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Federal Register/Vol. 64, No. 229/Tuesday, November 30, 1999

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Federal Register/Vol. 64, No. 229/Tuesday, November 30, 1999 Federal Register / Vol. 64, No. 229 / Tuesday, November 30, 1999 / Rules and Regulations 66747 10. Control Surface Awareness accordance with the established (2) The brakes may not be used so as In addition to compliance with procedures for service operation. to cause excessive wear of brakes or §§ 25.143, 25.671, and 25.672, when a (4) The landing must be made without tires; and (3) Means other than wheel brakes flight condition exists where, without excessive vertical acceleration, tendency may be used if that meansÐ being commanded by the crew, control to bounce, nose over, ground loop, or porpoise. (i) Is safe and reliable; surfaces are coming so close to their (ii) Is used so that consistent results limits that return to the normal flight (5) The landings may not require exceptional piloting skill or alertness. can be expected in service; and envelope and (or) continuation of safe (iii) Is such that exceptional skill is flight requires a specific crew action, a 12. Landing Distances for Special not required to control the airplane. suitable flight control position Approaches to Short Field Landings (4) The average touchdown rate of annunciation shall be provided to the (a) In lieu of compliance with descent must not exceed 4 feet per crew, unless other existing indications § 25.125(a), the following applies: The second and the approach flight path are found adequate or sufficient to ¥ horizontal distance necessary to land angle must be no steeper than 3 prompt that action. and come to a complete stop from a degrees for a normal approach. Note: The term suitable also indicates an point 50 feet above the landing surface (c) Procedures must be established by appropriate balance between nuisance and must be determined (for each weight, the applicant for use in service that are necessary operation. altitude, wind, temperature, and runway consistent with those used to establish slope within the operational limits the performance data under this special 11. Steep Approach Air Distance established for the airplane) as follows: condition. These procedures must be able to be consistently executed in In lieu of compliance with § 25.125(a) (1) The airplane must be in the service by crews of average skill, and for steep approach landing distances, landing configuration. must include, as applicable, speed the following applies: (2) A stabilized approach, with a additives for turbulence and gusts for (a) The horizontal distance necessary calibrated airspeed of not less than V REF approaches with all engines operating to land and to come to a complete stop, or V , whichever is greater, must be MCL and with an engine failure on final including an airborne distance of no less maintained down to the 50 foot height. approach, and the use of thrust reversers than the greater of 500 feet or the V may not be less thanÐ REF on all operative engines during the distance resulting from the combination (i) 1.03 V ; SR0 landing rollout. of an aim point on the runway offset 300 (ii) 1.20 V with the operative SR0PWR (d) The procedures and performance feet from the runway threshold to be engines at the power or thrust setting for data established under this special used in operations plus the approach at the reference flight path condition must be furnished in the demonstrated 3σ touchdown dispersion angle; Airplane Flight Manual. distance from the touchdown aim point, (iii) The airspeed that provides an must be determined (at each weight for angle-of-attack margin to stall for not 13. Thrust for Landing Climb temperature, altitude, and wind within less than a 20 knot equivalent airspeed In lieu of compliance with § 25.119(a), the operational limits established by the vertical gust with all engines operating the following applies: The engines at the applicant for the airplane) as follows: at the power or thrust setting for power or thrust that is available eight (1) The airplane must be in the approach at the reference flight path seconds after initiation of movement of landing configuration. angle; the power or thrust controls to the go- (2) A stabilized approach, with a (iv) The airspeed that provides an around power or thrust setting from the calibrated airspeed of not less than VREF angle-of-attack margin to stall for not thrust level necessary to maintain a or VMCL, whichever is greater, must be less than a 15 knot equivalent airspeed stabilized approach at a flight path angle maintained down to the 50 foot height. vertical gust with the critical engine two degrees steeper than the desired VREF may not be less thanÐ inoperative at the power or thrust flight path angle. (i) 1.03 VSR0; setting for approach at the reference Issued in Renton, WA on November 17, (ii) 1.20 VSR0PWR with the operative flight path angle; and 1999. engines at the power or thrust setting for (v) A speed that provides the Vi L. Lipski, approach at the reference flight path maneuvering capability specified in angle; Acting Manager, Transport Airplane paragraph (k) of Special Condition 1. Directorate, Aircraft Certification Service. (iii) The airspeed that provides an (3) Changes in configuration, power or [FR Doc. 99±30891 Filed 11±29±99; 8:45 am] angle-of-attack margin to stall for not thrust, and speed, must be made in less than a 20 knot equivalent airspeed accordance with the established BILLING CODE 4910±13±U vertical gust with all engines operating procedures for service operation. at the power or thrust setting for (4) The landing must be made without DEPARTMENT OF TRANSPORTATION approach at the reference flight path excessive vertical acceleration, tendency angle; to bounce, nose over, ground loop, or Federal Aviation Administration (iv) The airspeed that provides an porpoise. angle-of-attack margin to stall for not (5) The landings may not require 14 CFR Part 39 less than a 15 knot equivalent airspeed exceptional piloting skill or alertness. [Docket No. 98±CE±87±AD; Amendment 39± vertical gust with the critical engine (b) In lieu of compliance with 11434; AD 99±24±10] inoperative at the power or thrust § 25.125(b), the following applies: For setting for approach at the reference land planes, the landing distance on RIN 2120±AA64 flight path angle; and land must be determined on level, Airworthiness Directives; Precise (v) A speed that provides the smooth, dry and wet, hard-surfaced Flight, Inc. Model SVS III Standby maneuvering capability specified in runways. In additionÐ Vacuum Systems paragraph (k) of Special Condition 1. (1) The pressures on the wheel (3) Changes in configuration, power or braking systems may not exceed those AGENCY: Federal Aviation thrust, and speed, must be made in specified by the brake manufacturer; Administration, DOT. VerDate 29-OCT-99 23:11 Nov 29, 1999 Jkt 190000 PO 00000 Frm 00039 Fmt 4700 Sfmt 4700 E:\FR\FM\30NOR1.XXX pfrm11 PsN: 30NOR1 66748 Federal Register / Vol. 64, No. 229 / Tuesday, November 30, 1999 / Rules and Regulations ACTION: Final rule. supplemental type certificate (STC) or system to accomplish the actions, and through field approval was published in that the average labor rate is SUMMARY: This amendment adopts a the Federal Register as a notice of approximately $60 an hour. Based on new airworthiness directive (AD) that proposed rulemaking (NPRM) on July 7, these figures, the total cost impact of applies to all aircraft equipped with 1999 (64 FR 36618). The NPRM this AD on U.S. operators is estimated Precise Flight, Inc. Model SVS III proposed to require incorporating to be $1,800,000, or $180 per airplane. standby vacuum systems installed in revised operating limitations for the These figures only take into account accordance with the applicable affected standby vacuum systems into the costs of the initial inspection and supplemental type certificate (STC) or the airplane flight manual (AFM), and initial functional test of the standby through field approval. This AD repetitively inspecting the push-pull vacuum systems; subsequent requires incorporating revised operating cable, vacuum lines, saddle fittings, and inspections and functional tests and any limitations for the affected standby shuttle valve for correct installation and vacuum systems into the airplane flight damage (wear, chafing, deterioration, corrective actions are not included in manual (AFM), and repetitively etc.). The NPRM also proposed to the cost impact. The FAA has no way inspecting the push-pull cable, vacuum require immediately correcting any of determining the number of repetitive lines, saddle fittings, and shuttle valve discrepancy found and conducting a inspections and functional tests each for correct installation and damage function test of the vacuum system after airplane owner/operator will incur over (wear, chafing, deterioration, etc.). This each inspection. the life of an airplane incorporating one AD also requires immediately correcting The NPRM was the result of reports of the affected standby vacuum systems. any discrepancy found and conducting of shuttle valve failure and standby The FAA also has no way of a function test of the vacuum system vacuum system malfunction on aircraft. determining the number of standby after the inspections. This AD is the Interested persons have been afforded vacuum systems that will require result of reports of shuttle valve failure an opportunity to participate in the corrective action based on the and standby vacuum system making of this amendment. No inspection results. malfunction on aircraft. The actions comments were received on the Regulatory Impact specified by this AD are intended to proposed rule or the FAA's detect and correct problems with the determination of the cost to the public. This rule does not have Federalism standby vacuum system before failure or The FAA's Determination implications as defined in Executive malfunction and to provide operating Order No.
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