36470 Federal Register / Vol. 80, No. 122 / Thursday, June 25, 2015 / Rules and Regulations 

flightcrew can turn the therapeutic 

oxygen system on and off from the flight 

deck to allow use at any point during 

the flight, and to preserve a sufficient 

remaining oxygen reserve, in the event 

therapeutic oxygen is used for medical 

purposes, to accommodate the 

passengers in the event of an emergency 

oxygen situation. 

The gaseous passenger oxygen system 

will be modified to accommodate 

additional supply cylinders and several 

therapeutic oxygen outlets located 

throughout the cabin. Each therapeutic 

outlet will provide a constant flow of 

oxygen at either 2 or 4 liters per minute. 

The flightcrew will be able to control 

the flow of therapeutic oxygen at any 

time during flight. Therapeutic oxygen 

systems previously have been certified, 

and were generally considered an 

extension of the passenger oxygen 

system for the purpose of defining the 

applicable regulations. As a result, the 

applicable regulations included those 

that applied to oxygen systems in 

general, or supplemental oxygen 

systems. 

Discussion 

No specific regulations address the 

design and installation of oxygen 

systems used specifically for therapeutic 

applications. Existing requirements, 

such as §§ 25.1309, 25.1441(b) and (c), 

25.1451, and 24.1453, in the Boeing 

Model 747–8 series airplanes 

certification basis applicable to this STC 

project, provide some design standards 

appropriate for oxygen system 

installations. However, additional 

design standards for systems 

supplementing the existing oxygen 

system are needed to complement the 

existing applicable requirements. The 

addition of equipment involved in this 

installation, and the unsafe conditions 

that can exist when the oxygen content 

of an enclosed area becomes too high 

because of system leaks, malfunction, or 

damage from external sources, make it 

necessary to ensure that adequate safety 

standards are applied to the design and 

installation of the oxygen system in 

Boeing Model 747–8 series airplanes. 

These potential hazards also necessitate 

development and application of 

appropriate additional design and 

installation standards. 

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. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–15–05–SC for the L–3 

Communications modifications to the 

Boeing Model 747–8 series airplanes 

was published in the Federal Register 

on April 30, 2015 (80 FR 24225). No 

comments were received, and the 

special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to Boeing 

Model 747–8 series airplanes. Should 

L–3 Communications apply at a later 

date for a supplemental type certificate 

to modify any other model included on 

Type Certificate No. A20WE to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to that model as well. 

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 L–3 

Communications modifications to 

Boeing Model 747–8 series airplanes is 

imminent, the FAA finds that good 

cause exists to make these special 

conditions effective upon publication. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

series of airplanes. 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. 

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 type 

certification basis for Boeing Model 

747–8 series airplanes as modified by L– 

3 Communications Integrated Systems. 

The distribution system for the 

therapeutic-oxygen system must be 

designed and installed as follows: 

When oxygen is supplied to 

passengers for both supplemental and 

therapeutic purposes, the distribution 

system must be designed for either— 

1. A source of supplemental supply 

for protection from hypoxia following a 

loss of cabin pressure, and a separate 

source for therapeutic purposes, or 

2. A common source of supply, with 

means to separately reserve the 

minimum supply required by the 

passengers for supplemental use 

following a loss of cabin pressure. 

Issued in Renton, Washington, on June 17, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–15546 Filed 6–24–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–0426; Special 

Conditions No. 25–576–SC] 

Special Conditions: Bombardier 

Aerospace Incorporated, Models BD– 

500–1A10 and BD–500–1A11 Series 

Airplanes; Electronic Flight-Control 

System (EFCS): Pitch-and RollLimiting Functions 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Bombardier Aerospace 

Model BD–500–1A10 and BD–500– 

1A11 series airplanes. These airplanes 

will have a novel or unusual design 

feature associated with a fly-by-wire 

EFCS that limits pitch- and roll-limiting 

functions to prevent the airplane from 

attaining certain pitch attitudes and roll 

angles. This system generates the actual 

surface commands that provide for 

stability augmentation and flight control 

for all three airplane axes (longitudinal, 

lateral, and directional). 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. 

DATES: Effective July 27, 2015. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Standardization Branch, 

ANM–111 Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On December 10, 2009, Bombardier 

Aerospace applied for a type certificate 

for their new Model BD–500–1A10 and 


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Federal Register / Vol. 80, No. 122 / Thursday, June 25, 2015 / Rules and Regulations 36471 

BD–500–1A11 series airplanes (hereafter 

collectively referred to as ‘‘CSeries’’). 

Bombardier later applied for, and was 

granted, an extension of time for the 

type certificate, which changed the 

effective application date to December 

31, 2011. The CSeries airplanes are 

swept-wing monoplanes with an 

aluminum alloy fuselage, sized for 5- 

abreast seating. Passenger capacity is 

110 for the Model BD–500–1A10 and 

125 for the Model BD–500–1A11. The 

airplanes are powered by two 

underwing Pratt and Whitney PW1524G 

ultra-high bypass, geared, turbofan 

engines. Maximum takeoff weight is 

131,000 pounds for the Model BD–500– 

1A10 and 144,000 pounds for the Model 

BD–500–1A11. The CSeries airplanes 

will have a fly-by-wire EFCS. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Bombardier Aerospace must show that 

the CSeries airplane meets the 

applicable provisions of part 25, as 

amended by Amendments 25–1 through 

25–129. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Bombardier CSeries airplanes 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 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, these special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Bombardier CSeries 

airplane must comply with the fuel-vent 

and exhaust-emission requirements of 

14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. The FAA must issue a finding 

of regulatory adequacy under § 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 § 11.38, and they become part of 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Bombardier CSeries airplane will 

incorporate the following novel or 

unusual design feature: Fly-by-wire 

EFCS that will limit pitch and roll 

functions to prevent the airplane from 

attaining certain pitch attitudes and roll 

angles greater than plus or minus 65 

degrees, and positive spiral stability 

introduced for roll angles greater than 

30 degrees at speeds below VMO/MMO. 

This system generates the actual surface 

commands that provide for stability 

augmentation and flight control for all 

three airplane axes (longitudinal, lateral, 

and directional). 

Discussion 

Part 25 does not specifically relate to 

flight characteristics associated with 

fixed attitude limits. Bombardier 

proposes to implement on the CSeries 

airplanes pitch and roll attitude-limiting 

functions via the EFCS normal mode. 

This will prevent the airplane from 

attaining certain pitch attitudes and roll 

angles greater than plus or minus 65 

degrees. In addition, positive spiral 

stability, introduced for roll angles 

greater than 30 degrees at speeds below 

VMO/MMO, and spiral stability 

characteristics, must not require 

excessive pilot strength to achieve bank 

angles up to the bank-angle limit. 

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. 

Discussion of Comments 

Notice of proposed special conditions 

no. 25–15–02–SC for the Bombardier 

Model BD–500–1A10 and BD–500– 

1A11 series airplanes was published in 

the Federal Register on February 27, 

2015 (80 FR 10632). No substantive 

comments were received, and the 

special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the 

Bombardier CSeries airplane. Should 

Bombardier Aerospace apply later for a 

change to the type certificate to include 

another model incorporating the same 

or similar novel or unusual design 

feature, these special conditions would 

apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on 

Bombardier CSeries airplanes. 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 Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the typecertification basis for the Bombardier 

CSeries airplanes. 

In addition to § 25.143, the following 

requirements apply to the EFCS pitchand roll-limiting functions: 

1. The pitch-limiting function must 

not impede normal maneuvering for 

pitch angles up to the maximum 

required for normal maneuvering, 

including a normal, all-enginesoperating takeoff, plus a suitable margin 

to allow for satisfactory speed control. 

2. The pitch- and roll-limiting 

functions must not restrict or prevent 

attaining pitch attitudes necessary for 

emergency maneuvering, or roll angles 

up to 65 degrees. Spiral stability, which 

is introduced above 30 degrees roll 

angle, must not require excessive pilot 

strength to achieve these roll angles. 

Other protections, which further limit 

the roll capability under certain extreme 

angle-of-attack, attitude, or high-speed 

conditions, are acceptable, as long as 

they allow at least 45 degrees of roll 

capability. 

3. A lower limit of roll is acceptable 

beyond the overspeed warning if it is 

possible to recover the airplane to the 

normal flight envelope without undue 

difficulty or delay. 

Issued in Renton, Washington, on June 17, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–15545 Filed 6–24–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0426; Directorate 

Identifier 2013–NM–231–AD; Amendment 

39–18186; AD 2015–12–11] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

Correction 

In rule document 2015–14703 

beginning on page 34827 in the issue of 

Thursday, June 18, 2015 make the 

following correction: 

1. On page 34827, in the second 

column, in the SUMMARY section, in 


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