2384 Federal Register / Vol. 79, No. 9 / Tuesday, January 14, 2014 / Proposed Rules 

Issued in Washington, DC, on January 8, 

2014. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency and Renewable Energy. 

[FR Doc. 2014–00515 Filed 1–13–14; 8:45 am] 

BILLING CODE 6450–01–P 

BUREAU OF CONSUMER FINANCIAL 

PROTECTION 

12 CFR Part 1006 

[Docket No. CFPB–2013–0033] 

RIN 3170–AA41 

Debt Collection (Regulation F) 

AGENCY: Bureau of Consumer Financial 

Protection. 

ACTION: Advance notice of proposed 

rulemaking; extension of comment 

period. 

SUMMARY: On November 12, 2013, the 

Bureau of Consumer Financial 

Protection (the Bureau) published in the 

Federal Register an Advance Notice of 

Proposed Rulemaking about debt 

collection practices (Debt Collection 

ANPR). The Debt Collection ANPR 

allowed a 90-day comment period, 

closing on February 10, 2014. To allow 

interested persons more time to 

consider and craft their responses, the 

Bureau has determined that an 

extension of the comment period until 

February 28, 2014 is appropriate. 

DATES: The comment period for the Debt 

Collection ANPR published November 

12, 2013, at 78 FR 67868, is extended. 

Responses must now be received on or 

before February 28, 2014. 

ADDRESSES: You may submit comments, 

identified by Docket No. CFPB–2013– 

0033 or Regulatory Identification 

Number (RIN) 3170–AA41, by any of the 

following methods: 

• Electronic: http:// 

www.regulations.gov. Follow the 

instructions for submitting comments. 

• Mail/Hand Delivery: Monica 

Jackson, Office of the Executive 

Secretary, Bureau of Consumer 

Financial Protection, 1700 G Street NW., 

Washington, DC 20552. 

Instructions: All submissions must 

include the agency name and docket 

number or RIN. Please include the 

question number(s) to which your 

comment pertains. In general, all 

comments received will be posted 

without change to http:// 

www.regulations.gov. In addition, 

comments will be available for public 

inspection and copying at 1700 G Street 

NW., Washington, DC 20552, on official 

business days between the hours of 10 

a.m. and 5 p.m. Eastern Time. You can 

make an appointment to inspect the 

documents by calling (202) 435–7275. 

All comments submitted through the 

formal means described above, 

including attachments and other 

supporting materials, will become part 

of the public record and subject to 

public disclosure. Sensitive personal 

information, such as account numbers 

or Social Security numbers, should not 

be included. Comments will not be 

edited to remove any identifying or 

contact information. 

E-Rulemaking Initiative: The Bureau 

is working with the Cornell eRulemaking Initiative (CeRI) on a pilot 

project, RegulationRoom 

(www.RegulationRoom.org), that uses 

web technologies and approaches to 

enhance public understanding and 

effective participation. This ANPR on 

debt collection is a focus of the project. 

RegulationRoom is set up to make it 

easier for consumers and others to 

understand what the Bureau is 

considering, to share their information, 

experiences, and concerns, and to 

discuss possible ideas and solutions. 

Note that RegulationRoom is not an 

official United States Government Web 

site. Although comments made on that 

site are not formal comments like those 

submitted through the means identified 

above, the discussion on 

RegulationRoom will be captured 

through a detailed summary, which 

participants will have the chance to 

review and suggest revisions. This 

summary will be filed as a formal 

comment on Regulations.gov. For 

questions about this project, please 

contact Whitney Patross, Counsel, 

Office of Regulations, at (202) 435–7700. 

FOR FURTHER INFORMATION CONTACT: For 

general inquiries, submission process 

questions, or any additional 

information, please contact Monica 

Jackson, Office of the Executive 

Secretary, 202–435–7275. 

SUPPLEMENTARY INFORMATION: On 

November 12, 2013, the Bureau 

published the Debt Collection ANPR in 

the Federal Register. The Debt 

Collection ANPR seeks comment, data 

and information from the public about 

debt collection practices. 

The comment period for the Debt 

Collection ANPR was to close on 

February 10, 2014. 

The Bureau has received three formal 

written requests from industry trade 

groups for an extension of the Debt 

Collection ANPR comment period. The 

request letters indicated more time 

would enable a higher quality response 

and yield greater insight to the Bureau. 

The Bureau has also received informal 

inquiries from other types of 

stakeholders expressing an interest in 

having more time to compile 

information in response to the ANPR. 

The Bureau has carefully balanced 

interested persons’ desire to have more 

time to consider the issues raised in the 

Debt Collection ANPR, gather data, and 

prepare their responses, with the fact 

that this is the first of what the Bureau 

expects to be many opportunities for 

public input over time. Accordingly, the 

Bureau is extending the period allotted 

for comments received pursuant to the 

Debt Collection ANPR. The comment 

period will now close on February 28, 

2014. 

Dated: January 6, 2014. 

Richard Cordray, 

Director, Bureau of Consumer Financial 

Protection. 

[FR Doc. 2014–00453 Filed 1–13–14; 8:45 am] 

BILLING CODE 4810–AM–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0904; Notice No. 

25–13–14–SC] 

Special Conditions: Airbus, Model 

A350–900 Series Airplane; Electronic 

Flight Control System: LateralDirectional and Longitudinal Stability 

and Low Energy Awareness 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Airbus Model A350– 

900 series airplanes. These airplanes 

will have a novel or unusual design 

feature(s) associated with lateraldirectional and longitudinal stability 

and low energy awareness. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These proposed 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: Send your comments on or 

before February 28, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0904 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 9 / Tuesday, January 14, 2014 / Proposed Rules 2385 

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: Joe 

Jacobsen, FAA, Airplane and Flightcrew 

Interface Branch, ANM–111, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone (425) 227–2011; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

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 

proposed special conditions based on 

the comments we receive. 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls-Royce Trent XWB 

engines. It features a twin aisle 9-abreast 

economy class layout, and 

accommodates side-by-side placement 

of LD–3 containers in the cargo 

compartment. The basic Model A350– 

900 series configuration will 

accommodate 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a Maximum Take-Off Weight of 602,000 

lbs. Airbus proposes the Model A350– 

900 series to be certified for extended 

operations (ETOPS) beyond 180 minutes 

at entry into service for up to a 420- 

minute maximum diversion time. 

Lateral-Directional Static Stability 

The electronic flight control system 

(EFCS) on the A350, like its 

predecessors the A320, A330, A340, and 

A380, contains fly-by-wire control laws 

that can result in neutral lateraldirectional static stability; therefore, the 

conventional requirements in the 

regulations are not met. 

Positive static directional stability is 

defined as the tendency to recover from 

a skid with the rudder free. Positive 

static lateral stability is defined as the 

tendency to raise the low wing in a 

sideslip with the aileron controls free. 

These control criteria are intended to 

accomplish the following: 

(a) Provide additional cues of 

inadvertent sideslips and skids through 

control force changes. 

(b) Ensure that short periods of 

unattended operation do not result in 

any significant changes in yaw or bank 

angle. 

(c) Provide predictable roll and yaw 

response. 

(d) Provide acceptable level of pilot 

attention (workload) to attain and 

maintain a coordinated turn. 

The Flight Test Harmonization 

Working Group has recommended a rule 

and advisory material change for 

§ 25.177, Static lateral-directional 

stability. This harmonized text will form 

the basis for these proposed special 

conditions. 

Longitudinal Static Stability 

Static longitudinal stability on 

airplanes with mechanical links to the 

pitch control surface means that a pull 

force on the controller will result in a 

reduction in speed relative to the trim 

speed, and a push force will result in a 

higher speed than the trim speed. 

Longitudinal stability is required by the 

regulations for the following reasons: 

(a) Speed change cues are provided to 

the pilot through increased and 

decreased forces on the controller. 

(b) Short periods of unattended 

control of the airplane do not result in 

significant changes in attitude, airspeed 

or load factor. 

(c) A predictable pitch response is 

provided to the pilot. 

(d) An acceptable level of pilot 

attention (workload) to attain and 

maintain trim speed and altitude is 

provided to the pilot. 

(e) Longitudinal stability provides 

gust stability. 

The pitch control movement of the 

sidestick on the A350 is designed to be 

a normal load factor or ‘‘g’’ command 

that results in an initial movement of 

the elevator surface to attain the 

commanded load factor that’s then 

followed by integrated movement of the 

stabilizer and elevator to automatically 

trim the airplane to a neutral, 1g, stickfree stability. The flight path 

commanded by the initial sidestick 

input will remain, stick-free, until 

another command is given by the pilot. 

This control function is applied during 

‘‘normal’’ control law within the speed 

range from initiation of the angle of 

attack protection limit, Vαprot, to VMO/

MMO. Once outside this speed range, the 

control laws introduce the conventional 

longitudinal static stability as described 

above. 

As a result of neutral static stability, 

the A350 does not meet the 

requirements in 14 CFR part 25 for static 

longitudinal stability. 

Low Energy Awareness 

Past experience on airplanes fitted 

with a flight control system providing 

neutral longitudinal stability shows 

there is insufficient feedback cues to the 

pilot of excursion below normal 

operational speeds. The maximum angle 

of attack protection system limits the 

airplane angle of attack and prevents 

stall during normal operating speeds, 

but this system is not sufficient to 

prevent stall at low speed excursions 

below normal operational speeds. Until 

intervention, there are no stability cues 

since the aircraft remains trimmed. 

Additionally, feedback from the 

pitching moment due to thrust variation 

is reduced by the flight control laws. 

Recovery from a low speed excursion 

may become hazardous when the low 

speed situation is associated with a low 

altitude and with the engines at low 


tkelley on DSK3SPTVN1PROD with PROPOSALS
2386 Federal Register / Vol. 79, No. 9 / Tuesday, January 14, 2014 / Proposed Rules 

thrust or with performance limiting 

conditions. 

Type Certification Basis 

Under Title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

meets the applicable provisions of 14 

CFR 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 Model A350–900 series because 

of a novel or unusual design feature, 

special conditions are prescribed under 

§ 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, the proposed 

special conditions would also apply to 

the other model under § 21.101. 

In addition to the applicable 

airworthiness regulations and proposed 

special conditions, the Model A350–900 

series 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 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, under § 11.38, 

and they become part of the typecertification basis under § 21.17(a)(2). 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

will incorporate the following novel or 

unusual design features: A flight control 

design feature within the normal 

operational envelope in which side stick 

deflection in the roll axis commands 

roll rate; an operational design which 

does not comply with the static 

longitudinal stability requirements of 

§§ 25.171, 25.173, and 25.175, and a low 

energy state where recovery may 

become hazardous when associated 

with a low altitude and performance 

limiting conditions. 

Discussion 

1. In the absence of positive lateral 

stability, the curve of lateral control 

surface deflections against sideslip 

angle should be in a conventional sense, 

and reasonably in harmony with rudder 

deflection during steady heading 

sideslip maneuvers. 

2. Since conventional relationships 

between stick forces and control surface 

displacements do not apply to the ‘‘load 

factor command’’ flight control system 

on the A350, longitudinal stability 

characteristics should be evaluated by 

assessing the airplane handling qualities 

during simulator and flight test 

maneuvers appropriate to operation of 

the airplane. This may be accomplished 

by using the Handling Qualities Rating 

Method presented in Appendix 7 of the 

Flight Test Guide, AC 25–7A, or an 

acceptable alternative method proposed 

by Airbus. Important considerations are 

as follows: 

(a) Adequate speed control without 

excessive pilot workload 

(b) Acceptable high and low speed 

protection, and 

(c) Provision for adequate cues to the 

pilot of significant speed excursions 

beyond VMO/MMO, and low speed 

awareness flight conditions. 

3. The airplane should provide 

adequate awareness cues to the pilot of 

a low energy (low speed/low thrust/low 

height) state to ensure that the airplane 

retains sufficient energy to recover 

when flight control laws provide neutral 

longitudinal stability significantly 

below the normal operating speeds. This 

may be accomplished as follows: 

(a) Adequate low speed/low thrust 

cues at low altitude may be provided by 

a strong positive static stability force 

gradient (1 pound per 6 knots applied 

through the sidestick), or 

(b) The low energy awareness may be 

provided by an appropriate warning 

with the following characteristics: 

(i) It should be unique, unambiguous, 

and unmistakable. 

(ii) It should be active at appropriate 

altitudes and in appropriate 

configurations (i.e., at low altitude, in 

the approach and landing 

configurations). 

(iii) It should be sufficiently timely to 

allow recovery to a stabilized flight 

condition inside the normal flight 

envelope while maintaining the desired 

flight path and without entering the 

flight controls angle-of-attack protection 

mode. 

(iv) It should not be triggered during 

normal operation, including operation 

in moderate turbulence for 

recommended maneuvers at 

recommended speeds. 

(v) It should not be cancelable by the 

pilot other than by achieving a higher 

energy state. 

(vi) There should be an adequate 

hierarchy among the various warnings 

so that the pilot is not confused and led 

to take inappropriate recovery action if 

multiple warnings occur. 

(c) Global energy awareness and nonnuisance of low energy cues should be 

evaluated by simulator and flight tests 

in the whole take-off and landing 

altitude range for which certification is 

requested. This would include all 

relevant combinations of weight, center 

of gravity position, configuration, 

airbrakes position, and available thrust, 

including reduced and derated take-off 

thrust operations and engine failure 

cases. A sufficient number of tests 

should be conducted, allowing the level 

of energy awareness and the effects of 

energy management errors to be 

assessed. 

Applicability 

As discussed above, these proposed 

special conditions apply to Airbus 

Model A350–900 series airplanes. 

Should Airbus apply later for a change 

to the type certificate to include another 

model incorporating the same novel or 

unusual design feature, the proposed 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Airbus 

Model A350–900 series 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 Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Airbus 

Model A350–900 series airplanes. 

1. Electronic Flight Control System: 

Lateral-Directional and Longitudinal 

Stability and Low Energy Awareness. In 

lieu of the requirements of §§ 25.171, 

25.173, 25.175 and 25.177, the following 

special conditions apply: 

a. The airplane must be shown to 

have suitable static lateral, directional, 

and longitudinal stability in any 

condition normally encountered in 

service, including the effects of 

atmospheric disturbance. The showing 

of suitable static lateral, directional, and 

longitudinal stability must be based on 

the airplane handling qualities, 

including pilot workload and pilot 

compensation, for specific test 

procedures during the flight test 

evaluations. 

b. The airplane must provide 

adequate awareness to the pilot of a low 

energy (low speed/low thrust/low 

height) state when fitted with flight 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 9 / Tuesday, January 14, 2014 / Proposed Rules 2387 

control laws presenting neutral 

longitudinal stability significantly 

below the normal operating speeds. 

‘‘Adequate awareness’’ means warning 

information must be provided to alert 

the crew of unsafe operating conditions 

and to enable them to take appropriate 

corrective action. 

c. 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 symmetrical power 

condition, at speeds from 1.13 VSR1, up 

to VFE, VLE, or VFC/MFC (as appropriate). 

d. The static lateral stability (as 

shown by the tendency to raise the low 

wing in a sideslip with the aileron 

controls free) for any landing gear and 

wing-flap position and symmetric 

power condition, may not be negative at 

any airspeed (except that speeds higher 

than VFE need not be considered for 

wing-flaps extended configurations nor 

speeds higher than VLE for landing gear 

extended configurations) in the 

following airspeed ranges: 

(1) From 1.13 VSR1 to VMO /MMO. 

(2) From VMO/MMO to VFC/MFC, unless 

the divergence is— 

(i) Gradual; 

(ii) Easily recognizable by the pilot; 

and 

(iii) Easily controllable by the pilot. 

e. In straight, steady sideslips over the 

range of sideslip angles appropriate to 

the operation of the airplane, but not 

less than those obtained with one-half of 

the available rudder control movement 

(but not exceeding a rudder control 

force of 180 pounds), rudder control 

movements and forces must be 

substantially proportional to the angle 

of sideslip in a stable sense; and the 

factor of proportionality must lie 

between limits found necessary for safe 

operation. This requirement must be 

met for the configurations and speeds 

specified in paragraph (c) of this 

section. 

f. For sideslip angles greater than 

those prescribed by paragraph (e) of this 

section, up to the angle at which full 

rudder control is used or a rudder 

control force of 180 pounds is obtained, 

the rudder control forces may not 

reverse, and increased rudder deflection 

must be needed for increased angles of 

sideslip. Compliance with this 

requirement must be shown using 

straight, steady sideslips, unless full 

lateral control input is achieved before 

reaching either full rudder control input 

or a rudder control force of 180 pounds; 

a straight, steady sideslip need not be 

maintained after achieving full lateral 

control input. This requirement must be 

met at all approved landing gear and 

wing-flap positions for the range of 

operating speeds and power conditions 

appropriate to each landing gear and 

wing-flap position with all engines 

operating. 

Issued in Renton, Washington, on October 

22, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–00449 Filed 1–13–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0900; Notice No. 25– 

12–08–SC] 

Special Conditions: Airbus, Model 

A350–900 Series Airplane; General 

Limiting Requirements 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Airbus Model A350– 

900 series airplanes. This airplane will 

have a novel or unusual design feature 

associated with general limiting 

requirements of its flight envelope 

protection features. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These proposed 

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: Send your comments on or 

before February 28, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0900 

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: Joe 

Jacobsen, FAA, Airplane and Flightcrew 

Interface, ANM–111, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington, 98057–3356; 

telephone (425) 227–2011; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

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 ask that you send 

us two copies of written comments. 

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 August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls-Royce Trent engines. It 

features a twin aisle 9-abreast economy 

class layout, and accommodates side-byside placement of LD–3 containers in 


tkelley on DSK3SPTVN1PROD with PROPOSALS