Federal Register / Vol. 78, No. 244 / Thursday, December 19, 2013 / Rules and Regulations 76731 

(b) * * * 

(7) Funding a Charitable Donation 

Account pursuant to § 721.3(b) of this 

chapter. 

PART 721—INCIDENTAL POWERS 

■ 3. The authority citation for part 721 

continues to read as follows: 

Authority: 12 U.S.C. 1757(17), 1766, 1789. 

■ 4. Amend § 721.3 to redesignate 

paragraph (b) as paragraph (b)(1) and to 

add paragraph (b)(2) to read as follows: 

§ 721.3 What categories of activities are 

preapproved as incidental powers 

necessary or requisite to carry on a credit 

union’s business? 

* * * * * 

(b) * * * 

(2) Charitable donation accounts. A 

charitable donation account (CDA) is a 

hybrid charitable and investment 

vehicle, satisfying the conditions in 

paragraphs (b)(2)(i) through (vii) of this 

section, that you may fund as a means 

to provide charitable contributions and 

donations to qualified charities. If you 

fund a CDA that satisfies all of the 

conditions in paragraphs (b)(2)(i) 

through (vii) of this section, then you 

may do so free from the investment 

limitations of the Federal Credit Union 

Act and part 703 of this chapter. 

(i) Maximum aggregate funding. The 

book value of your investments in all 

CDAs, in the aggregate, as carried on 

your statement of financial condition 

prepared in accordance with generally 

accepted accounting principles, must be 

limited to 5 percent of your net worth 

at all times for the duration of the 

accounts, as measured every quarterly 

Call Report cycle. This means that 

regardless of how many CDAs you 

invest in, the combined book value of 

all such investments must not exceed 5 

percent of your net worth. You must 

bring your aggregate accounts into 

compliance with the maximum 

aggregate funding limit within 30 days 

of any breach of this limit. 

(ii) Segregated account. The assets of 

a CDA must be held in a segregated 

custodial account or special purpose 

entity and must be specifically 

identified as a CDA. 

(iii) Regulatory oversight. If you 

choose to establish a CDA using a trust 

vehicle, the trustee must be regulated by 

the Office of the Comptroller of the 

Currency (OCC), the U.S. Securities and 

Exchange Commission (SEC), another 

federal regulatory agency, or a state 

financial regulatory agency. A regulated 

trustee or other person or entity that is 

authorized to make investment 

decisions for a CDA (manager), other 

than the credit union itself, must be 

either a Registered Investment Adviser 

or regulated by the OCC. 

(iv) Account documentation and other 

written requirements. The parties to the 

CDA, typically the funding credit union 

and trustee or other manager of the 

account, must document the terms and 

conditions controlling the account in a 

written agreement. The terms of the 

agreement must be consistent with this 

section. Your board of directors must 

adopt written policies governing the 

creation, funding, and management of a 

CDA that are consistent with this 

section, must review the policies 

annually, and may amend them from 

time to time. Your CDA agreement and 

policies must at a minimum: 

(A) Provide that the CDA will make 

charitable contributions and donations 

only to charities you name therein that 

are exempt from taxation under section 

501(c)(3) of the Internal Revenue Code; 

(B) Document the investment 

strategies and risk tolerances the CDA 

trustee or other manager must follow in 

administering the account; 

(C) Provide that you will account for 

all aspects of the CDA, including 

distributions to charities and liquidation 

of the account, in accordance with 

generally accepted accounting 

principles; and 

(D) Indicate the frequency with which 

the trustee or manager of the CDA will 

make distributions to qualified charities 

as provided in paragraph (b)(2)(v) of this 

section; 

(v) Minimum distribution to charities. 

You are required to distribute to one or 

more qualified charities, no less 

frequently than every 5 years, and upon 

termination of a CDA regardless of the 

length of its term, a minimum of 51 

percent of the account’s total return on 

assets over the period of up to 5 years. 

Other than upon termination, you may 

choose how frequently CDA 

distributions to charity will be made 

during each period of up to 5 years. For 

example, you may choose to make 

periodic distributions over a period of 

up to 5 years, or only a single 

distribution as required at the end of 

that period. You may choose to donate 

in excess of the minimum distribution 

frequency and amount; 

(vi) Liquidation of assets upon CDA 

termination. Upon termination of the 

CDA, you may receive a distribution of 

the remaining account assets in cash or 

you may receive a distribution in kind 

of the remaining account assets but only 

if those assets are permissible 

investments for federal credit unions 

under the Federal Credit Union Act and 

part 703 of this chapter; and 

(vii) Definitions. For purposes of this 

section, the following definitions apply: 

(A) Distribution in kind is your 

acceptance of remaining CDA assets, 

upon termination of the account, in 

their original form instead of in cash 

resulting from the liquidation of the 

assets. 

(B) Qualified charity is a charitable 

organization or other non-profit entity 

recognized as exempt from taxation 

under section 501(c)(3) of the Internal 

Revenue Code. 

(C) Registered Investment Adviser is 

an investment adviser registered with 

the SEC pursuant to the Investment 

Advisers Act of 1940. 

(D) Total return is the actual rate of 

return on all investments in a CDA over 

a given period of up to 5 years, 

including realized interest, capital 

gains, dividends, and distributions, but 

exclusive of account fees and expenses 

provided they were not paid to the 

credit union that established the CDA or 

to any of its affiliates. 

(E) Affiliate is an entity in which the 

credit union has any ownership interest 

directly or indirectly. This would not 

apply to ownership due to the funding 

of employee benefits. 

* * * * * 

[FR Doc. 2013–30103 Filed 12–18–13; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0723; Special 

Conditions No. 25–511–SC] 

Special Conditions: Boeing Model 777– 

200, –300, and –300ER Series 

Airplanes; Rechargeable Lithium Ion 

Batteries and Battery Systems 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Boeing Model 777–200, 

–300, and –300ER series airplanes. 

These airplanes as modified by the 

ARINC Aerospace Company will have a 

novel or unusual design feature, 

specifically the installation of 

rechargeable lithium ion batteries and 

battery system that will be used on an 

International Communications Group 

(ICG) ePhone cordless cabin handset. 

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 


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76732 Federal Register / Vol. 78, No. 244 / Thursday, December 19, 2013 / Rules and Regulations 

equivalent to that established by the 

existing airworthiness standards. 

DATES: Effective Date: January 21, 2014. 

FOR FURTHER INFORMATION CONTACT: 

Nazih Khaouly, FAA, Airplane and 

Flight Crew Interface Branch, ANM– 

111, Transport Airplane Directorate, 

Aircraft Certification Service, 1601 Lind 

Avenue SW., Renton, Washington 

98057–3356; telephone 425–227–2432; 

facsimile 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On August 10, 2012, the ARINC 

Aerospace Company applied for a 

supplemental type certificate for 

installing equipment that uses 

rechargeable lithium ion batteries and 

battery systems in the Boeing Model 

777–200, –300, and –300ER series 

airplanes. The Model 777–200 series 

airplanes are long-range, wide-body, 

twin-engine jet airplanes with a 

maximum capacity of 440 passengers. 

The Boeing Model 777–300 and 777– 

300ER series airplanes have a maximum 

capacity of 550 passengers. The Model 

777–200, –300, and –300ER series 

airplanes have fly-by-wire controls, 

fully software-configurable avionics, 

and fiber-optic avionics networks. 

Existing airworthiness regulations did 

not anticipate the use of lithium ion 

batteries and battery systems on aircraft. 

Lithium ion batteries and battery 

systems have new hazards that were not 

contemplated when the existing 

regulations were promulgated. In Title 

14, Code of Federal Regulations (14 

CFR) 25.1353, the FAA provided an 

airworthiness standard for lead acid 

batteries and nickel cadmium batteries. 

These special conditions provide an 

equivalent level of safety as that of the 

existing regulation. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, the ARINC Aerospace Company 

must show that the Boeing Model 777– 

200, –300, and –300ER series airplanes, 

as changed, continue to meet the 

applicable provisions of the regulations 

incorporated by reference in Type 

Certificate No. T00001SE or the 

applicable regulations in effect on the 

date of application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate No. T00001SE are as follows: 

Part 25, as amended by Amendments 

25–1 through 25–82, except for 

§ 25.571(e)(1), which remains at 

Amendment 25–71 level. In addition, 

the certification basis includes special 

conditions and exemptions that are not 

relevant to these special conditions. 

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 Boeing Model 777–200, –300, 

and –300ER series 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 applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate to incorporate the 

same or similar novel or unusual design 

feature, the special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 777–200, 

–300, and –300ER series airplanes must 

comply with the fuel-vent and exhaustemission requirements of 14 CFR part 

34, and the noise-certification 

requirements of 14 CFR part 36. 

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 

§ 21.101. 

Novel or Unusual Design Features 

The Boeing Model 777–200, –300, and 

–300ER series airplanes will incorporate 

the following novel or unusual design 

features: An International 

Communications Group (ICG) ePhone 

cordless cabin handset that will use a 

rechargeable lithium ion battery and 

battery system. Lithium ion batteries 

and battery systems have certain failure, 

operational, and maintenance 

characteristics that differ significantly 

from those of the nickel cadmium and 

lead acid rechargeable batteries. 

Rechargeable lithium ion batteries and 

battery systems are considered to be a 

novel or unusual design feature in 

transport category airplanes, with 

respect to the requirements in § 25.1353. 

Discussion 

The current regulations governing 

installation of batteries in large 

transport category airplanes were 

derived from Civil Air Regulations 

(CAR) part 4b.625(d) as part of the recodification of CAR 4b that established 

14 CFR part 25 in February 1965. The 

new battery requirements, 

§ 25.1353(c)(1) through (c)(4), basically 

reworded the CAR requirements. 

Increased use of nickel cadmium 

batteries in small airplanes resulted in 

increased incidents of battery fires and 

failures which led to additional 

rulemaking affecting large transport 

category airplanes as well as small 

airplanes. On September 1, 1977 and 

March 1, 1978, respectively, the FAA 

issued § 25.1353(c)(5) and (c)(6), 

governing nickel cadmium battery 

installations on large transport-category 

airplanes. 

The proposed use of lithium ion 

batteries and battery systems for 

equipment and systems on the Boeing 

Model 777–200, –300, and –300ER 

series airplanes has prompted the FAA 

to review the adequacy of these existing 

regulations. Our review indicates that 

the existing regulations do not 

adequately address several failure, 

operational, and maintenance 

characteristics of lithium ion batteries 

and battery systems that could affect the 

safety and reliability of the airplanes 

with the ICG ePhone cordless cabin 

handset lithium ion battery 

installations. 

At present, there is limited experience 

with use of rechargeable lithium ion 

batteries and battery systems in 

applications involving commercial 

aviation. However, other users of this 

technology, ranging from wireless 

telephone manufacturers to the electric 

vehicle industry, have noted safety 

problems with lithium ion batteries and 

battery systems. These problems include 

overcharging, over-discharging, and 

flammability of cell components. 

1. Overcharging 

In general, lithium ion batteries and 

battery systems are significantly more 

susceptible to internal failures that can 

result in self-sustaining increases in 

temperature and pressure (i.e., thermal 

runaway) than their nickel cadmium or 

lead acid counterparts. This condition is 

especially true for overcharging, which 

causes heating and destabilization of the 

components of the cell, leading to the 

formation (by plating) of highly unstable 

metallic lithium. The metallic lithium 

can ignite, resulting in a self-sustaining 

fire or explosion. Finally, the severity of 

thermal runaway due to overcharging 

increases with increasing battery 

capacity due to the higher amount of 

electrolyte in large batteries. 

2. Over-Discharging 

Discharge of some types of lithium 

ion batteries and battery systems beyond 

a certain voltage (typically 2.4 volts) can 

cause corrosion of the electrodes of the 

cell, resulting in loss of battery capacity 

that cannot be reversed by recharging. 

This loss of capacity may not be 

detected by the simple voltage 

measurements commonly available to 


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Federal Register / Vol. 78, No. 244 / Thursday, December 19, 2013 / Rules and Regulations 76733 

flightcrews as a means of checking 

battery status—a problem shared with 

nickel cadmium batteries. 

3. Flammability of Cell Components 

Unlike nickel cadmium and lead acid 

batteries, some types of lithium batteries 

and battery systems use liquid 

electrolytes that are flammable. The 

electrolyte can serve as a source of fuel 

for an external fire, if there is a breach 

of the battery container. 

These problems experienced by users 

of lithium ion batteries and battery 

systems raise concern about the use of 

these batteries in commercial aviation. 

The intent of the special conditions is 

to establish appropriate airworthiness 

standards for lithium ion battery 

installations in the Boeing 777–200, 

–300, and –300ER series airplanes and 

to ensure, as required by §§ 25.1309 and 

25.601, that these lithium ion batteries 

and battery systems are not hazardous 

or unreliable. To address these 

concerns, these special conditions adopt 

the following requirements: 

• Those sections of 14 CFR 25.1353 

that are applicable to lithium ion 

batteries. 

• The flammable fluid fire protection 

requirements of 14 CFR 25.863. In the 

past, this rule was not applied to 

batteries of transport category airplanes, 

since the electrolytes used in lead-acid 

and nickel-cadmium batteries are not 

flammable. 

• New requirements to address the 

hazards of overcharging and overdischarging that are unique to lithium 

ion batteries. 

• New maintenance requirements to 

ensure that batteries used as spares are 

maintained in an appropriate state of 

charge. 

These special conditions are similar 

to lithium-ion batteries and battery 

systems special conditions adopted for 

the Boeing Model 787 (72 FR 57842; 

October 11, 2007). 

Discussion of Comments 

Notice of proposed special conditions 

no. 25–13–03–SC, for the Boeing Model 

777–200, –300, and –300ER series 

airplanes, was published in the Federal 

Register on August 22, 2013 (78 FR 

52107). No comments were received, 

and the special conditions are adopted 

as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 777–200, –300, and –300ER 

series airplanes. Should the ARINC 

Aerospace Company apply at a later 

date for a supplemental type certificate 

to modify any other model included on 

Type Certificate No. T00001SE to 

incorporate 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 one model 

series 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. 

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 

777–200, –300, and –300ER series 

airplanes modified by the ARINC 

Aerospace Company. 

These special conditions require that 

(1) all characteristics of the rechargeable 

lithium ion batteries and battery 

systems and their installation that could 

affect safe operation of the Boeing 

Model 777–200, –300, and –300ER 

series airplanes are addressed, and (2) 

appropriate instructions for continued 

airworthiness, which include 

maintenance requirements, are 

established to ensure the availability of 

electrical power from the batteries when 

needed. 

In lieu of the requirements of 14 CFR 

25.1353(b)(1) through (b)(4) at 

Amendment 25–113, the following 

special conditions apply. Rechargeable 

lithium ion batteries and battery 

systems on Boeing Model 777–200, 

–300, and –300ER series airplanes must 

be designed and installed as follows: 

(1) Safe cell temperatures and 

pressures must be maintained during 

any foreseeable charging or discharging 

condition and during any failure of the 

charging or battery monitoring system 

not shown to be extremely remote. The 

lithium ion batteries and battery 

systems must preclude explosion in the 

event of those failures. 

(2) Design of the lithium ion batteries 

and battery systems must preclude the 

occurrence of self-sustaining, 

uncontrolled increases in temperature 

or pressure. 

(3) No explosive or toxic gases 

emitted by any lithium ion batteries and 

battery systems in normal operation, or 

as the result of any failure of the battery 

charging system, monitoring system, or 

battery installation that is not shown to 

be extremely remote, may accumulate in 

hazardous quantities within the 

airplane. 

(4) Installations of lithium ion 

batteries and battery systems must meet 

the requirements of § 25.863(a) through 

(d). 

(5) No corrosive fluids or gases that 

may escape from any lithium ion 

batteries and battery systems may 

damage surrounding structure or any 

adjacent systems, equipment, or 

electrical wiring of the airplane in such 

a way as to cause a major or more severe 

failure condition, in accordance with 

§ 25.1309(b) and applicable regulatory 

guidance. 

(6) Each lithium ion battery and 

battery system must have provisions to 

prevent any hazardous effect on 

structure or essential systems caused by 

the maximum amount of heat the 

battery can generate during a short 

circuit of the battery or of its individual 

cells. 

(7) Lithium ion batteries and battery 

systems must have a system to control 

the charging rate of the battery 

automatically, so as to prevent battery 

overheating or overcharging, and: 

(i) A battery temperature sensing and 

over-temperature warning system with a 

means for automatically disconnecting 

the battery from its charging source in 

the event of an over-temperature 

condition, or, 

(ii) A battery failure sensing and 

warning system with a means for 

automatically disconnecting the battery 

from its charging source in the event of 

battery failure. 

(8) Any lithium ion battery and 

battery system whose function is 

required for safe operation of the 

airplane must incorporate a monitoring 

and warning feature that will provide an 

indication to the appropriate flight 

crewmembers whenever the state-ofcharge of the batteries has fallen below 

levels considered acceptable for 

dispatch of the airplane. 

(9) The instructions for continued 

airworthiness required by § 25.1529 

must contain maintenance requirements 

to assure that the lithium ion batteries 

are sufficiently charged at appropriate 

intervals specified by the battery 

manufacturer and the equipment 

manufacturer. The instructions for 

continued airworthiness must also 

contain procedures for the maintenance 

of batteries in spares storage to prevent 

the replacement of batteries with 

batteries that have experienced 

degraded charge retention ability or 

other damage due to prolonged storage 


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76734 Federal Register / Vol. 78, No. 244 / Thursday, December 19, 2013 / Rules and Regulations 

at a low state of charge. Replacement 

batteries must be of the same 

manufacturer and part number as 

approved by the FAA. Precautions 

should be included in the instructions 

for continued airworthiness 

maintenance instructions to prevent 

mishandling of the rechargeable lithium 

ion batteries and battery systems, which 

could result in short-circuit or other 

unintentional impact damage caused by 

dropping or other destructive means. 

Note 1: The term ‘‘sufficiently charged’’ 

means that the battery will retain enough of 

a charge, expressed in ampere-hours, to 

ensure that the battery cells will not be 

damaged. A battery cell may be damaged by 

lowering the charge below a point where 

there is a reduction in the ability to charge 

and retain a full charge. This reduction 

would be greater than the reduction that may 

result from normal operational degradation. 

Note 2: These special conditions are not 

intended to replace § 25.1353(b) at 

Amendment 25–113 in the certification basis 

of Boeing Model 777–200, –300, and –300ER 

series airplanes. These special conditions 

apply only to rechargeable lithium ion 

batteries and battery systems and their 

installations. The requirements of 

§ 25.1353(b) at Amendment 25–113 remain in 

effect for batteries and battery installations 

on Boeing Model 777–200, –300, and –300ER 

series airplanes that do not use rechargeable 

lithium ion batteries. 

Issued in Renton, Washington, on 

December 10, 2013. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–30232 Filed 12–18–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–1051; Notice No. 25– 

512–SC] 

Special Conditions: Bombardier Inc., 

Models BD–500–1A10 and BD–500– 

1A11 Series Airplanes; Seats With 

Non-Traditional, Large, Non-Metallic 

Panels 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Bombardier Inc. Models 

BD–500–1A10 and BD–500–1A11 series 

airplanes. These airplanes will have a 

novel or unusual design feature 

associated with seats that include nontraditional, large, non-metallic panels 

that would affect survivability during a 

post-crash fire event. 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: The effective date of these 

special conditions is December 19, 

2013. We must receive your comments 

by February 3, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–1051 

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 or 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 9 

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://www.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: 

Alan Sinclair, FAA, Airplane and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington, 98057–3356; 

telephone 425–227–2195; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions 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 publication in 

the Federal Register. 

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 may change these special 

conditions based on the comments we 

receive. 

Background 

On December 10, 2009, Bombardier 

Inc. applied for a type certificate for 

their new Models BD–500–1A10 and 

BD–500–1A11 series airplanes (hereafter 

collectively referred to as ‘‘C-series.’’ 

The C-series airplanes are swept-wing 

monoplanes with a pressurized cabin. 

They share an identical supplier base 

and significant common design 

elements. The fuselage is aluminum 

alloy material, blended double-bubble 

fuselage, sized for nominal 5-abreast 

seating. Each airplane’s powerplant 

consists of two under wing Pratt and 

Whitney PW1524G ultra-high bypass, 

geared turbofan engines. Flight controls 

are fly-by-wire flight with two passive/ 

uncoupled side sticks. Avionics 

includes five landscape primary cockpit 

displays. The dimension of the 

airplanes encompass a wingspan of 115 

feet; a height of 37.75 feet; and a length 

of 114.75 feet for the Model BD–500– 

1A10 and a length of 127 feet for the 

Model BD–500–1A11. Passenger 

capacity is designated as 110 for the 

Model BD–500–1A10 and 125 for the 

Model BD–500–1A11. Maximum takeoff 

weight is 131,000 pounds for the Model 

BD–500–1A10 and 144,000 pounds for 

the Model BD–500–1A11. Maximum 

takeoff thrust is 21,000 pounds for the 


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