with an electronic control system requires evaluation due to the possible effects on or by other airplane systems (e.g., radio interference with other airplane electronic systems, shared engine and airplane power sources). The regulatory requirements in 14 CFR part 23 for evaluating the installation of complex systems, including electronic systems, are contained in Sec. 23.1309. However, when Sec. 23.1309 was developed, the use of electronic control systems for engines was not envisioned; therefore, the Sec. 23.1309 requirements were not applicable to systems certificated as part of the engine (reference Sec. 23.1309(f)(1)). Also, electronic control systems often require inputs from airplane data and power sources and outputs to other airplane systems (e.g., automated cockpit powerplant controls such as mixture setting). Although the parts of the system that are not certificated with the engine could be evaluated using the criteria of Sec. 23.1309, the integral nature of systems such as these makes it unfeasible to evaluate the airplane portion of the system without including the engine portion of the system. However, Sec. 23.1309(f)(1) again prevents complete evaluation of the installed airplane system since evaluation of the engine system's effects is not required.

Therefore, special conditions are proposed for the Adam Aircraft Model A500 CarbonAero airplane to provide HIRF protection and to evaluate the installation of the electronic engine control system for compliance with the requirements of Sec. 23.1309(a) through (e) at Amendment 2349.

Applicability

As discussed above, these special conditions are applicable to the Model A500 CarbonAero. Should Adam Aircraft Industries 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.

Conclusion

This action affects only certain novel or unusual design features on one model, Model A500 CarbonAero, of airplanes. It is not a rule of general applicability, and it affects only the applicant who applied to the FAA for approval of these features on the airplane.

Under standard practice, the effective date of final special conditions would be 30 days after the date of publication in the Federal Register; however, as the certification date for the Adam Aircraft Industries Model A500 CarbonAero is imminent, the FAA finds that good cause exists to make these special conditions effective upon issuance.
List of Subjects in 14 CFR Part 23

Aircraft, Aviation safety, Signs and symbols.

Citation

The authority citation for these special conditions is as follows:

Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and 21.17; and 14 CFR 11.38 and 11.19.

The Special Conditions

Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type certification basis for Adam Aircraft Industries Model A500 CarbonAero airplanes.

1. High Intensity Radiated Fields (HIRF) Protection. In showing compliance with 14 CFR part 21 and the airworthiness requirements of 14 CFR part 23, protection against hazards caused by exposure to HIRF fields for the full authority digital engine control system, which performs critical functions, must be considered. To prevent this occurrence, the electronic engine control system must be designed and installed to ensure that the operation and operational capabilities of this critical system are not adversely affected when the airplane is exposed to high energy radio fields.

At this time, the FAA and other airworthiness authorities are unable to precisely define or control the HIRF energy level to which the airplane will be exposed in service; therefore, the FAA hereby defines two acceptable interim methods for complying with the requirement for protection of systems that perform critical functions. (1) The applicant may demonstrate that the operation and operational capability of the installed electrical and electronic systems that perform critical functions are not adversely affected when the aircraft is exposed to the external HIRF threat environment defined in the following table:
Field strength (volts per meter) Frequency
Peak Average 10 kHz100 kHz...................................... 50 50 100 kHz500 kHz..................................... 50 50 500 kHz2 MHz....................................... 50 50 2 MHz30 MHz........................................ 100 100 30 MHz70 MHz....................................... 50 50 70 MHz100 MHz...................................... 50 50 100 MHz200 MHz..................................... 100 100 200 MHz400 MHz..................................... 100 100 400 MHz700 MHz..................................... 700 50 700 MHz1 GHz....................................... 700 100 1 GHz2 GHz......................................... 2000 200 2 GHz4 GHz......................................... 3000 200 4 GHz6 GHz......................................... 3000 200 6 GHz8 GHz......................................... 1000 200 8 GHz12 GHz........................................ 3000 300 12 GHz18 GHz....................................... 2000 200 18 GHz40 GHz....................................... 600 200 The field strengths are expressed in terms of peak rootmeansquare (rms) values.
(2) The applicant may demonstrate by a system test and analysis that the electrical and electronic systems that perform critical functions can withstand a minimum threat of 100 volts per meter peak electrical strength, without the benefit of airplane structural shielding, in the frequency range of 10 KHz to 18 GHz. When using this test to show compliance with the HIRF requirements, no credit is given for signal attenuation due to installation. Data used for engine certification may be used, when appropriate, for airplane

certification.

2. Electronic Engine Control System. The installation of the electronic engine control system must comply with the requirements of Sec. 23.1309(a) through (e) at Amendment 2346. The intent of this requirement is not to reevaluate the inherent hardware reliability of the control itself, but rather determine the effects, including environmental effects addressed in Sec. 23.1309(e), on the airplane systems and engine control system when installing the control on the airplane. When appropriate, engine certification data may be used when showing compliance with this requirement.

Issued in Kansas City, Missouri on December 30, 2002. James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 031664 Filed 12303; 8:45 am]
BILLING CODE 491013P

FOR FURTHER INFORMATION CONTACT Wes Ryan, Federal Aviation Administration, Aircraft Certification Service, Small Airplane Directorate, ACE111, 901 Locust, Room 301, Kansas City, Missouri 64106; 8163294127 fax 8163294090.