This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

32576 

Vol. 78, No. 105 

Friday, May 31, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 21 

Proposed Airworthiness Design 

Standards; AQUILA Aviation by 

Excellence GmbH, Model AT01 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Request for comments. 

SUMMARY: This notice announces the 

issuance of the design criteria for Night 

visual flight rules (VFR) expansion and 

substantiation for the Aquila GmbH 

AT01. These additional provisions are 

expansions of the existing JAR–VLA 

(Joint Aviation Requirements—Very 

Light Aircraft) and CS–VLA regulations 

to include Night VFR. The current 

regulations only allow Day VFR, but the 

European Aviation Safety Agency 

(EASA) is expanding the VLA 

regulations for this type of airplane 

through EASA special conditions. These 

FAA design criteria are being proposed 

to be the same as the EASA Special 

Conditions. 

DATES: Comments must be received on 

or before July 1, 2013. 

ADDRESSES: Send all comments to the 

Federal Aviation Administration (FAA), 

Standards Office, Small Airplane 

Directorate (ACE–111), Aircraft 

Certification Service, 901 Locust Street, 

Room 301, Kansas City, MO 64106. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Doug Rudolph, Aerospace Engineer, 

Standards Office (ACE–112), Small 

Airplane Directorate, Aircraft 

Certification Service, FAA; telephone 

number (816) 329–4059, fax number 

(816) 329–4090, email at 

doug.rudolph@faa.gov. 

SUPPLEMENTARY INFORMATION: Any 

person may obtain a copy of this 

information by contacting the person 

named above under FOR FURTHER

INFORMATION CONTACT. 

Background 

The original certification of the 

aircraft was done under the provisions 

of 14 CFR part 21, § 21.29, as a 14 CFR 

part 21, § 21.17(b), special class aircraft, 

JAR–VLA, using the requirements of 

JAR–VLA Amendment VLA/92/01 as 

developed by the Joint Aviation 

Authority, and under Title 14 of the 

Code of Federal Regulations and two 

additional design criteria issued on 

September 2, 2003 (68 FR 56809) The 

regulation applicable to the Amended 

Type Certificate (TC) Night-VFR 

approval is § 21.17(b). This section 

describes the regulatory basis for the 

approval of JAR–VLA and CS–VLA 

aircraft as a special class. Policy on this 

subject includes AC 23–11B and AC 

21.17–3. 

Airworthiness rules that are 

applicable to this Night-VFR approval 

are §§ 23.1381 through 23.1397 and 

23.1401. 

FAA policy expressed in ACs 23–11B 

and 21.17–3 limits JAR–VLA and CS– 

VLA aircraft approved under § 21.17(b), 

to Day-VFR operations. Part 23 

certification was required for Night-VFR 

approval because the VLA rules were 

not adequate to address Night-VFR 

operations. Since publishing these 

advisory circulars, EASA has developed 

special conditions to CS–VLA that are 

adequate to allow Night-VFR approvals. 

If the applicant complies with the 

applicable airworthiness rules in CS– 

VLA and the EASA special conditions, 

the previous policy disallowing NightVFR is no longer valid. 

Airplanes approved as special class 

under § 21.17(b) may be type 

certificated as both Day-VFR and NightVFR if the certification includes the 

required instrumentation and 

equipment specified in 14 CFR 91.205, 

and the certification basis includes the 

applicable rules of CS–VLA at date of 

application and the appropriate EASA 

special conditions. 

The FAA has concluded that it is 

acceptable to allow Night-VFR 

certification for the Aquila Model AT01 

under the special class amended TC 

project AT00617CE–A, and has issued a 

project specific memorandum allowing 

this for the AT01 Model airplane. 

Revisions to ACs 23–11B and 21.17–3 

will be made to make this project 

specific policy a general policy. 

To satisfy the additional required 

provisions of ‘‘Proposed Airworthiness 

Design Standards for Acceptance Under 

the Primary Category Rule of Night 

Visual Flight Rules (VFR) Under the 

Special Class (JAR–VLA) Regulations of 

14 CFR 21.17(b); AQUILA Aviation by 

Excellence GmbH, Model AT01’’, the 

applicant, AQUILA, has submitted a 

request to the FAA to use the EASA 

Special Conditions as shown on EASA 

Certification Review Item (CRI) A–01 

Issue 3, Appendix 1, dated October 3, 

2010 ‘‘EASA Special Condition 

Airworthiness standards for CS–VLA 

aeroplane to be operated under nightVFR operations. Applicable to AQUILA 

AT01’’ as follows: 

Appendix 1 

Special Condition 

Airworthiness Standards for CS–VLA 

Aeroplane To Be Operated Under Night-VFR 

Operations 

Applicable to AQUILA AT01 

Instead of VLA 1, VLA 181, VLA 773, VLA 

807, VLA 903, VLA 905, VLA 1121, VLA 

1143, VLA 1147, VLA 1322, VLA 1325, VLA 

1331, VLA 1351, VLA 1353, VLA 1431, VLA 

1547, VLA 1559, VLA 1583 and due to 

absence of specific requirements in CS–VLA 

(VLA 1107, VLA 1381, VLA 1383) the 

following proposed Special Conditions have 

to be complied with: 

SpC VLA 1 Applicability 

This airworthiness code is applicable to 

aeroplanes with a single engine (spark- or 

compression-ignition) having not more than 

two seats, with a Maximum Certificated 

Take-off Weight of not more than 750 kg and 

a stalling speed in the landing configuration 

of not more than 83 km/h (45 knots) (CAS), 

to be approved for day-VFR or for day- and 

night-VFR. (See AMC VLA 1.) 

SpC VLA 181 Dynamic Stability 

(a) Any short period oscillation not 

including combined lateral-directional 

oscillations occurring between the stalling 

speed and the maximum allowable speed 

appropriate to the configuration of the 

aeroplane must be ‘heavily damped with the 

primary controls— 

(1) Free; and 

(2) In a fixed position 

(b) Any combined lateral-directional 

oscillations (‘Dutch roll’) occurring between 

the stalling speed and the maximum 

allowable speed appropriate to the 

configuration of the aeroplane must be 

damped to 1/10 amplitude in 7 cycles with 

the primary controls— 

(1) Free; and paragraph must be shown 

under the following 

(2) In a fixed position. 

(c) Any long period oscillation of the flight 

path (phugoid) must not be so unstable as to 

cause an unacceptable increase in pilot 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 105 / Friday, May 31, 2013 / Proposed Rules 32577 

workload or otherwise endanger the 

aeroplane. When in the conditions of CS VLA 

175, the longitudinal control force required 

to maintain speeds differing from the 

trimmed speed by at least plus or minus 15% 

is suddenly released, the response of the 

aeroplane must not exhibit any dangerous 

characteristics nor be excessive in relation to 

the magnitude of the control force released 

(see AMC VLA 181 (c)). 

SpC VLA 773 Pilot compartment view 

The pilot compartment must be free from 

glare and reflections that could interfere with 

the pilot’s vision in all operations for which 

the certification is requested. The pilot 

compartment must be designed so that— 

(a) The pilot’s view is sufficiently 

extensive, clear, and undistorted, for safe 

operation; 

(b) The pilot is protected from the elements 

so that moderate rain conditions do not 

unduly impair his view of the flight path in 

normal flight and while landing; and 

(c) Internal fogging of the windows covered 

under sub-paragraph (a) of this paragraph can 

be easily cleared by the pilot unless means 

are provided to prevent fogging. (See AMC 

VLA 773.) 

SpC VLA 807 Emergency Exits 

(a) Where exits are provided to achieve 

compliance with CS–VLA 783 (a), the 

opening system must be designed for simple 

and easy operation. It must function rapidly 

and be designed so that it can be operated by 

each occupant strapped in his seat, and also 

from outside the cockpit. Reasonable 

provisions must be provided to prevent 

jamming by fuselage deformation. 

(b) Markings must be suitable for night 

VFR, if this kind of operation is requested. 

(See AMC VLA 807 (b)) 

SpC VLA 903 Engine 

(a) The engine must meet the specifications 

of CS–22 Subpart H for day-VFR operation, 

and must meet the Specification of CS–E for 

night-VFR operation. 

(b) Restart capability. An altitude and 

airspeed envelope must be established for the 

aeroplane for in-flight engine restarting and 

the installed engine must have a restart 

capability within that envelope. 

SpC VLA 905 Propeller 

(a) The propeller must meet the 

specifications of CS–22 Subpart J for dayVFR operation. For night-VFR operations the 

Propeller and the Control System must meet 

the Specification of CS–P except for fixed 

pitch propellers, for which CS–22 Subpart J 

is sufficient. 

(b) Engine power and propeller shaft 

rotational speed may not exceed the limits 

for which the propeller is certificated or 

approved. 

SpC VLA 1107 Induction System Filters 

On reciprocating-engine installations, if an 

air filter is used to protect the engine against 

foreign material particles in the induction air 

supply— 

(a) Each air filter must be capable of 

withstanding the effects of temperature 

extremes, rain, fuel, oil, and solvents to 

which it is expected to be exposed in service 

and maintenance; and 

(b) Each air filter must have a design 

feature to prevent material separated from the 

filter media from re-entering the induction 

system and interfering with proper fuel 

metering operation. 

SpC VLA 1121 Exhaust System: General 

(a) Each exhaust system must ensure safe 

disposal of exhaust gases without fire hazard 

or carbon monoxide contamination in the 

personnel compartment. 

(b) Each exhaust system part with a surface 

hot enough to ignite flammable fluids or 

vapours must be located or shielded so that 

leakage from any system carrying flammable 

fluids or vapours will not result in a fire 

caused by impingement of the fluids or 

vapours on any part of the exhaust system 

including shields for the exhaust system. 

(c) Each exhaust system component must 

be separated by fireproof shields from 

adjacent flammable parts of the aeroplane 

that are outside the engine compartment. 

(d) No exhaust gases may discharge 

dangerously near any fuel or oil system 

drain. 

(e) No exhaust gases may be discharged 

where they will cause a glare seriously 

affecting the pilot’s vision at night. 

(f) Each exhaust system component must 

be ventilated to prevent points of excessively 

high temperature. 

(g) Each exhaust heat exchanger must 

incorporate means to prevent blockage of the 

exhaust port after any internal heat 

exchanger failure. 

SpC VLA 1143 Engine Controls 

(a) The power or supercharger control must 

give a positive and immediate responsive 

means of controlling its engine or 

supercharger. 

(b) If a power control incorporates a fuel 

shut-off feature, the control must have a 

means to prevent the inadvertent movement 

of the control into the shut-off position. The 

means must— 

(1) Have a positive lock or stop at the idle 

position; and 

(2) Require a separate and distinct 

operation to place the control in the shut-off 

position. 

(c) For reciprocating single-engine 

aeroplanes, each power or thrust control 

must be designed so that if the control 

separates at the engine fuel metering device, 

the aeroplane is capable of continuing safe 

flight and landing. (See AMC VLA 1143(c)). 

SpC VLA 1147 Mixture Control 

(a) The Control must require a separate and 

distinct operation to move the control toward 

lean or shut-off position. 

(b) Each manual engine mixture control 

must be designed so that, if the control 

separates at the engine fuel metering device, 

the aeroplane is capable of continuing safe 

flight and landing. (See AMC VLA 1147(b)). 

SpC VLA 1322 Warning, caution, and 

advisory lights 

If warning, caution, or advisory lights are 

installed in the cockpit, they must be— 

(a) Red, for warning lights (lights 

indicating a hazard which may require 

immediate corrective action); 

(b) Amber, for caution lights (lights 

indicating the possible need for future 

corrective action); 

(c) Green, for safe operation lights; and 

(d) Any other colour, including white, for 

lights not described in sub-paragraphs (a) to 

(c) of this paragraph, provided the colour 

differs sufficiently from the colours 

prescribed in subparagraphs (a) to (c) of this 

paragraph to avoid possible confusion. 

(e) Effective under all probable cockpit 

lighting conditions. 

SpC VLA 1325 Static pressure system 

(a) Each instrument provided with static 

pressure case connections must be so vented 

that the influence of aeroplane speed, the 

opening and closing of windows, moisture or 

other foreign matter, will not significantly 

affect the accuracy of the instruments. 

(b) The design and installation of a static 

pressure system must be such that— 

(1) Positive drainage of moisture is 

provided; 

(2) Chafing of the tubing, and excessive 

distortion or restriction at bends in the 

tubing, is avoided; and 

(3) The materials used are durable, suitable 

for the purpose intended, and protected 

against corrosion. 

(c) Each static pressure system must be 

calibrated in flight to determine the system 

error. The system error, in indicated pressure 

altitude, at sea-level, with a standard 

atmosphere, excluding instrument calibration 

error, may not exceed ±9 m (± 30 ft) per 185 

km/h (100 knot) speed for the appropriate 

configuration in the speed range between 1·3 

VSO with flaps extended and 1·8 VS1 with 

flaps retracted. However, the error need not 

be less than ±9 m (± 30 ft). 

SpC VLA 1331 Instruments using a power 

supply 

For each aeroplane— 

(a) Each gyroscopic instrument must derive 

its energy from power sources adequate to 

maintain its required accuracy at any speed 

above the best rate-of-climb speed; 

(b) Each gyroscopic instrument must be 

installed so as to prevent malfunction due to 

rain, oil and other detrimental elements; and 

(c) There must be a means to indicate the 

adequacy of the power being supplied to the 

instruments. 

(d) For night VFR operation there must be 

at least two independent sources of power 

and a manual or an automatic means to select 

each power source for each instrument that 

uses a power source. 

SpC VLA 1351 ELECTRICAL SYSTEMS 

AND EQUIPMENT: General 

(a) Electrical system capacity. Each 

electrical system must be adequate for the 

intended use. In addition— 

(1) Electric power sources, their 

transmission cables, and their associated 

control and protective devices, must be able 

to furnish the required power at the proper 

voltage to each load circuit essential for safe 

operation; and 

(2) Compliance with sub-paragraph (a)(l) of 

this paragraph must be shown by an 

electrical load analysis, or by electrical 

measurements, that account for the electrical 

loads applied to the electrical system in 


tkelley on DSK3SPTVN1PROD with PROPOSALS
32578 Federal Register / Vol. 78, No. 105 / Friday, May 31, 2013 / Proposed Rules 

probable combinations and for probable 

durations. 

(b) Functions. For each electrical system, 

the following apply: 

(1) Each system, when installed, must be— 

(i) Free from hazards in itself, in its method 

of operation, and in its effects on other parts 

of the aeroplane; 

(ii) Protected from fuel, oil, water, other 

detrimental substances, and mechanical 

damage; and 

(iii) So designed that the risk of electrical 

shock to occupants and ground personnel is 

reduced to a minimum. 

(2) Electric power sources must function 

properly when connected in combination or 

independently. 

(3) No failure or malfunction of any electric 

power source may impair the ability of any 

remaining source to supply load circuits 

essential for safe operation. 

(4) Each electric power source control must 

allow the independent operation of each 

source, except that controls associated with 

alternators that depend on a battery for initial 

excitation or for stabilisation need not break 

the connection between the alternator and its 

battery. 

(c) Generating system. There must be at 

least one generator if the electrical system 

supplies power to load circuits essential for 

safe operation. In addition— 

(1) Each generator must be able to deliver 

its continuous rated power; 

(2) Generator voltage control equipment 

must be able to dependably regulate the 

generator output within rated limits; 

(3) Each generator must have a reverse 

current cut out designed to disconnect the 

generator from the battery and from the other 

generators when enough reverse current 

exists to damage that generator; 

(4) There must be a means to give 

immediate warning to the pilot of a failure 

of any generator; and 

(5) Each generator must have an 

overvoltage control designed and installed to 

prevent damage to the electrical system, or to 

equipment supplied by the electrical system, 

that could result if that generator were to 

develop an overvoltage condition. 

(d) Instruments. There must be a means to 

indicate to the pilot that the electrical power 

supplies are adequate for safe operation. For 

direct current systems, an ammeter in the 

battery feeder may be used. 

(e) Fire resistance. Electrical equipment 

must be so designed and installed that in the 

event of a fire in the engine compartment, 

during which the surface of the firewall 

adjacent to the fire is heated to 1100 °C for 

5 minutes or to a lesser temperature 

substantiated by the applicant, the 

equipment essential to continued safe 

operation and located behind the firewall 

will function satisfactorily and will not 

create an additional fire hazard. This may be 

shown by test or analysis. 

(f) External power. If provisions are made 

for connecting external power to the 

aeroplane, and that external power can be 

electrically connected to equipment other 

than that used for engine starting, means 

must be provided to ensure that no external 

power supply having a reverse polarity, or a 

reverse phase sequence, can supply power to 

the aeroplane’s electrical system. The 

location must allow such provisions to be 

capable of being operated without hazard to 

the aeroplane or persons. 

SpC VLA 1353 Storage battery design and 

installation 

(a) Each storage battery must be designed 

and installed as prescribed in this paragraph. 

(b) Safe cell temperatures and pressures 

must be maintained during any probable 

charging and discharging condition. No 

uncontrolled increase in cell temperature 

may result when the battery is recharged 

(after previous complete discharge)— 

(1) At maximum regulated voltage or 

power; 

(2) During a flight of maximum duration; 

and 

(3) Under the most adverse cooling 

condition likely to occur in service. 

(c) Compliance with sub-paragraph (b) of 

this paragraph must be shown by tests unless 

experience with similar batteries and 

installations has shown that maintaining safe 

cell temperatures and pressures presents no 

problem. 

(d) No explosive or toxic gases emitted by 

any battery in normal operation, or as the 

result of any probable malfunction in the 

charging system or battery installation, may 

accumulate in hazardous quantities within 

the aeroplane. 

(e) No corrosive fluids or gases that may 

escape from the battery may damage 

surrounding structures or adjacent essential 

equipment. 

(f) Each nickel cadmium battery 

installation capable of being used to start an 

engine or auxiliary power unit must have 

provisions to prevent any hazardous effect on 

structure or essential systems that may be 

caused by the maximum amount of heat the 

battery can generate during a short circuit of 

the battery or of its individual cells. 

(g) Nickel cadmium battery installations 

capable of being used to start an engine or 

auxiliary power unit must have— 

(1) A system to control the charging rate of 

the battery automatically so as to prevent 

battery overheating; 

(2) A battery temperature sensing and overtemperature warning system with a means for 

disconnecting the battery from its charging 

source in the event of an over-temperature 

condition; or 

(3) A battery failure sensing and warning 

system with a means for disconnecting the 

battery from its charging source in the event 

of battery failure. 

(h) In the event of a complete loss of the 

primary electrical power generating system, 

the battery must be capable of providing 30 

minutes of electrical power to those loads 

that are essential to continued safe flight and 

landing. The 30-minute time period includes 

the time needed for the pilot(s) to recognize 

the loss of generated power, and to take 

appropriate load shedding action. 

SpC VLA 1381 Instrument lights 

The instrument lights must— 

(a) Make each instrument and control 

easily readable and discernible; 

(b) Be installed so that their direct rays, 

and rays reflected from the windshield or 

other surface, are shielded from the pilot’s 

eyes; and 

(c) Have enough distance or insulating 

material between current carrying parts and 

the housing so that vibration in flight will not 

cause shorting. 

A cabin dome light is not an instrument 

light. 

SpC VLA 1383 Taxi and landing lights 

Each taxi and landing light must be 

designed and installed so that— 

(a) No dangerous glare is visible to the 

pilots; 

(b) The pilot is not seriously affected by 

halation; 

(c) It provides enough light for night 

operations; and 

(d) It does not cause a fire hazard in any 

configuration. 

SpC VLA 1431 Electronic equipment 

Electronic equipment and installations 

must be free from hazards in themselves, in 

their method of operation, and in their effects 

on other components. For operations for 

which electronic equipment is required, 

compliance must be shown against CS–VLA 

1309. 

SpC VLA 1547 Magnetic direction indicator 

(a) A placard meeting the requirements of 

this section must be installed on or near the 

magnetic direction indicator. 

(b) The placard must show the calibration 

of the instrument in level flight with the 

engine operating. 

(c) The placard must state whether the 

calibration was made with radio receivers on 

or off. 

(d) Each calibration reading must be in 

terms of magnetic headings in not more than 

30° increments. 

(e) If a magnetic non-stabilized direction 

indicator can have a deviation of more than 

10° caused by the operation of electrical 

equipment, the placard must state which 

electrical loads, or combination of loads, 

would cause a deviation of more than 10° 

when turned on. 

SpC VLA 1559 Operating limitations 

placards 

The following placards must be plainly 

visible to the pilot: 

(a) A placard stating the following 

airspeeds (IAS): 

(1) Design manoeuvring speed, VA; 

(2) The maximum landing gear operating 

speed, VLO. 

(b) A placard stating ‘This aeroplane is 

classified as a very light aeroplane approved 

for day VFR only or day and night VFR, 

whichever is applicable, in non-icing 

conditions. All aerobatic manoeuvres 

including intentional spinning are 

prohibited. See Flight Manual for other 

limitations’. 

SpC VLA 1583 Operating limitations 

(a) Airspeed limitations. The following 

information must be furnished 

(1) Information necessary for the marking 

of the airspeed limits on the indicator, as 

required in CS–VLA 1545 and the 

significance of the colour coding used on the 

indicator. 

(2) The speeds VA, VLo, VLE where 

appropriate. 

(b) Weights. The following information 

must be furnished: 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 105 / Friday, May 31, 2013 / Proposed Rules 32579 

(1) The maximum weight. 

(2) Any other weight limits, if necessary. 

(c) Centre of gravity. The established c.g. 

limits required by CS–VLA 23 must be 

furnished. 

(d) Manoeuvres. Authorised manoeuvres 

established in accordance with CS–VLA 3. 

(e) Flight load factors. Manoeuvring load 

factors: the following must be furnished: 

(1) The factors corresponding to point A 

and point C of figure 1 of CS–VLA 333 (b), 

stated to be applicable at VA. 

(2) The factors corresponding to point D 

and point E of figure 1 of CS–VLA 333 (b) 

to be applicable at VNE. 

(3) The factor with wing flaps extended as 

specified in CS–VLA 345. 

(f) Kinds of operation. The kinds of 

operation (day VFR or day and night VFR, 

whichever is applicable) in which the 

aeroplane may be used, must be stated. The 

minimum equipment required for the 

operation must be listed. 

(g) Powerplant limitations. The following 

information must be furnished: 

(1) Limitation required by CS–VLA 1521. 

(2) Information necessary for marking the 

instruments required by CS–VLA 1549 to 

1553. 

(3) Fuel and oil designation. 

(4) For two-stroke engines, fuel/oil ratio. 

(h) Placards. Placards required by CS–VLA 

1555 to 1561 must be presented. 

Information Contact 

Comments Invited 

We invite interested parties to submit 

comments on the proposed airworthiness 

standards to the address specified above. 

Commenters must identify the AQUILA 

AT01 Model AT01 and submit comments to 

the address specified above. The FAA will 

consider all communications received on or 

before the closing date before issuing the 

final acceptance. The proposed airworthiness 

design standards and comments received 

may be inspected at the FAA, Small Airplane 

Directorate, Aircraft Certification Service, 

Standards Office (ACE–110), 901 Locust 

Street, Room 301, Kansas City, MO 64106, 

between the hours of 7:30 a.m. and 4:00 p.m. 

weekdays, except Federal holidays. 

Issued in Kansas City, Missouri on May 8, 

2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–12176 Filed 5–30–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0459; Directorate 

Identifier 2013–NM–044–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, Model CL–600–2D15 

(Regional Jet Series 705) airplanes, 

Model CL–600–2D24 (Regional Jet 

Series 900) airplanes, and Model CL– 

600–2E25 (Regional Jet Series 1000) 

airplanes. This proposed AD was 

prompted by reports of erratic pitch 

movement and oscillatory behaviors of 

the elevator control system. This 

proposed AD would require repetitive 

replacement of the bellcrank supports 

on the inner rear spar of the horizontal 

stabilizer with new, improved bellcrank 

supports. We are proposing this AD to 

prevent erratic pitch movement and 

transient accelerations, which could 

result in a significant pitch upset, and 

injuries to passengers and flightcrew. 

DATES: We must receive comments on 

this proposed AD by July 15, 2013. 

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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Bombardier, 

Inc., 400 Coˆte-Vertu Road West, Dorval, 

Que ́bec H4S 1Y9, Canada; telephone 

514–855–5000; fax 514–855–7401; email 

thd.crj@aero.bombardier.com; Internet 

http://www.bombardier.com. You may 

review copies of the 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: 

Ricardo Garcia, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7331; fax (516) 794–5531. 

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–2013–0459; Directorate Identifier 

2013–NM–044–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 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian 

Airworthiness Directive CF–2013–03, 

dated February 5, 2013 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

There have been several reported incidents 

of erratic pitch movements and oscillatory 

behaviors of the elevator control system. 

Investigation revealed that, the increase in 

the elevator breakout force induced by the 

introduction of a new elevator centering 

mechanism, in combination with the existing 


tkelley on DSK3SPTVN1PROD with PROPOSALS