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.

The Code of Federal Regulations is sold by

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new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

66165

Vol. 65, No. 214

Friday, November 3, 2000

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR part 25

[Docket No. NM178; Special Conditions No.

25–167–SC]

Special Conditions: Bombardier Model

CL–600–2C10 Airplane; Automatic

Takeoff Thrust Control System

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final special conditions; request

for comments.

SUMMARY: These special conditions are

issued for the Bombardier Model CL–

600–2C10 series airplanes. This new

airplane will have a novel or unusual

design feature associated with an

Automatic Takeoff Thrust Control

System (ATTCS). The applicable

airworthiness regulations do not contain

appropriate safety standards for

approach climb performance using an

ATTCS. These special conditions

contain the additional safety standards

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 October 24, 2000.

Send your comments on or before

December 18, 2000.

ADDRESSES: Mail your comments on

these special conditions in duplicate to:

Federal Aviation Administration,

Transport Airplane Directorate,

Attention: Rules Docket (ANM–114),

Docket No. NM178, 1601 Lind Avenue

SW., Renton, Washington 98055–4056;

or deliver them to the Transport

Airplane Directorate at that address.

You must mark your comments: Docket

No. NM178. You may inspect all

comments at that address on weekdays,

except Federal holidays, between 7:30

a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT:

Gerry Lakin, FAA, Transport Airplane

Directorate, Aircraft Certification Office,

Standardization Branch, ANM–113,

1601 Lind Avenue SW., Renton,

Washington, telephone (425) 227–1187;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The FAA

has determined that notice and

opportunity for prior public comment

hereon are impracticable because those

procedures would significantly delay

issuance of the approval design 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

Interested persons are invited to

submit such written data, views, or

arguments, as they may desire.

Communications should identify the

regulatory docket or notice number and

be submitted in duplicate to the address

specified above. All communications

received by the closing date for

comments will be considered by the

Administrator. These special conditions

may be changed in light of the

comments received. All comments

received will be available in the Rules

Docket for examination by interested

persons, both before and after the

closing date for comments. A report

summarizing each substantive public

contact with FAA personnel concerning

this rulemaking will be filed in the

docket. Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must include a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. NM178.’’ The postcard will

be date stamped and returned to the

commenter.

Background

On May 6, 1996, Bombardier

Aerospace applied for an amendment to

U.S. Type Certificate (TC) A21EA,

through Transport Canada, to include

the Bombardier Model CL600–2C10

series airplane (Regional Jet Series 700).

The Model CL600–2C10 is a mediumsized transport category airplane

powered by two General Electric

Aircraft Engines (GEAE) CF34–8C1

turbofan engines mounted on the aft

fuselage. Each engine can deliver up to

13,790 pounds of thrust at takeoff. The

airplane will be capable of operating

with 5 flight crewmembers and up to 78

passengers.

The Model CL600–2C10 will

incorporate an unusual design feature to

show compliance with the approach

climb requirements of § 25.121(d)

(‘‘Climb: One-engine-inoperative’’). This

design feature is the Automatic Takeoff

Thrust Control System (ATTCS),

referred to by Bombardier as Automatic

Power Reserve (APR). Appendix I to

Title 14, Code of Federal Regulations

(CFR), part 25, 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

(‘‘Designation of applicable

regulations’’), Bombardier must show

that the Model CL600–2C10 meets the

applicable provisions of:

• 14 CFR part 25, effective February

1, 1965, including amendments 25–1

through 25–86; and

• § 25.109 (‘‘Accelerate-stop

distance’’), as amended by amendment

25–92.

The certification basis also may

include later amendments to part 25

that are not relevant to these special

conditions. In addition, the certification

basis for the Model CL600–2C10

includes:

• 14 CFR part 34, effective September

10, 1990, including amendment 34–3,

effective February 3, 1999, as well as

any amendments in effect at the time of

certification; and

• 14 CFR part 36, effective December

1, 1969, including amendments 36–1

through 36–22, and any following

amendments that will be applicable on

the date the type certificate is issued.

These special conditions form an

additional part of the type certification

basis. The certification basis also may

include other special conditions that are

not relevant to these specific special

conditions.

66166 Federal Register / Vol. 65, No. 214 / Friday, November 3, 2000 / Rules and Regulations

If the Administrator finds that the

applicable airworthiness regulations (in

this case, part 25) do not contain

adequate or appropriate safety standards

for the Bombardier Model CL600–2C10

because of a novel or unusual design

feature, the FAA may prescribe special

conditions under the provisions of

§ 21.16 (‘‘Special conditions’’). The

special conditions become part of the

type certification basis in accordance

with § 21.101(b)(2) (‘‘Designation of

applicable regulations’’).

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, the special conditions

would also apply to the other model

under the provisions of § 21.101(a)(1).

Novel or Unusual Design Features

As stated previously, the Model

CL600–2C10 will incorporate an

unusual design feature, the ATTCS

(referred to by Bombardier as APR), to

show compliance with the approach

climb requirements of § 25.121(d). The

Model CL600–2C10 is powered by two

GEAE CF34–8C1 turbofan engines

mounted on the aft fuselage of the

airplane, and equipped with Full

Authority Digital Engine Controls

(FADEC) that, in part, protect against

exceeding engine limits. Further, the

airplane incorporates a non-moving

throttle system that functions by placing

the throttle levers in detents for the

takeoff and climb phases of flight; this

allows the FADEC to schedule the

power setting based on the phase of

flight. With the APR and associated

systems functioning normally as

designed, all applicable requirements of

part 25 will be met without requiring

any action by the flight crew to increase

power.

Automatic takeoff power control on

the Model CL600–2C10 involves

uptrimming the operating engine to

maximum takeoff power (APR). These

actions will be controlled by the

FADEC. At takeoff, when the power

levers are set to the Takeoff Go-Around

(TOGA) detent, if there are no FADEC

fault or failure messages displayed, the

system is armed and APR will occur

without any further action by the crew

if an engine fails. During go-around, the

uptrim is automatically armed.

Engine power is set to TOGA to

initiate the takeoff roll. The value of

TOGA for the current ambient

conditions will be calculated and set by

the FADEC. Following an engine failure

during takeoff or go-around, the ATTCS

will change the power reference on the

operating engine to achieve the

maximum takeoff power rating if the

engine power was originally set to

normal takeoff power. If the reduced

power takeoff option is being used, the

ATTCS will increase the power of the

operating engine to the maximum

takeoff rating, although the aircraft

performance will be based on a 10%

power increase only.

The engine operating limits (turbine

temperature and N1) for TOGA are set

and displayed to the pilot when that

rating is selected. These limits are set in

such a way that the engine redline

limits are not exceeded when an APR is

engaged. When the maximum takeoff

power rating is selected or triggered, the

engine limits are reset automatically to

reflect the engine redline limits.

The system is armed during all phases

of the flight. The power levers will

continue to function normally if the

ATTCS should fail. Full takeoff power

is available if the pilot elects to push the

power levers past the takeoff power

detent into the overtravel range.

Operations of all systems and

equipment will be designed to function

within the engine power range. Thrust

increase from the initial to the

maximum approved takeoff power level

will be free of hazardous engine

response characteristics.

The APR function, as described

above, is part of the powerplant control

system. The APR is always armed

whenever power levers are above the

idle detent. The system is verified

before each flight via the FADEC builtin test feature. When the APR is

triggered following an engine failure, an

‘‘APR’’ message will appear on the

engine display.

The FADEC installed on the Model

CL600–2C10 will ensure that inherent

flight characteristics of the airplane do

provide adequate warning if an engine

failure occurs during takeoff. The

natural yawing tendency of the airplane,

coupled with flashing master warning

and master caution lights, will provide

the pilot with a clear indication of any

engine failure during takeoff.

The part 25 standards for ATTCS,

contained in § 25.904 (Automatic takeoff

thrust control system (ATTCS)’’) and

Appendix I, specifically restrict

performance credit for ATTCS to takeoff

only. Expanding the scope of the

standards to include other phases of

flight, such as go-around, was

considered at the time the standards

were issued, but flight crew workload

issues precluded further consideration.

As stated in the preamble to amendment

25–62:

‘‘In regard to ATTCS credit for approach

climb and go-around maneuvers, current

regulations preclude a higher thrust for the

approach climb [§ 25.121(d)] than for the

landing climb (§ 25.119). The workload

required for the flightcrew to monitor and

select from multiple in-flight thrust settings

in the event of an engine failure during a

critical point in the approach, landing, or goaround operations is excessive. Therefore,

the FAA does not agree that the scope of the

amendment should be changed to include the

use of ATTCS for anything except the takeoff

phase.’’ (Refer to 52 FR 43153, November 9,

1987.)

The ATTCS incorporated on the

Model CL600–2C10 allows the pilot to

use the same power setting procedure

during a go-around, regardless of

whether or not an engine fails. In either

case, the pilot obtains go-around power

by moving the throttles into the forward

(takeoff/go-around) throttle detent.

Since the ATTCS is permanently armed,

it will function automatically following

an engine failure, and advance the

remaining engine to the ATTCS thrust

level. Therefore, this design adequately

addresses the pilot workload concerns

identified in the preamble to

amendment 25–62.

Accordingly, these special conditions

would require a showing of compliance

with those provisions of § 25.904 and

Appendix I that are applicable to the

approach climb and go-around

maneuvers.

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 gradient requirement of

§ 25.121(d), is of primary importance.

That 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.

Applicability

As discussed above, these special

conditions would be applicable to the

Bombardier Model CL600–2C10. 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 that

model as well under the provisions of

§ 21.101(a)(1).

Conclusion

This action affects only certain novel

or unusual design features on the

Federal Register / Vol. 65, No. 214 / Friday, November 3, 2000 / Rules and Regulations 66167

Bombardier Model CL600–2C10

airplane. It is not a rule of general

applicability and affects only the

applicant who applied to the FAA for

approval of these features on the

airplane.

The substance of these special

conditions has been subjected to the

notice and public comment process in

several prior instances, and has been

derived without substantive change

from those special conditions

previously issued. It is unlikely that

prior public comment on this action

would result in a significant change

from the substance contained in this

document. For this reason, and because

a delay would significantly affect the

certification of the airplane, which is

imminent, the FAA has determined that

prior public notice and comment are

unnecessary and impracticable. 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 the Bombardier

Model CL600–2C10 airplane.

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 cockpit

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 2.a, 2.b, and 2.c:

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

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 must be the same for

go-arounds 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. The

definition of the Critical Time Interval

in appendix I, § 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

a point on a 2.5 degree approach glide

path from which, assuming a

simultaneous engine and ATTCS

failure, the resulting approach climb

flight path intersects 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 from

the point of simultaneous engine and

ATTCS failure to the intersection of

these flight paths must be no shorter

than the time interval used in evaluating

the critical time interval for takeoff

beginning from the point of

simultaneous engine and ATTCS failure

and ending upon reaching a height of

400 feet.

(2) The critical time interval ends at

the point on a minimum performance,

all-engines-operating go-around flight

path from which, assuming a

simultaneous engine and ATTCS

failure, the resulting minimum

approach climb flight path intersects a

flight path corresponding to the part 25

minimum one-engine-inoperative

approach climb gradient. The allengines-operating go-around flight path

and the part 25 one-engine-inoperative

approach climb gradient flight path

originate from a common point on a 2.5

degree approach path. The period of

time from the point of simultaneous

engine and ATTCS failure to the

intersection of these flight paths must be

no shorter than the time interval used in

evaluating the critical time interval for

the takeoff beginning from the point of

simultaneous engine and ATTCS failure

and ending upon reaching a height of

400 feet.

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 (AFM).

c. The critical time interval is

illustrated in the following figure:

66168 Federal Register / Vol. 65, No. 214 / Friday, November 3, 2000 / Rules and Regulations

Issued in Renton, Washington, on October

24, 2000.

D. L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–28294 Filed 11–2–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 2000–ASW–17]

Revision of Class E Airspace,

Fayetteville, AR

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Direct final rule; confirmation of

effective date.

SUMMARY: This notice confirms the

effective date of a direct final rule which

revises the Class E Airspace at

Fayetteville, AR.

EFFECTIVE DATE: The direct final rule

published at 65 FR 54953 is effective

0901 UTC, November 30, 2000.

FOR FURTHER INFORMATION CONTACT:

Donald J. Day, Airspace Branch, Air

Traffic Division, Southwest Region,

Federal Aviation Administration, Fort

Worth, TX 76193–0520, telephone: 817–

222–5593.

SUPPLEMENTARY INFORMATION: The FAA

published this direct final rule with a

request for comments in the Federal

Register on September 12, 2000, (65 FR

54953). The FAA uses the direct final

rulemaking procedure for a

noncontroversial rule where the FAA

believes that there will be no adverse

public comment. This direct final rule

advised the public that no adverse

comments were anticipated, and that

unless a written adverse comment, or a

written notice of intent to submit such

an adverse comment, were received

within the comment period, the

regulation would become effective on

November 30, 2000. No adverse

comments were received, and, thus, this

action confirms that this direct final rule

will be effective on that date.

Issued in Fort Worth, TX, on October 27,

2000.

Robert N. Stevens,

Acting Manager, Air Traffic Division,

Southwest Region.

[FR Doc. 00–28292 Filed 11–2–00; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 2000–ASW–18]

Revision of Class D Airspace, Robert

Gray Army Airfield, TX; and

Revocation of Class D Airspace, Hood

Army Airfield, TX

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Direct final rule; confirmation of

effective date.