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

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, 

VC/MC, and design diving speed, VD/

MD, based on the incorporation of a 

high-speed protection system that limits 

nose down pilot authority at speeds 

above VD/MD. 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 VC/MC and 

VD/MD 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 VC/MC

and prevents the airplane from actually 

performing the maneuver required 

under § 25.335(b)(1). 

These special conditions are 

necessary 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 VC/MC

and VD/MD required by § 25.335(b) 

based on the incorporation of a highspeed protection system in the 

airplane’s flight control laws. The highspeed protection system limits nose 

down pilot authority at speeds above 

VC/MC 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 flight 

control 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 

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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/MD 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 VC/MC, 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 time 

power reduction and the use of pilotcontrolled drag devices may be used. 

(b) From a speed below VC/MC, with 

power to maintain stabilized level flight 

at this speed, the airplane is upset so as 

to accelerate through VC/MC 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 VC/

MC 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 flight 

control 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/MMO. With the system failed, the 

operating speed must be reduced to a 

value that maintains a speed margin 

between VMO/MMO and VD/MD 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 additional 

hazards 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 

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