60236 Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations 

Title 5—Administrative Personnel 

PART 870—FEDERAL EMPLOYEES’ 

GROUP LIFE INSURANCE PROGRAM 

■ 1. The authority citation for part 870 

is revised to read as follows: 

Authority: 5 U.S.C. 8716; Subpart J also 

issued under section 599C of Pub. L. 101– 

513, 104 Stat. 2064, as amended; Sec. 

870.302(a)(3)(ii) also issued under section 

153 of Pub. L. 104–134, 110 Stat. 1321; Sec. 

870.302(a)(3) also issued under sections 

11202(f), 11232(e), and 11246(b) and (c) of 

Pub. L. 105–33, 111 Stat. 251, and section 

7(e) of Pub. L. 105–274, 112 Stat. 2419; Sec. 

870.302(a)(3) also issued under section 145 of 

Pub. L. 106–522, 114 Stat. 2472; Secs. 

870.302(b)(8), 870.601(a), and 870.602(b) also 

issued under Pub. L. 110–279, 122 Stat. 2604; 

Subpart E also issued under 5 U.S.C. 8702(c); 

Sec. 870.601(d)(3) also issued under 5 U.S.C. 

8706(d); Sec. 870.703(e)(1) also issued under 

section 502 of Pub. L. 110–177, 121 Stat. 

2542; Sec. 870.705 also issued under 5 U.S.C. 

8714b(c) and 8714c(c); Public Law 104–106, 

110 Stat. 521. 

■ 2. In § 870.701, add paragraph (f) to 

read as follows: 

§ 870.701 Eligibility for life insurance. 

* * * * * 

(f) An individual’s period of coverage 

in a life insurance plan is credited to the 

5 years of service under paragraph (a)(2) 

of this section if: 

(1) He/she participated in the Office 

of Thrift Supervision (OTS) life 

insurance plan and transferred to the 

Office of the Comptroller of the 

Currency or the Federal Deposit 

Insurance Corporation under the DoddFrank Wall Street Reform and Consumer 

Protection Act, Public Law 111–203; 

and 

(2) Elected FEGLI coverage during the 

special enrollment period between June 

1, 2012 and July 29, 2012. Evidence of 

the non-FEGLI period of continuous 

coverage will be documented in a 

manner designated by OPM. 

[FR Doc. 2016–21077 Filed 8–31–16; 8:45 am] 

BILLING CODE 6325–63–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2016–4138; Special 

Conditions No. 25–635–SC] 

Special Conditions: Bombardier Inc., 

Model BD–700–2A12 and BD–700– 

2A13 Airplanes; Interactions of 

Systems and Structures 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Bombardier Inc. 

(Bombardier) Model BD–700–2A12 and 

BD–700–2A13 airplanes. These 

airplanes will have novel or unusual 

features when compared to the state of 

technology envisioned in the 

airworthiness standards for transportcategory airplanes. These design 

features include systems that, directly or 

as a result of failure or malfunction, 

affect structural performance. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for these design 

features. 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: This action is effective on 

Bombardier on September 1, 2016. We 

must receive your comments by October 

17, 2016. 

ADDRESSES: Send comments identified 

by docket number FAA–2016–4138 

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 

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 May 30, 2012, Bombardier applied 

for an amendment to type certificate no. 

T00003NY to include the new Model 

BD–700–2A12 and BD–700–2A13 

airplanes. These airplanes are 

derivatives of the Model BD–700 series 

of airplanes currently approved under 

type certificate no. T00003NY, and are 

marketed as the Bombardier Global 7000 

(Model BD–700–2A12) and Global 8000 

(Model BD–700–2A13). These airplanes 

are ultra-long-range, executive-interior 

business jets. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Bombardier must show that the Model 

BD–700–2A12 and BD–700–2A13 

airplanes meet the applicable provisions 

of the regulations listed in type 

certificate no. T00003NY, or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

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 BD–700–2A12 and BD–700– 

2A13 airplanes because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 


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Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations 60237 

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 novel or unusual 

design feature, or should any other 

model already included on the same 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model BD–700–2A12 

and BD–700–2A13 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 Model BD–700–2A12 and BD– 

700–2A13 airplanes will incorporate the 

following novel or unusual design 

features: 

Systems that affect the airplane’s 

structural performance, either directly 

or as a result of failure or malfunction. 

That is, the airplane’s systems affect 

how it responds in maneuver and gust 

conditions, and thereby affect its 

structural capability. These systems may 

also affect the aeroelastic stability of the 

airplane. Such systems include flightcontrol systems, autopilots, stabilityaugmentation systems, load-alleviation 

systems, and fuel-management systems. 

These systems represent novel and 

unusual features when compared to the 

technology envisioned in the current 

airworthiness standards. 

Discussion 

The flight-control system of the Model 

BD–700–2A12 and BD–700–2A13 

airplanes will consist of a full-authority 

fly-by-wire system with Normal and 

Direct modes of operation. 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. Special 

conditions have been applied on past 

airplane programs, with similar systems, 

to require consideration of the effects of 

those systems on structures. 

The regulatory authorities and 

industry developed standardized 

criteria in the Aviation Rulemaking 

Advisory Committee (ARAC) forum 

based on the criteria defined in 

Advisory Circular (AC) 25.672–1, dated 

November 11, 1983. The ARAC 

recommendations have been 

incorporated in European Aviation 

Safety Agency (EASA) Certification 

Specifications (CS) 25.302 and CS–25 

Appendix K. FAA rulemaking on this 

subject is not complete, thus the need 

for special conditions. 

These special conditions are similar 

to those previously applied to other 

airplane models and to EASA CS 

25.302. Transport Canada Civil Aviation 

(TCCA) plans to include CS 25.302 in 

the Model BD–700–2A12 and BD–700– 

2A13 airplanes’ Canadian certification 

basis. The differences between these 

FAA special conditions and the current 

CS 25.302, which the FAA regards as 

minor, are shown below. Both these 

special conditions and CS 25.302: 

• Specify the design load conditions 

to be considered. Special conditions 

2(a)(i) and 2(b)(ii)(1) of these special 

conditions clarify that, in some cases, 

different load conditions are to be 

considered due to other special 

conditions or equivalent-level-of-safety 

findings. 

• allow consideration of the 

probability of being in a dispatched 

configuration when assessing 

subsequent failures and potential 

‘‘continuation of flight’’ loads (see 

special condition 2(d), below). These 

special conditions, however, also allow 

using probability when assessing 

failures that induce loads at the ‘‘time 

of occurrence,’’ whereas CS 25.302 does 

not. The FAA provision is relieving as 

compared to CS 25.302. 

The FAA chooses to preserve these 

minor differences and go forward with 

this version of the special conditions. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

BD–700–2A12 and BD–700–2A13 

airplanes. Should Bombardier apply at a 

later date for a change to the type 

certificate to include another model 

incorporating the same novel or unusual 

design feature, these special conditions 

would apply to the other 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. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, the FAA 

has determined that prior public notice 

and comment are unnecessary, and good 

cause exists for adopting these special 

conditions upon publication in the 

Federal Register. The FAA is requesting 

comments to allow interested persons to 

submit views that may not have been 

submitted in response to the prior 

opportunities for comment described 

above. 

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 Bombardier Model BD–700– 

2A12 and BD–700–2A13 airplanes. 

For airplanes equipped with systems 

that affect structural performance, either 

directly or as a result of a failure or 

malfunction, the influence of these 

systems and their failure conditions 

must be taken into account when 

showing compliance with the 

requirements of 14 CFR part 25, 

subparts C and D. 

The following criteria must be used 

for showing compliance with these 

special conditions for airplanes 

equipped with flight-control systems, 

autopilots, stability-augmentation 

systems, load-alleviation systems, 

flutter-control systems, fuelmanagement systems, and other systems 

that either directly, or as a result of 

failure or malfunction, affect structural 

performance. If these special conditions 

are used for other systems, it may be 

necessary to adapt the criteria to the 

specific system. 

1. The criteria defined herein only 

address the direct structural 

consequences of the system responses 

and performance. They cannot be 

considered in isolation, but should be 

included in the overall safety evaluation 

of the airplane. These criteria may, in 

some instances, duplicate standards 

already established for this evaluation. 

These criteria are only applicable to 

structure the failure of which could 

prevent continued safe flight and 

landing. Specific criteria that define 


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acceptable limits on handling 

characteristics or stability requirements, 

when operating in the system-degraded 

or inoperative mode, are not provided in 

these special conditions. 

2. Depending upon the specific 

characteristics of the airplane, 

additional studies that go beyond the 

criteria provided in these special 

conditions may be required to 

demonstrate the airplane’s capability to 

meet other realistic conditions, such as 

alternative gust or maneuver 

descriptions for an airplane equipped 

with a load-alleviation system. 

3. The following definitions are 

applicable to these special conditions. 

a. Structural performance: Capability 

of the airplane to meet the structural 

requirements of 14 CFR part 25. 

b. Flight limitations: Limitations that 

can be applied to the airplane flight 

conditions following an in-flight 

occurrence, and that are included in the 

airplane flight manual (e.g., speed 

limitations, avoidance of severe weather 

conditions, etc.). 

c. Operational limitations: 

Limitations, including flight limitations, 

that can be applied to the airplane 

operating conditions before dispatch 

(e.g., fuel, payload and master 

minimum-equipment list limitations). 

d. Probabilistic terms: Terms such as 

probable, improbable, and extremely 

improbable, as used in these special 

conditions, are the same as those used 

in § 25.1309. 

e. Failure condition: This term is the 

same as that used in § 25.1309. 

However, these special conditions apply 

only to system-failure conditions that 

affect the structural performance of the 

airplane (e.g., system-failure conditions 

that induce loads, change the response 

of the airplane to inputs such as gusts 

or pilot actions, or lower flutter 

margins). 

Effects of Systems on Structures 

1. General. The following criteria will 

be used in determining the influence of 

a system and its failure conditions on 

the airplane structure. 

2. System fully operative. With the 

system fully operative, the following 

apply: 

a. Limit loads must be derived in all 

normal operating configurations of the 

system from all the limit conditions 

specified in 14 CFR part 25, subpart C 

(or defined by special conditions or 

equivalent level of safety in lieu of those 

specified in subpart C), taking into 

account any special behavior of such a 

system or associated functions, or any 

effect on the structural performance of 

the airplane that may occur up to the 

limit loads. In particular, any significant 

nonlinearity (rate of displacement of 

control surface, thresholds, or any other 

system nonlinearities) must be 

accounted for in a realistic or 

conservative way when deriving limit 

loads from limit conditions. 

b. The airplane must meet the 

strength requirements of 14 CFR part 25 

(static strength, residual strength), using 

the specified factors to derive ultimate 

loads from the limit loads defined 

above. The effect of nonlinearities must 

be investigated beyond limit conditions 

to ensure that the behavior of the system 

presents no anomaly compared to the 

behavior below limit conditions. 

However, conditions beyond limit 

conditions need not be considered when 

it can be shown that the airplane has 

design features that will not allow it to 

exceed those limit conditions. 

c. The airplane must meet the 

aeroelastic stability requirements of 

§ 25.629. 

3. System in the failure condition. For 

any system-failure condition not shown 

to be extremely improbable, the 

following apply: 

a. At the time of occurrence. Starting 

from 1g level flight conditions, a 

realistic scenario, including pilot 

corrective actions, must be established 

to determine the loads occurring at the 

time of failure and immediately after the 

failure. 

i. For static-strength substantiation, 

these loads, multiplied by an 

appropriate factor of safety that is 

related to the probability of occurrence 

of the failure, are ultimate loads to be 

considered for design. The factor of 

safety is defined in Figure 1, below. 

ii. For residual-strength 

substantiation, the airplane must be able 

to withstand two thirds of the ultimate 

loads defined in special condition 

3.a.(i). For pressurized cabins, these 

loads must be combined with the 

normal operating differential pressure. 

iii. Freedom from aeroelastic 

instability must be shown up to the 

speeds defined in § 25.629(b)(2). For 

failure conditions that result in speeds 

beyond VC/MC, freedom from 

aeroelastic instability must be shown to 

increased speeds, so that the margins 

intended by § 25.629(b)(2) are 

maintained. 

iv. Failures of the system that result 

in forced structural vibrations 

(oscillatory failures) must not produce 

loads that could result in detrimental 

deformation of primary structure. 

b. For the continuation of the flight. 

For the airplane in the system-failed 

state, and considering any appropriate 

reconfiguration and flight limitations, 

the following apply: 

i. THE loads derived from the 

following conditions (or used in lieu of 

the following conditions) at speeds up 

to VC/MC (or the speed limitation 

prescribed for the remainder of the 

flight) must be determined: 

1. The limit symmetrical maneuvering 

conditions specified in §§ 25.331 and 

25.345. 

2. The limit gust and turbulence 

conditions specified in §§ 25.341 and 

25.345. 


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3. The limit rolling conditions 

specified in § 25.349, and the limit 

unsymmetrical conditions specified in 

§§ 25.367, and 25.427(b) and (c). 

4. The limit yaw-maneuvering 

conditions specified in § 25.351. 

5. The limit ground-loading 

conditions specified in §§ 25.473 and 

25.491. 

ii. For static-strength substantiation, 

each part of the structure must be able 

to withstand the loads in special 

condition 3.b.(i), multiplied by a factor 

of safety depending on the probability of 

being in this failure state. The factor of 

safety is defined in Figure 2, below. 

Qj = (Tj)(Pj) 

Where: 

Qj = Probability of being in failure mode j 

Tj = Average time spent in failure mode j (in 

hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then a 1.5 factor of safety must be 

applied to all limit load conditions specified 

in 14 CFR part 25, subpart C. 

iii. For residual-strength 

substantiation, the airplane must be able 

to withstand two-thirds of the ultimate 

loads defined in paragraph 3.b.(ii) of 

these special conditions. For 

pressurized cabins, these loads must be 

combined with the normal operating 

differential pressure. 

iv. If the loads induced by the failure 

condition have a significant effect on 

fatigue or damage tolerance, then their 

effects must be taken into account. 

v. Freedom from aeroelastic 

instability must be shown up to a speed 

determined from Figure 3, below. 

Flutter clearance speeds V′ and V′′ may 

be based on the speed limitation 

specified for the remainder of the flight 

using the margins defined by 

§ 25.629(b). 

V′ = Clearance speed as defined by 

§ 25.629(b)(2). 

V′′ = Clearance speed as defined by 

§ 25.629(b)(1). 

Qj = (Tj)(Pj) 

Where: 

Qj = Probability of being in failure mode j 

Tj = Average time spent in failure mode j (in 

hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then the flutter clearance speed must 

not be less than V′′. 

vi. Freedom from aeroelastic 

instability must also be shown up to V′ 

in Figure 3, above, for any probable 

system-failure condition, combined 

with any damage required or selected 

for investigation by § 25.571(b). 

b. Consideration of certain failure 

conditions may be required by other 

sections of 14 CFR part 25 regardless of 

calculated system reliability. Where 

analysis shows the probability of these 

failure conditions to be less than 10¥9, 

criteria other than those specified in this 

paragraph may be used for structural 

substantiation to show continued safe 

flight and landing. 

4. Failure indications. For systemfailure detection and indication, the 

following apply: 

a. The system must be checked for 

failure conditions, not extremely 

improbable, that degrade the structural 

capability below the level required by 

14 CFR part 25, or that significantly 

reduce the reliability of the remaining 

system. As far as reasonably practicable, 

the flightcrew must be made aware of 

these failures before flight. Certain 

elements of the control system, such as 

mechanical and hydraulic components, 

may use special periodic inspections, 

and electronic components may use 


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60240 Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations 

daily checks, in lieu of detection and 

indication systems, to achieve the 

objective of this requirement. These 

certification-maintenance requirements 

must be limited to components that are 

not readily detectable by normal 

detection-and-indication systems, and 

where service history shows that 

inspections will provide an adequate 

level of safety. 

b. The existence of any failure 

condition, not extremely improbable, 

during flight, that could significantly 

affect the structural capability of the 

airplane, and for which the associated 

reduction in airworthiness can be 

minimized by suitable flight limitations, 

must be signaled to the flightcrew. For 

example, failure conditions that result 

in a factor of safety between the airplane 

strength and the loads of 14 CFR part 

25, subpart C below 1.25, or flutter 

margins below V’’, must be signaled to 

the crew during flight. 

5. Dispatch with known failure 

conditions. If the airplane is to be 

dispatched in a known system-failure 

condition that affects structural 

performance, or that affects the 

reliability of the remaining system to 

maintain structural performance, then 

the provisions of these special 

conditions must be met, including the 

provisions of special condition 2 for the 

dispatched condition, and special 

condition 3 for subsequent failures. 

Expected operational limitations may be 

taken into account in establishing Pj as 

the probability of failure occurrence for 

determining the safety margin in Figure 

1. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition and the 

subsequent failure condition for the 

safety margins in Figures 2 and 3. These 

limitations must be such that the 

probability of being in this combined 

failure state, and then subsequently 

encountering limit load conditions, is 

extremely improbable. No reduction in 

these safety margins is allowed if the 

subsequent system-failure rate is greater 

than 10¥3 per hour. 

Issued in Renton, Washington, on August 

23, 2016. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–21122 Filed 8–31–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2016–4135; Special 

Conditions No. 25–636–SC] 

Special Conditions: Bombardier 

Aerospace Inc. Model BD–700–2A12 

and BD–700–2A13 Airplanes; Sidestick 

Controllers 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Bombardier Aerospace 

Inc. (Bombardier) Model BD–700–2A12 

and BD–700–2A13 airplanes. These 

airplanes will have a novel or unusual 

feature when compared to the state of 

technology envisioned in the 

airworthiness standards for transportcategory airplanes. This design feature 

is a sidestick controller, designed to be 

operated with only one hand, in lieu of 

the conventional wheel or stick 

controls. 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: This action is effective on 

Bombardier on September 1, 2016. We 

must receive your comments by October 

17, 2016. 

ADDRESSES: Send comments identified 

by docket number FAA–2016–4135 

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 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, Airframe and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–1178; 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 May 30, 2012, Bombardier applied 

for an amendment to type certificate no. 

T00003NY to include the new Model 

BD–700–2A12 and BD–700–2A13 

airplanes. These airplanes are 

derivatives of the Model BD–700 series 

of airplanes currently approved under 

type certificate no. T00003NY, and are 

marketed as the Bombardier Global 7000 

(Model BD–700–2A12) and Global 8000 

(Model BD–700–2A13). These airplanes 

are ultra-long-range, executive-interior 

business jets. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Bombardier must show that the Model 

BD–700–2A12 and BD–700–2A13 

airplanes meet the applicable provisions 


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