This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

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REGISTER issue of each week.

Rules and Regulations Federal Register

14155 

Vol. 78, No. 43 

Tuesday, March 5, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0154; Special 

Conditions No. 25–484–SC] 

Special Conditions: Learjet Inc., Model 

LJ–200–1A10 Airplane; Use of 

Automatic Power Reserve (APR), an 

Automatic Takeoff Thrust Control 

System (ATTCS), for Go-Around 

Performance Credit 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Learjet Model LJ–200– 

1A10 airplane. This airplane will have 

novel or unusual design features 

associated with utilizing go-around 

performance credit when using an 

automatic takeoff thrust control system. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: The effective date of these 

special conditions is February 13, 2013. 

We must receive your comments by 

April 19, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0154 

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 8 

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: 

Doug Bryant, FAA, Propulsion/ 

Mechanical Systems, ANM–112, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2384; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions are 

impracticable because these procedures 

would significantly delay issuance of 

the design approval and thus delivery of 

the affected aircraft. In addition, the 

substance of these special conditions 

has been subject to the public comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon issuance. 

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 February 9, 2009, Learjet Inc. 

applied for a type certificate for their 

new Model LJ–200–1A10 airplane 

(hereafter referred to as the ‘‘Model LJ– 

200’’). The Model LJ–200 is a business 

class aircraft powered by two highbypass turbine engines with an 

estimated maximum takeoff weight of 

35,550 pounds and an interior 

configuration for up to 10 passengers. 

The Model LJ–200 includes an 

automatic takeoff thrust control system 

(ATTCS) described as an automatic 

power reserve (APR) system. Learjet has 

requested approval to use the APR as 

the performance level in showing 

compliance with the approach climb 

requirements of Title 14, Code of 

Federal Regulations (14 CFR) 25.121(d). 

Part 25 appendix I limits the application 

of performance credit for ATTCS to 

takeoff only. Since the airworthiness 

regulations do not contain appropriate 

safety standards for approach climb 

performance using ATTCS, special 

conditions are required to ensure a level 

of safety equivalent to that established 

in the regulations. 

Type Certification Basis 

Under the provisions of § 21.17, 

Learjet Inc. must show that the Model 

LJ–200 meets the applicable provisions 

of part 25, as amended by Amendments 

25–1 through 25–127 thereto, and part 

26, as amended by Amendment 26–1 

through 26–2 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 Model LJ–200 because of a novel 

or unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 


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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 Model LJ–200 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 Model LJ–200 will incorporate 

the following novel or unusual design 

features: An automatic takeoff thrust 

control system (ATTCS) described as an 

automatic power reserve (APR) system 

that is available at all times without any 

additional action from the pilot. This 

applies during takeoff and go-around 

flight operations. The aircraft 

performance data is based on the 

availability of the uptrim power during 

takeoff and approach climb. This results 

in a novel or unusual design feature for 

which the applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards. Therefore, 

special conditions are required that 

provide the level of safety equivalent to 

that established by the regulations. 

Discussion 

Learjet Inc. is proposing to use the 

APR function of the Model LJ–200 

during go-around and is requesting 

approach climb performance credit for 

the use of the additional power 

provided by the APR uptrim. The Model 

LJ–200 powerplant control system 

comprises a full authority digital 

electronic control (FADEC) for the Pratt 

& Whitney Canada Model PW307B 

engine. The engine FADEC system 

includes the APR feature. The 

configuration provides for APR 

activation during go-around. 

The APR system is available at all 

times without any additional action 

from the pilot. This applies during 

takeoff and go-around flight operations. 

The aircraft performance data is based 

on the availability of the uptrim power 

during takeoff and approach climb. 

The part 25 standards for ATTCS, 

contained in § 25.904 and appendix I to 

part 25 specifically restrict performance 

credit for ATTCS to takeoff only. 

Expanding the scope of the standards to 

include other phases of flight, including 

go-around, was considered at the time 

the standards were issued. However, 

flightcrew workload issues in the event 

of an engine failure during a critical 

point in the approach, landing, or goaround operations precluded further 

consideration. 

The ATTCS incorporated on the 

Model LJ–200 allows the pilot to use the 

same power setting procedure during a 

go-around regardless of whether or not 

an engine fails. Since the ATTCS is 

always armed, it will function 

automatically following an engine 

failure and advance the remaining 

engine to the APR power level. This 

satisfactorily addresses the flightcrew 

workload issues that were a concern 

when the ATTCS standards were 

originally promulgated. 

Since the airworthiness regulations do 

not contain appropriate safety standards 

to allow approach climb performance 

credit for ATTCS, special conditions are 

required to ensure a level of safety 

equivalent to that established in the 

regulations. The definition of a critical 

time interval for the approach climb 

case, during which time it must be 

extremely improbable to violate a flight 

path based on the § 25.121(d) gradient 

requirement, is of primary importance. 

In the event of a simultaneous failure of 

an engine and the APR function, falling 

below the minimum flight path defined 

by the 2.5 degree approach, decision 

height, and climb gradient required by 

§ 25.121(d) must be shown to be an 

extremely improbable event during this 

critical time interval. The § 25.121(d) 

gradient requirement implies a 

minimum one-engine-inoperative flight 

path capability with the airplane in the 

approach configuration. The engine may 

have been inoperative before initiating 

the go-around, or it may become 

inoperative during the go-around. The 

definition of the critical time interval 

must consider both possibilities. 

For approval to use the power 

provided by the ATTCS to determine 

the approach climb performance 

limitations, the Model LJ–200 must 

comply with the requirements of 

§ 25.904 and appendix I to part 25, 

including the following special 

conditions pertaining to the go-around 

phase of flight. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

LJ–200–1A10. Should Learjet 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, these special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

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 

impracticable, and good cause exists for 

adopting these special conditions upon 

issuance. 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 Learjet Model LJ– 

200–1A10 airplanes. 

1. General. An automatic takeoff 

thrust control system (ATTCS) is 

defined as the entire automatic system, 

including all devices, both mechanical 

and electrical, that sense engine failure, 

transmit signals, actuate fuel controls or 

power levers, or increase engine power 

by other means on operating engines to 

achieve scheduled thrust or power 

increases and furnish flight deck 

information on system operation. 

2. ATTCS. The engine power control 

system that automatically resets the 

power or thrust on the operating engine 

(following engine failure during the 

approach for landing) must comply with 

the following requirements stated in 

paragraphs 2a, 2b, and 2c: 

a. Performance and System Reliability 

Requirements. The probability analysis 

must include consideration of ATTCS 

failure occurring after the time at which 

the flightcrew last verifies that the 


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Federal Register / Vol. 78, No. 43 / Tuesday, March 5, 2013 / Rules and Regulations 14157 

ATTCS is in a condition to operate until 

the beginning of the critical time 

interval. 

b. Thrust or Power Setting. 

(1) The initial thrust or power setting 

on each engine at the beginning of the 

takeoff roll or go-around may not be less 

than any of the following: 

(i) That required to permit normal 

operation of all safety-related systems 

and equipment dependent upon engine 

thrust or power lever position; or 

(ii) That shown to be free of 

hazardous engine response 

characteristics and not to result in any 

unsafe aircraft operating or handling 

characteristics when thrust or power is 

increased from the initial takeoff or goaround thrust or power to the maximum 

approved takeoff thrust or power. 

(2) For approval of an ATTCS system 

for go-around, the thrust or power 

setting procedure for the operating 

engine(s) must be the same for goarounds initiated with all engines 

operating as for go-arounds initiated 

with one-engine-inoperative. 

c. Powerplant Controls. In addition to 

the requirements of § 25.1141, no single 

failure or malfunction, or probable 

combination thereof, of the ATTCS, 

including associated systems, may cause 

the failure of any powerplant function 

necessary for safety. The ATTCS must 

be designed to: 

(1) Apply thrust or power on the 

operating engine(s), following any one 

engine failure during takeoff or goaround, to achieve the maximum 

approved takeoff thrust or power 

without exceeding engine operating 

limits; and 

(2) Provide a means to verify to the 

flightcrew before takeoff and before 

beginning an approach for landing that 

the ATTCS is in a condition to operate. 

3. Critical Time Interval. (Refer to 

figure 1 and figure 2 below.) The 

definition of the critical time interval in 

part 25 appendix I25.2(b) shall be 

expanded to include the following: 

a. When conducting an approach for 

landing using ATTCS, the critical time 

interval is defined as follows: 

(1) The critical time interval begins at 

point A on a 2.5 degree approach glide 

path. (Point A is the point on that glide 

path from which, assuming a 

simultaneous engine and ATTCS 

failure, the resulting approach climb 

flight path intersects, at point B, a flight 

path originating at a later point on the 

same approach path corresponding to 

the part 25 one-engine-inoperative 

approach climb gradient.) The period of 

time, time interval AB, must be no 

shorter than the time in figure 2, I25.2(b) 

time interval FG. Figure 2 is reproduced 

from appendix I and includes a change 

that identifies the time interval FG. 

(2) The critical time interval ends at 

point D on a minimum performance, allengines-operating go-around flight path 

from which, assuming a simultaneous 

engine and ATTCS failure, the resulting 

minimum approach climb flight path 

intersects the flight path (point E) 

corresponding to the 14 CFR part 25 

minimum one-engine-inoperative 

approach climb gradient represented in 

figure 1 as the engine failed, ATTCS 

operating flight path. 

The all-engines-operating go-around 

flight path and the 14 CFR part 25 oneengine-inoperative approach climb 

gradient flight path (engine failed, 

ATTCS operating flight path in figure 1) 

originate from a common point, point C, 

on a 2.5 degree approach path. The 

period of time, time interval DE, from 

the point of simultaneous engine and 

ATTCS failure, point D, to the 

intersection of these flight paths, point 

E, must be no shorter than the 

corresponding time in figure 2, I25.2(b) 

interval FG. 

b. The critical time interval must be 

determined at the altitude resulting in 

the longest critical time interval for 

which one-engine-inoperative approach 

climb performance data are presented in 

the airplane flight manual. 

c. The critical time interval is 

illustrated in figure 1. 


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Note: Figure 2 is included for reference and 

clarity to show time interval FG. It has not 

been included in previous special conditions 

on the same subject and does not include any 

new requirements. It does not change the 

meaning or intent of the special conditions. 

Issued in Renton, Washington, on February 

13, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–05006 Filed 3–4–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0861; Directorate 

Identifier 2012–NM–074–AD; Amendment 

39–17364; AD 2013–04–07] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–102, 

–103, –106, –201, –202, –301, –311, and 

–315 airplanes. This AD was prompted 

by reports of the loss of the fixed 

frequency system, leading to the loss of 

power to the left and right buses and all 

systems serviced by these buses. This 

AD requires modification of the wiring 

and changes to existing airworthiness 

limitations. We are issuing this AD to 

prevent loss of the fixed frequency 

system, which could lead to loss of a 

number of the pilot’s and co-pilot’s 

flight instruments, in addition to other 

avionics systems. 

DATES: This AD becomes effective April 

9, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 9, 2013. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Assata Dessaline, Aerospace Engineer, 

Avionics and Flight Test Branch, ANE– 

172, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7301; fax 

(516) 794–5531. 

SUPPLEMENTARY INFORMATION: 


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