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
75288 Federal Register / Vol. 78, No. 238 / Wednesday, December 11, 2013 / Proposed Rules 

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. 

Bombardier has developed 

comprehensive flight envelope 

protection features integral to the Cseries electronic flight control system 

(EFCS) design. These flight envelope 

protection features include limitations 

on angle-of-attack, normal load factor, 

bank angle, pitch angle, and speed. To 

accomplish this flight envelope limiting, 

a significant change (or multiple 

changes) occurs in the EFCS control 

laws as the limit is approached or 

exceeded. When EFCS failure states 

occur, flight envelope protection 

features can likewise either be modified, 

or in some cases, eliminated. The 

current regulations were not written 

with these comprehensive flight 

envelope limiting systems in mind. 

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 

incorporate the following novel or 

unusual design features: new control 

architecture and a full digital flight 

control system that provides 

comprehensive flight envelope 

protections. 

Discussion 

The applicable airworthiness 

regulation in this instance is 14 CFR 

25.143. The purpose of § 25.143 is to 

verify that any operational maneuvers 

conducted within the operational 

envelope can be accomplished smoothly 

with average piloting skill and without 

exceeding any structural limits. The 

pilot should be able to predict the 

airplane response to any control input. 

During the course of the flight test 

program, the pilot determines 

compliance with § 25.143 through 

primarily qualitative methods. During 

flight test, the pilot should evaluate all 

of the following: 

• The interface between each 

protection function; 

• Transitions from one mode to 

another; 

• The aircraft response to intentional 

dynamic maneuvering, whenever 

applicable, through dedicated 

maneuvers; 

• General controllability assessment; 

• High speed characteristics; and 

• High angle-of-attack. 

Section 25.143, however, does not 

adequately ensure that the novel or 

unusual features of the C-series 

airplanes will have a level of safety 

equivalent to that of existing standards. 

These special conditions are therefore 

required to accommodate the flight 

envelope limiting systems in the Cseries airplanes. The additional safety 

standards in these special conditions 

will ensure a level of safety equivalent 

to that of existing 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. General Limiting Requirements: 

a. Onset characteristics of each 

envelope protection feature must be 

smooth, appropriate to the phase of 

flight and type of maneuver, and not in 

conflict with the ability of the pilot to 

satisfactorily change airplane flight 

path, speed, or attitude as needed. 


emcdonald on DSK67QTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 238 / Wednesday, December 11, 2013 / Proposed Rules 75289 

b. Limit values of protected flight 

parameters (and if applicable, associated 

warning thresholds) must be compatible 

with the following: 

i. Airplane structural limits, 

ii. Required safe and controllable 

maneuvering of the airplane, and 

iii. Margins to critical conditions. 

Unsafe flight characteristics/conditions 

must not result if dynamic 

maneuvering, airframe and system 

tolerances (both manufacturing and inservice), and non-steady atmospheric 

conditions, in any appropriate 

combination and phase of flight, can 

produce a limited flight parameter 

beyond the nominal design limit value. 

c. The airplane must be responsive to 

intentional dynamic maneuvering to 

within a suitable range of the parameter 

limit. Dynamic characteristics such as 

damping and overshoot must also be 

appropriate for the flight maneuver and 

limit parameter in question. 

d. When simultaneous envelope 

limiting is engaged, adverse coupling or 

adverse priority must not result. 

2. Failure States: Electronic flight 

control system failures (including 

sensor) must not result in a condition 

where a parameter is limited to such a 

reduced value that safe and controllable 

maneuvering is no longer available. The 

crew must be alerted by suitable means 

if any change in envelope limiting or 

maneuverability is produced by single 

or multiple failures of the electronic 

flight control system not shown to be 

extremely improbable. 

Issued in Renton, Washington, on 

November 29, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–29487 Filed 12–10–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1026; Directorate 

Identifier 2012–NM–173–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all BAE 

SYSTEMS (OPERATIONS) LIMITED 

Model BAe 146 series airplanes and 

Model Avro 146–RJ series airplanes. 

This proposed AD was prompted by 

reports of cracking of the main fitting of 

the nose landing gear (NLG). This 

proposed AD would require revising the 

maintenance program by incorporating a 

new safe-life limitation for the NLG 

main fitting. We are proposing this AD 

to prevent collapse of the NLG, which 

could lead to degradation of direction 

control on the ground or an uncommanded turn to the left and a 

consequent loss of control of the 

airplane on the ground, possibly 

resulting in damage to the airplane and 

injury to occupants. 

DATES: We must receive comments on 

this proposed AD by January 27, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact BAE 

SYSTEMS (OPERATIONS) LIMITED, 

Customer Information Department, 

Prestwick International Airport, 

Ayrshire, KA9 2RW, Scotland, United 

Kingdom; telephone +44 1292 675207; 

fax +44 1292 675704; email 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/

Businesses/RegionalAircraft/index.htm. 

You may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at 

the Docket Operations office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1175; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–1026; Directorate Identifier 

2012–NM–173–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0191R1, 

dated November 6, 2012 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Several occurrences of the aeroplane’s 

Nose Landing Gear (NLG) Main Fitting 

cracking have been reported. Subsequently in 

different cases, NLG Main Fitting crack lead 

to collapsed NLG, locked NLG steering and 

an aeroplane’s un-commanded steering to the 

left. 

Cracks in the NLG Bell Housing are not 

detectable with the NLG fitted to the 

aeroplane and are difficult to detect during 

overhaul without substantial disassembly of 

the gear. 

This condition, if not corrected, could lead 

to degradation of directional control on the 

ground or an un-commanded turn to the left 

and a consequent loss of control of the 

aeroplane on the ground, possibly resulting 

in damage to the aeroplane and injury to 

occupants. 

Prompted by these findings, BAE Systems 

(Operations) Ltd issued Inspection Service 

Bulletin (ISB) 32–186 (hereafter referred to as 

the ISB) to introduce a new safe life of 16,000 

flight cycles (FC) for certain NLG main 

fittings, having a Part Number (P/N) as 

identified in Paragraph 1A, tables 1, 2 and 3 

of the ISB. 


emcdonald on DSK67QTVN1PROD with PROPOSALS