### 54571 Federal Register / Vol. 79, No. 177 / Friday, September 12, 2014 / Rules and Regulations

applicable fees, the FOIA Officer shall inform the requester of where to send the payment.

Christopher Nuneviller,

Associate Director, Administration and Operations.

[FR Doc. 2014–21710 Filed 9–11–14; 8:45 am]

**BILLING CODE P**

**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**14 CFR Part 25**

**[Docket No. FAA–2014–0420; Special Conditions No. 25–565–SC]** 

**Special Conditions: Bombardier Aerospace, Models BD–500–1A10 and**  **BD–500–1A11 Series Airplanes; Automatic Speed Protection for Design**  **Dive Speed**

**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 associated with a reduced margin between design cruising speed,

V C /M C , and design diving speed, VD /

M D , based on the incorporation of a high-speed protection system that limits nose down pilot authority at speeds
above V D /M D . 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 Date: October 14, 2014.

**FOR FURTHER INFORMATION CONTACT :**  Mark Freisthler, FAA, Airframe and Cabin Safety Branch, ANM–115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057–3356; telephone 425–227–1119; facsimile

425–227–1232.

**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.

Bombardier Aerospace proposes to reduce the margin between V C /M C and

VD /M D required by Title 14, Code of Federal Regulations (14 CFR) 25.335(b)based on the incorporation of a highspeed protection system in the airplane’s flight control laws. The airplane is equipped with a high-speed protection system that limits nose down pilot authority at speeds above V C /M C and prevents the airplane from actually performing the maneuver required under § 25.335(b)(1).

These special conditions arenecessary to address the proposed highspeed protection system. These special conditions identify various symmetric and non-symmetric maneuvers that will ensure that an appropriate design dive speed is established. Symmetric (pitching) maneuvers are specified in § 25.331, ‘‘Symmetric maneuvering conditions.’’ Non-symmetric maneuvers are specified in § 25.349, ‘‘Rolling conditions,’’ and § 25.351, ‘‘Yaw
maneuver conditions.’’

Type Certification Basis

Under the provisions of 14 CFR 21.17, Bombardier Aerospace must show that the CSeries airplane meets the applicable provisions of 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 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 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 section 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: Bombardier Aerospace proposes to reduce the margin between V C /M C and VD /M D required by § 25.335(b)based on the incorporation of a highspeed protection system in theairplane’s flight control laws. The highspeed protection system limits nose down pilot authority at speeds above

V C /M C and prevents the airplane from actually performing the maneuver required under § 25.335(b)(1).

Discussion

Section 25.335(b)(1) is an analytical envelope condition that was originally adopted in Part 4b of the Civil Air Regulations in order to provide an acceptable speed margin between design cruise speed and design dive speed. Flutter clearance design speeds and airframe design loads are impacted by the design dive speed. While the initial condition for the upset specified in the rule is 1g level flight, protection is afforded for other inadvertent overspeed conditions as well. Section 25.335(b)(1) is intended as a conservative enveloping condition for potential overspeed conditions, including non-symmetric ones. To establish that potential overspeed conditions are enveloped, Bombardier Aerospace needs to demonstrate that any reduced speed margin, based on the high-speed protection system, will not be exceeded in inadvertent or gust-induced upsets resulting in initiation of the dive from non-symmetric attitudes; or that the airplane is protected by the flightcontrol laws from getting into nonsymmetric upset conditions. Bombardier Aerospace needs to conduct
a demonstration that includes a comprehensive set of conditions, as
described below.

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. 25–14–06–SC for the Bombardier Aerospace CSeries airplanes was published in the Federal Register on July 2, 2014 (79 FR 37674). No comments were received, and the


### 54572 Federal Register / Vol. 79, No. 177 / Friday, September 12, 2014 / Rules and Regulations

special conditions are adopted as proposed.

Applicability

As discussed above, these special conditions are applicable to the Model
BD–500–1A10 and BD–500–1A11 series airplanes. 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, 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 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 (CSeries) airplanes.

Automatic Speed Protection for Design Dive Speed

1. In lieu of compliance with § 25.335(b)(1), if the flight control system includes functions that act automatically to initiate recovery before the end of the 20-second period specified in § 25.335(b)(1), VD /M D must be determined from the greater of the speeds resulting from conditions (a) and (b) below. The speed increase occurring in these maneuvers may be calculated, if reliable or conservative aerodynamic
data are used.

(a) From an initial condition of stabilized flight at V C /M C , the airplane is upset so as to take up a new flight path 7.5 degrees below the initial path. Control application, up to full authority, is made to try and maintain this new flight path. Twenty seconds after initiating the upset, manual recovery is made at a load factor of 1.5g (0.5g acceleration increment), or such greater load factor that is automatically applied by the system with the pilot’s pitch control neutral. Power, as specified in § 25.175(b)(1)(iv), is assumed until recovery is initiated, at which timepower reduction and the use of pilotcontrolled drag devices may be used. (b) From a speed below V C /M C , with power to maintain stabilized level flight at this speed, the airplane is upset so as to accelerate through V C /M C at a flight path 15 degrees below the initial path (or at the steepest nose down attitude that the system will permit with full control authority if less than 15 degrees). The pilot’s controls may be in the neutral position after reaching V C /

M C and before recovery is initiated. Recovery may be initiated three seconds after operation of the high-speed warning system by application of a load of 1.5g (0.5g acceleration increment), or such greater load factor that is automatically applied by the system with the pilot’s pitch control neutral. Power may be reduced simultaneously. All other means of decelerating the airplane, the use of which is authorized up to the highest speed reached in the maneuver, may be used. The interval between successive pilot actions must
not be less than one second.

2. The applicant must also demonstrate that the speed margin, established as above, will not be exceeded in inadvertent or gust-induced upsets resulting in initiation of the dive from non-symmetric attitudes, unless the airplane is protected by the flightcontrol laws from getting into nonsymmetric upset conditions. The upset maneuvers described in Advisory Circular 25–7C, Flight Test Guide for Certification of Transport Category Airplanes, section 8, paragraph 32, subparagraphs c(3)(a) and (b) may be used to comply with this requirement.

3. The probability of any failure of the high-speed protection system that would result in an airspeed exceeding those determined by paragraphs 1 and 2
must be less than 10

¥ 5 per flight hour.

4. Failures of the system must be annunciated to the pilots. Flight manual instructions must be provided that reduce the maximum operating speeds,

VMO /M MO . With the system failed, the operating speed must be reduced to a value that maintains a speed margin
between VMO /M MO and VD /M D that is consistent with showing compliance with § 25.335(b) without the benefit of the high-speed protection system.

5. Dispatch of the airplane with the high-speed protection system inoperative could be allowed under an approved minimum equipment list that would require flight manual
instructions to indicate reduced maximum operating speeds, as described in paragraph (4). In addition, the flight deck display of the reduced operating speeds, as well as the overspeed warning for exceeding those speeds, must be equivalent to that of the normal airplane with the high-speed protection system operative. Also, it
must be shown that no additionalhazards are introduced with the highspeed protection system inoperative.

Issued in Renton, Washington, on September 3, 2014. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service.

[FR Doc. 2014–21787 Filed 9–11–14; 8:45 am]

**BILLING CODE 4910–13–P**

**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**14 CFR Part 25**

**[Docket No. FAA–2014–0666; Notice No. 25– 566–SC]** 

**Special Conditions: Bombardier Aerospace, Models BD–500–1A10 and**  **BD–500–1A11 Series Airplanes; Isolation or Airplane Electronic System**  **Security Protection From Unauthorized**

**Internal Access**

**AGENCY :**  Federal Aviation Administration (FAA), DOT.

**ACTION :**  Final special conditions; request
for comments.

**SUMMARY :**  These special conditions are issued for the Bombardier Aerospace
Models BD–500–1A10 and BD–500– 1A11 series airplanes. These airplanes will have novel or unusual design features, specifically, digital systems architecture composed of several
connected data networks that will have the capability to allow connectivity of the passenger service computer systems to the airplane critical systems and data networks. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards.

**DATES :**  The effective date of these special conditions is September 12, 2014. We must receive your comments by October 27, 2014.

**ADDRESSES :**  Send comments identified by docket number FAA–2014–0666 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