Federal Register / Vol. 78, No. 238 / Wednesday, December 11, 2013 / Proposed Rules 75285 

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

adequate or appropriate safety standards 

for the C-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 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 special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the C-series airplanes 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, 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 C-series airplanes will 

incorporate the following novel or 

unusual design features: An electronic 

flight control system that contains flyby-wire control laws, including 

envelope protections, for the overspeed 

protection and roll limiting function. 

Current part 25 requirements do not 

contain appropriate standards for high 

speed protection systems. 

Discussion 

The overspeed protection 

functionality includes multifunction 

spoilers (MFS) that will automatically 

deploy as speed brakes once the 

airspeed exceeds a small tolerance 

above maximum operating limit speed 

(Vmo/Mmo); the MFS will retract 

automatically when speed is 

subsequently reduced. Special 

conditions are necessary in addition to 

the requirements of § 25.143 for the 

operation of the high speed protection. 

The general intent is that the overspeed 

protection does not impede normal 

maneuvering and speed control, and 

that the overspeed protection does not 

restrict or prevent emergency 

maneuvering. 

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. 

Applicability 

As discussed above, these special 

conditions are applicable to the Models 

BD–500–1A10 and BD–500–1A11 series 

airplanes. Should Bombardier Inc. 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. 

Conclusion 

This action affects only certain novel 

or unusual design features on two 

model series of 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 the 

Bombardier Inc. Models BD–500–1A10 

and BD–500–1A11 series airplanes. 

1. Flight Envelope Protection—High 

Speed Limiting. In addition to § 25.143, 

the following requirements apply: 

Operation of the high speed limiter 

during all routine and descent 

procedure flight must not impede 

normal attainment of speeds up to 

overspeed warning. 

Issued in Renton, Washington, on 

November 29, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–29485 Filed 12–10–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–1039; Notice No. 25– 

13–38–SC] 

Special Conditions: Bombardier Inc., 

Models BD–500–1A10 and BD–500– 

1A11 Series Airplanes; Flight Envelope 

Protection: Normal Load Factor (g) 

Limiting 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions 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 an electronic 

flight control system that prevents the 

pilot from inadvertently or intentionally 

exceeding the positive or negative 

airplane limit load factor. 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 January 27, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–1039 

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, 


emcdonald on DSK67QTVN1PROD with PROPOSALS
75286 Federal Register / Vol. 78, No. 238 / Wednesday, December 11, 2013 / Proposed Rules 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airplane and Flight 

Crew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1149. 

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 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 

Model BD–500–1A10 and 23,300 

pounds for the Model BD–500–1A11. 

Range is 3,394 miles (5,463 kilometers) 

for both models of airplanes. Maximum 

operating altitude is 41,000 feet for both 

model airplanes. 

The design of the electronic flight 

control system for the C-series airplanes 

incorporates normal load factor limiting 

on a full time basis that prevents the 

flightcrew from inadvertently or 

intentionally exceeding the positive or 

negative airplane limit load factor. This 

feature is considered novel and unusual 

in that the current regulations do not 

provide standards for maneuverability 

and controllability evaluations for such 

systems. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Bombardier Inc. must show that the Cseries airplanes meet the applicable 

provisions of part 25 as amended by 

Amendments 25–1 through 25–129 

thereto. 

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 C-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 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 special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the C-series airplanes 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, 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 C-series airplanes will use a flyby-wire electronic flight control system 

(EFCS). This system provides an 

electronic interface between the pilot’s 

flight controls and the flight control 

surfaces for both normal and failure 

states; and it generates the actual surface 

commands that provide for stability 

augmentation and control about all 

three airplane axes. The design of the 

EFCS incorporates the following novel 

or unusual design feature: Normal load 

factor limiting on a full-time basis that 

will prevent the flight crew from 

inadvertently or intentionally exceeding 

the positive or negative airplane limit 

load factor. This feature is considered 

novel or unusual because the current 

regulations do not provide standards for 

maneuverability and controllability 

evaluations for such systems. Therefore, 

special conditions are needed to ensure 

adequate maneuverability and 

controllability when using this design 

feature. 

Discussion 

Title 14 Code of Federal Regulations 

(14 CFR) part 25 sections do not specify 

requirements or policy for 

demonstrating maneuver control that 

impose any handling qualities 

requirements beyond the design limit 

structural loads. Nevertheless, some 

pilots have become accustomed to the 

availability of this excess maneuver 

capacity in case of extreme emergency 

such as upset recoveries or collision 

avoidance. 

As with previous fly-by-wire 

airplanes, the FAA has no regulatory or 

safety reason to prohibit a design for an 

electronic flight control system with 

load factor limiting. It is possible that 

pilots accustomed to this feature feel 

more freedom in commanding full-stick 

displacement maneuvers because of the 

following: 

• Knowledge that the limit system 

will protect the structure, 

• Low stick force/displacement 

gradients, 

• Smooth transition from pilot 

elevator control to limit control. 

These special conditions will ensure 

adequate maneuverability and 

controllability when using this design 

feature. 

The normal load factor limit on the Cseries airplanes is unique in that 

traditional airplanes with conventional 

flight control systems (mechanical 

linkages) are limited in the pitch axis 

only by the elevator surface area and 

deflection limit. The elevator control 

power is normally derived for adequate 

controllability and maneuverability at 

the most critical longitudinal pitching 

moment. The result is that traditional 

airplanes have a significant portion of 

the flight envelope wherein 

maneuverability in excess of limit 

structural design values is possible. 

These proposed special conditions for 

the C-series airplanes supplement the 

applicable regulations, including 

§ 25.143, to accommodate the unique 

features of the flight envelope limiting 

systems, and establish an equivalent 

level of safety to the existing 

regulations. 

Applicability 

As discussed above, these special 

conditions are applicable to the Models 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 238 / Wednesday, December 11, 2013 / Proposed Rules 75287 

BD–500–1A10 and BD–500–1A11 series 

airplanes. Should Bombardier Inc. 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. 

Conclusion 

This action affects only certain novel 

or unusual design features on two 

model series of 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 the 

Bombardier Inc. Models BD–500–1A10 

and BD–500–1A11 series airplanes. 

1. Flight Envelope Protection: Normal 

Load Factor (g) Limiting. To meet the 

intent of adequate maneuverability and 

controllability required by § 25.143(a), 

and in addition to the requirements of 

§ 25.143(a) and in the absence of other 

limiting factors, the following special 

conditions based on § 25.333(b) apply: 

a. The positive limiting load factor 

must not be less than: 

(1) 2.5g for the normal state of the 

electronic flight control system with the 

high lift devices retracted. 

(2) 2.0g for the normal state of the 

electronic flight control system with the 

high lift devices extended. 

b. The negative limiting load factor 

must be equal to or more negative than: 

(1) Minus 1.0g for the normal state of 

the electronic flight control system with 

the high lift devices retracted. 

(2) 0.0g for the normal state of the 

electronic flight control system with 

high lift devices extended. 

c. Maximum reachable positive load 

factor wings level may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) The required values are readily 

achievable in turns, and 

(2) That wings level pitch up is 

satisfactory. 

d. Maximum achievable negative load 

factor may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) Pitch down responsiveness is 

satisfactory, and 

(2) From level flight, 0g is readily 

achievable or alternatively, a 

satisfactory trajectory change is readily 

achievable at operational speeds. For 

the FAA to consider a trajectory change 

as satisfactory, the applicant should 

propose and justify a pitch rate that 

provides sufficient maneuvering 

capability in the most critical scenarios. 

e. Compliance demonstration with the 

above requirements may be performed 

without ice accretion on the airframe. 

These proposed special conditions do 

not impose an upper bound for the 

normal load factor limit, nor does it 

require that the limit exist. If the limit 

is set at a value beyond the structural 

design limit maneuvering load factor 

‘‘n’’ of §§ 25.333(b) and 25.337(b) and 

(c), there should be a very obvious 

positive tactile feel built into the 

controller so that it serves as a deterrent 

to inadvertently exceeding the structural 

limit. 

Issued in Renton, Washington, on 

November 29, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–29486 Filed 12–10–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–1040; Notice No. 25– 

13–39–SC] 

Special Conditions: Bombardier Inc., 

Models BD–500–1A10 and BD–500– 

1A11 Series Airplanes; Flight Envelope 

Protection: General Limiting 

Requirements 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions 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 a new control 

architecture and a full digital flight 

control system that provides flight 

envelope protections. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. 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 January 27, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–1040 

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 Flight 

Crew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington, 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 


emcdonald on DSK67QTVN1PROD with PROPOSALS