Federal Register / Vol. 78, No. 218 / Tuesday, November 12, 2013 / Proposed Rules 67321 

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: an Electronic 

Flight Control system (EFCS), that when 

operating in its normal mode, will 

prevent airplane pitch attitudes greater 

than +30 degrees and less than –15 

degrees, and roll angles greater than 

plus or minus 67 degrees. In addition, 

positive spiral stability is introduced for 

roll angles greater than 33 degrees at 

speeds below VMO/MMO. At speeds 

greater than VMO and up to VDF, 

maximum aileron control force is 

limited to only 45 degrees maximum 

bank angle. 

Discussion 

It is expected that high thrust-toweight ratios will provide the most 

critical cases for the positive pitch limit. 

A margin in pitch control must be 

available to enable speed control in 

maneuvers such as climb after takeoff, 

and balked landing climb. The pitch 

limit must not impede likely 

maneuvering made necessary by 

collision avoidance efforts. A negative 

pitch limit must similarly not interfere 

with collision avoidance capability or 

with attaining and maintaining speeds 

near VMO/MMO for emergency descent. 

Spiral stability, which is introduced 

above 33 degrees roll angle, and the roll 

limit must not restrict attaining roll 

angles up to 66 degrees (approximately 

2.5g level turn) with flaps up and 60 

degrees (approximately 2.0g level turn) 

with flaps down. The implementation of 

this spiral stability will require a steady 

aileron control force to maintain a 

constant bank angle above 33 degrees. 

This force must not require excessive 

pilot strength as stated in § 25.143(f). 

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. 

In addition to § 25.143, the following 

requirements apply: 

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-engines operating 

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 66 degrees with flaps up, or 60 

degrees with flaps down. Spiral 

stability, which is introduced above 33 

degrees roll angle, must not require 

excessive pilot strength to achieve these 

limit roll angles. Other protections, 

which further limit the roll capability 

under certain extreme angle of attack or 

attitude or high speed conditions, are 

acceptable, as long as they allow at least 

45 degrees of roll capability. 

Issued in Renton, Washington, on October 

22, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–26928 Filed 11–8–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No.FAA–2013–0942; Notice No. 25– 

13–30–SC] 

Special Conditions: Bombardier 

Aerospace Inc., Models BD–500–1A10 

and BD–500–1A11 Series Airplanes; 

Autobraking System Loads 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Bombardier 

Aerospace Inc. Models BD–500–1A10 

and BD–500–1A11 series airplanes. 

These airplanes will have novel or 

unusual design features associated with 

the autobraking system for use during 

landing. 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 December 27, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0942 

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: 

Mark Freisthler, FAA, Airframe and 

Cabin Safety Branch, ANM–115 

Transport Airplane Directorate, Aircraft 

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67322 Federal Register / Vol. 78, No. 218 / Tuesday, November 12, 2013 / Proposed Rules 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington, 98057–3356; 

telephone 425–227–1119; facsimile 

425–227–1232. 

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 an aluminum 

alloy material, blended double-bubble 

design, 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 systems with two 

passive/uncoupled side sticks. Avionics 

include five landscape primary cockpit 

displays. The dimensions 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 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 kilometres) for both models 

of airplanes. Maximum operating 

altitude is 41,000 feet for both models 

of airplanes. 

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. 

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 

incorporate the following novel or 

unusual design features: The C-series 

airplanes possess an autobrake system. 

This is a pilot-selectable function that 

allows earlier maximum braking at 

landing without pilot pedal input. 

When the autobrake system is armed 

before landing, it automatically 

commands maximum braking at main 

wheels touchdown. Normal procedures 

remain unchanged and call for manual 

braking after nose wheel touchdown. 

Discussion 

Section 25.493 addresses braked roll 

loads but does not contain a specific 

‘‘pitchover’’ requirement addressing the 

loading on the nose gear, the nose gear 

surrounding structure, and the forward 

fuselage. Moreover, § 25.493 specifies 

airplane attitudes in accordance with 

figure 6 of appendix A to part 25, which 

are level landing attitudes. For airplanes 

with traditional braking systems, the 

current ground load requirements are 

considered adequate for the design of 

the nose gear and airframe structure. 

However, the C-Series airplane 

autobrake system, which could apply 

maximum braking at the main wheels 

with the airplane in a tail-down attitude 

well before the nose touches down, will 

cause a high nose gear sink rate and 

potentially higher gear and airframe 

loads. 

Part 25 does not contain adequate 

requirements to address the potentially 

higher structural loads that could result 

from this type of braking system. In 

addition, the effects on fatigue covered 

by § 25.571 also need to be considered. 

Therefore, FAA has determined that 

additional airworthiness standards are 

needed for the certification of this 

unusual design feature. These special 

conditions propose airworthiness 

standards for the certification of the Cseries airplanes with an autobrake 

system. 

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 one 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 

Bombardier Inc. Models BD–500–1A10 

and BD–500–1A11 series airplanes. 

Autobraking System Loads 

A landing pitchover condition must 

be addressed that takes into account the 

effect of the autobrake system. The 

airplane is assumed to be at the design 

maximum landing weight, or at the 

maximum weight allowed with the 

autobrake system on. The airplane is 

assumed to land in a tail-down attitude 

at the speeds defined by § 25.481. 

Following main gear contact, the 

airplane is assumed to rotate about the 

main gear wheels at the highest pitch 

rate generated by the autobrake system. 

This is considered a limit load 

condition from which ultimate loads 

must also be determined. Loads must be 

determined for a critical fuel and 

payload distribution and centers of 

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Federal Register / Vol. 78, No. 218 / Tuesday, November 12, 2013 / Proposed Rules 67323 

gravity. Nose gear loads, as well as 

airframe loads, must be determined. The 

airplane must support these loads as 

described in § 25.305. 

In addition to the above airworthiness 

standards, fatigue loads must also be 

determined and applied in accordance 

to § 25.571. 

Issued in Renton, Washington, on 

November 1, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–26936 Filed 11–8–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0897; Notice No. 25– 

13–29–SC] 

Special Conditions: Airbus, Model 

A350–900 Series Airplane; Transient 

Engine Failure Loads 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for Airbus Model A350–900 

series airplanes. These airplanes will 

have a novel or unusual design feature 

associated with the new generation of 

high bypass engines and the potential 

loads resulting from extreme engine 

failure conditions. 

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 December 27, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0897 

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: 

Todd Martin, FAA, International 

Branch, ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone (425) 227–1178; 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 proposed 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 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 

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. 

The existing regulations are 

inadequate because the new, large 

bypass fan engines of the Model A350– 

900 series airplanes can cause more 

damage in a failure event than the 

previous engines. To maintain the level 

of safety envisioned by Title 14, Code of 

Federal Regulations (14 CFR) 25.61(b), 

more comprehensive criteria are needed 

for the new generation of high bypass 

engines. The more severe events 

resulting from extreme engine failure 

conditions would be treated as dynamic 

load conditions. The proposed special 

conditions would distinguish between 

the more common engine failure events 

and those rare events resulting from 

structural failures. The more common 

events would continue to be treated as 

static torque limit load conditions. The 

severe events would be considered 

ultimate loads, and include all transient 

loads associated with the event. An 

additional safety factor would be 

applied to the more critical airframe 

supporting structure. 

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 25–128. 

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 airplane 

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 

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