30134 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 

required for safe flight and landing. 

Bombardier may exclude unrecoverable 

loss of all engines when showing 

compliance with this requirement. 

2. Regardless of any electrical 

generation and distribution system 

recovery capability shown under 

paragraph 1 of these special conditions, 

sufficient electrical system capability 

must be provided to: 

a. Allow time to descend, with all 

engines inoperative, at the speed that 

provides the best glide distance, from 

the maximum operating altitude to the 

top of the engine restart envelope, and 

b. Subsequently allow multiple start 

attempts of the engines and auxiliary 

power unit (APU). The design must 

provide this capability in addition to the 

electrical capability required by existing 

part 25 requirements related to 

operation with all engines inoperative. 

3. The airplane emergency electrical 

power system must be designed to 

supply: 

a. Electrical power required for 

immediate safety, which must continue 

to operate without the need for crew 

action following the loss of the normal 

electrical power, for a duration 

sufficient to allow reconfiguration to 

provide a non-time-limited source of 

electrical power. 

b. Electrical power required for 

continued safe flight and landing for the 

maximum diversion time. 

4. If Bombardier uses APU-generated 

electrical power to satisfy the 

requirements of these special 

conditions, and if reaching a suitable 

runway for landing is beyond the 

capacity of the battery systems, then the 

APU must be able to be started under 

any foreseeable flight condition prior to 

the depletion of the battery or the 

restoration of normal electrical power, 

whichever occurs first. Flight test must 

demonstrate this capability at the most 

critical condition. 

a. Bombardier must show that the 

APU will provide adequate electrical 

power for continued safe flight and 

landing. 

b. The operating limitations section of 

the airplane flight manual (AFM) must 

incorporate non-normal procedures that 

direct the pilot to take appropriate 

actions to activate the APU after loss of 

normal engine-driven generated 

electrical power. 

5. As part of showing compliance 

with these special conditions, the tests 

to demonstrate loss of all normal 

electrical power must also take into 

account the following: 

a. The assumption that the failure 

condition occurs during night 

instrument meteorological conditions 

(IMC) at the most critical phase of the 

flight, relative to the worst possible 

electrical power distribution and 

equipment-loads-demand condition. 

b. After the un-restorable loss of 

normal engine generator power, the 

airplane engine restart capability is 

provided and operations continued in 

IMC. 

c. The airplane is demonstrated to be 

capable of continued safe flight and 

landing. The length of time must be 

computed based on the maximum 

diversion time capability for which the 

airplane is being certified. Bombardier 

must account for airspeed reductions 

resulting from the associated failure or 

failures. 

d. The airplane must provide 

adequate indication of loss of normal 

electrical power to direct the pilot to the 

non-normal procedures, and the 

operating limitations section of the AFM 

must incorporate non-normal 

procedures that will direct the pilot to 

take appropriate actions. 

Issued in Renton, Washington, on May 15, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–12698 Filed 5–26–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–0455; Special 

Conditions No. 25–584–SC] 

Special Conditions: Bombardier 

Aerospace, Models BD–500–1A10 and 

BD–500–1A11; Electronic Flight 

Control System: Lateral-Directional 

and Longitudinal Stability and LowEnergy Awareness 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Bombardier Aerospace 

Models BD–500–1A10 and BD–500– 

1A11 series airplanes. These airplanes 

will have a novel or unusual design 

feature when compared to the state of 

technology envisioned in the 

airworthiness standards for transport 

category airplanes. This design feature 

is a fly-by-wire electronic flight control 

system that provides an electronic 

interface between the pilot’s flight 

controls and the flight control surfaces 

for both normal and failure states. The 

system generates the actual surface 

commands that provide for stability 

augmentation and control about all 

three airplane axes. 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: Effective July 13, 2015. 

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 

425–227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On December 10, 2009, Bombardier 

Aerospace applied for a type certificate 

for their new Models BD–500–1A10 and 

BD–500–1A11 series airplanes (hereafter 

collectively referred to as ‘‘CSeries’’). 

The CSeries airplanes are swept-wing 

monoplanes with an aluminum alloy 

fuselage, sized for 5-abreast seating. 

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. 

The CSeries flight control system 

design incorporates normal load factor 

limiting on a full time basis that will 

prevent the pilot from inadvertently or 

intentionally exceeding the positive or 

negative airplane limit load factor. The 

FAA considers this feature to be novel 

and unusual in that the current 

regulations do not provide standards for 

maneuverability and controllability 

evaluations for such systems. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Bombardier Aerospace must show that 

the CSeries airplanes meet the 

applicable provisions of 14 CFR part 25 

as amended by Amendments 25–1 

through 25–129. 

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 CSeries 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 

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Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 30135 

include any other model that 

incorporates the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the CSeries 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 CSeries airplanes will incorporate 

the following novel or unusual design 

feature: Fly-by-wire electronic flight 

control system that provides an 

electronic interface between the pilot’s 

flight controls and the flight control 

surfaces for both normal and failure 

states. The system generates the actual 

surface commands that provide for 

stability augmentation and control about 

all three airplane axes. 

Discussion 

In the absence of positive lateral 

stability, the curve of lateral control 

surface deflections against sideslip 

angle should be in a conventional sense 

and reasonably in harmony with rudder 

deflection during steady heading 

sideslip maneuvers. 

Since conventional relationships 

between stick forces and control surface 

displacements do not apply to the ‘‘load 

factor command’’ flight control system 

on the CSeries airplanes, Bombardier 

should evaluate the longitudinal 

stability characteristics by assessing the 

airplane handling qualities during 

simulator and flight test maneuvers 

appropriate to the operation of the 

airplane. Bombardier may accomplish 

this by using the Handling Qualities 

Rating Method presented in appendix 5 

of Advisory Circular (AC) 25–7C, Flight 

Test Guide for Certification of Transport 

Category Airplanes, dated October 16, 

2012, or they may propose an acceptable 

alternative method. Important 

considerations are as follows: 

(a) Adequate speed control without 

creating excessive pilot workload; 

(b) Acceptable high- and low-speed 

protection; and 

(c) Provision of adequate cues to the 

pilot of significant speed excursions 

beyond VMO/MMO and low-speed 

awareness flight conditions. 

The airplane should provide adequate 

awareness cues to the pilot of a lowenergy (i.e., a low-speed, low-thrust, or 

low-height) state to ensure that the 

airplane retains sufficient energy to 

recover when flight control laws 

provide neutral longitudinal stability 

significantly below the normal operating 

speeds. This may be accomplished as 

follows: 

(a) Adequate low-speed/low-thrust 

cues at low altitude may be provided by 

a strong positive static stability force 

gradient (1 pound per 6 knots applied 

through the sidestick); or 

(b) Low-energy awareness may be 

provided by an appropriate warning 

with the following characteristics: 

(i) It should be unique, unambiguous, 

and unmistakable. 

(ii) It should be active at appropriate 

altitudes and in appropriate 

configurations (i.e., at low altitude, in 

the approach and landing 

configurations). 

(iii) It should be sufficiently timely to 

allow recovery to a stabilized flight 

condition inside the normal flight 

envelope while maintaining the desired 

flight path and without entering the 

flight control’s angle-of-attack 

protection mode. 

(iv) It should not be triggered during 

normal operation, including operation 

in moderate turbulence, for 

recommended maneuvers at 

recommended speeds. 

(v) It should not be cancelable by the 

pilot other than by achieving a higherenergy state. 

(vi) There should be an adequate 

hierarchy among the warnings so that 

the pilot is not confused and led to take 

inappropriate recovery action if 

multiple warnings occur. 

Bombardier should use simulator and 

flight tests in the whole take-off and 

landing altitude range for which 

certification is requested to evaluate 

global energy awareness and nonnuisance of low-energy cues. This 

would include all relevant combinations 

of weight, center-of-gravity position, 

configuration, airbrakes position, and 

available thrust, including reduced and 

de-rated take-off thrust operations and 

engine failure cases. Bombardier should 

conduct a sufficient number of tests to 

assess the level of energy awareness and 

the effects of energy management errors. 

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. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–15–04–SC for the Bombardier 

CSeries airplanes was published in the 

Federal Register on March 5, 2015 (80 

FR 11958). No comments were received, 

and the special conditions are adopted 

as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the 

Bombardier BD–500–1A10 and BD– 

500–1A11. Should Bombardier 

Aerospace 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 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 Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Bombardier 

Aerospace Models BD–500–1A10 and 

BD–500–1A11 series airplanes. 

1. Electronic Flight Control System: 

Lateral-Directional and Longitudinal 

Stability and Low-Energy Awareness. In 

lieu of the requirements of §§ 25.171, 

25.173, 25.175, and 25.177: 

(a) The airplane must be shown to 

have suitable static lateral, directional, 

and longitudinal stability in any 

condition normally encountered in 

service, including the effects of 

atmospheric disturbance. The showing 

of suitable static lateral, directional, and 

longitudinal stability must be based on 

the airplane handling qualities, 

including pilot workload and pilot 

compensation, for specific test 

procedures during the flight test 

evaluations. 

(b) The airplane must provide 

adequate awareness to the pilot of a 

low-energy (low-speed/low-thrust/lowheight) state when fitted with flight 

control laws presenting neutral 

longitudinal stability significantly 

below the normal operating speeds. 

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30136 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations 

‘‘Adequate awareness’’ means warning 

information must be provided to alert 

the crew of unsafe operating conditions 

and to enable them to take appropriate 

corrective action. 

(c) The static directional stability (as 

shown by the tendency to recover from 

a skid with the rudder free) must be 

positive for any landing gear and flap 

position and symmetrical power 

condition, at speeds from 1.13 VSR1, up 

to VFE, VLE, or VFC/MFC (as appropriate). 

(d) The static lateral stability (as 

shown by the tendency to raise the low 

wing in a sideslip with the aileron 

controls free), for any landing-gear and 

wing-flap position and symmetricpower condition, may not be negative at 

any airspeed (except that speeds higher 

than VFE need not be considered for 

wing-flaps-extended configurations nor 

speeds higher than VLE for landing-gearextended configurations) in the 

following airspeed ranges: 

(i) From 1.13 VSR1 to VMO/MMO. 

(ii) From VMO/MMO to VFC/MFC, 

unless the divergence is— 

(1) Gradual; 

(2) Easily recognizable by the pilot; 

and 

(3) Easily controllable by the pilot. 

(e) In straight, steady sideslips over 

the range of sideslip angles appropriate 

to the operation of the airplane, but not 

less than those obtained with one half 

of the available rudder control 

movement (but not exceeding a rudder 

control force of 180 pounds), rudder 

control movements and forces must be 

substantially proportional to the angle 

of sideslip in a stable sense; and the 

factor of proportionality must lie 

between limits found necessary for safe 

operation. This requirement must be 

met for the configurations and speeds 

specified in paragraph (c) of this 

section. 

(f) For sideslip angles greater than 

those prescribed by paragraph (e) of this 

section, up to the angle at which full 

rudder control is used or a rudder 

control force of 180 pounds is obtained, 

the rudder control forces may not 

reverse, and increased rudder deflection 

must be needed for increased angles of 

sideslip. Compliance with this 

requirement must be shown using 

straight, steady sideslips, unless full 

lateral control input is achieved before 

reaching either full rudder control input 

or a rudder control force of 180 pounds; 

a straight, steady sideslip need not be 

maintained after achieving full lateral 

control input. This requirement must be 

met at all approved landing gear and 

wing-flap positions for the range of 

operating speeds and power conditions 

appropriate to each landing gear and 

wing-flap position with all engines 

operating. 

Issued in Renton, Washington, on May 15, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–12699 Filed 5–26–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–1737; Directorate 

Identifier 2015–CE–014–AD; Amendment 

39–18164; AD 2015–11–01] 

RIN 2120–AA64 

Airworthiness Directives; Slingsby 

Aviation Ltd. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Slingsby Aviation Ltd. Models T67M260 

and T67M260–T3A airplanes. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

issued by the aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as failure of a brake master 

cylinder pivot pin. We are issuing this 

AD to require actions to address the 

unsafe condition on these products. 

DATES: This AD is effective June 16, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 16, 2015. 

We must receive comments on this 

AD by July 13, 2015. 

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 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this AD, contact Marshall Aerospace 

and Defence Group, The Airport, 

Newmarket Road, Cambridge, CB5 8RX, 

UK; telephone: +44 (0) 1223 399856; 

fax: +44 (0) 7825365617; email: 

mark.bright@marshalladg.com; Internet: 

www.marshalladg.com. You may view 

this referenced service information at 

the FAA, Small Airplane Directorate, 

901 Locust, Kansas City, Missouri 

64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

locating Docket No. FAA–2015–1737. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

1737; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket 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: Jim 

Rutherford, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 

329–4090; email: jim.rutherford@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No.: 2015– 

0065–E, dated April 24, 2015, to correct 

an unsafe condition for the specified 

products. The MCAI states: 

An occurrence was reported where pivot 

pin Part Number (P/N) T67M–45–539, of 

rudder pedal assembly #4, installed on the 

right hand (RH) side of the aeroplane (RH 

seat, RH pedal) failed during taxi. This 

caused the rudder pedal mechanism to 

detach from the brake master cylinder. 

This condition, if not detected and 

corrected, could cause the rudder linkages to 

rotate out of their normal orientation, 

possibly resulting in jammed rudder controls 

and consequent loss of control of the 

aeroplane. 

To address this potential unsafe condition, 

Slingsby Advanced Composites Ltd, trading 

as Marshall Aerospace and Defence Group 

(hereafter called ‘Marshall’ in this AD) issued 

Service Bulletin (SB) SBM200 to provide 

inspection instructions. 

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