Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Proposed Rules 41457 

20024. Phone: (202) 287–1692 Email: 

asrac@ee.doe.gov. 

SUPPLEMENTARY INFORMATION: 

Membership: The members of the 

Manufactured Housing Working Group 

were chosen from nominations 

submitted in response to the 

Department of Energy’s call for 

nominations published in the Federal 

Register on June 13, 2014 in 79 FR 

33873. The selections are designed to 

ensure a broad and balanced array of 

stakeholder interests and expertise on 

the negotiating working group for the 

purpose of developing a rule that is 

legally and economically justified, 

technically sound, fair to all parties, and 

in the public interest. All meetings are 

open to all stakeholders and the public, 

and participation by all is welcome 

within boundaries as required by the 

orderly conduct of business. The 

members of the Manufactured Housing 

Working Group are as follows: 

DOE and ASRAC Representatives 

• Joseph Hagerman (DOE) 

• John Caskey (ASRAC, National 

Electrical Manufacturers Association) 

Other Selected Members 

• Bert Kessler, Palm Harbor Homes, Inc. 

• David Tompos, NTA, Inc. 

• Emanuel Levy, Systems Building 

Research Alliance 

• Eric Lacey, Responsible Energy Codes 

Alliance 

• Ishbel Dickens, National 

Manufactured Home Owners 

Association (NMHOA) 

• Keith Dennis, National Rural Electric 

Cooperative Association 

• Lois Starkey, Manufactured Housing 

Institute 

• Lowell Ungar, American Council for 

an Energy-Efficient Economy 

• Manuel Santana, Cavco Industries 

• Mark Ezzo, Clayton Homes, Inc. 

• Mark Weiss, Manufactured Housing 

Association for Regulatory Reform 

• Michael Lubliner, Washington State 

University Extension Energy Program 

• Michael Wade, Cavalier Home 

Builders 

• Peter Schneider, Efficiency Vermont 

• Richard Hanger, Housing Technology 

and Standards 

• Richard Potts, Virginia Department of 

Housing and Community 

Development 

• Rob Luter, Lippert Components, Inc. 

• Robin Roy, Natural Resources Defense 

Council 

• Scott Drake, East Kentucky Power 

Cooperative 

• Stacey Epperson, Next Step Network 

Docket: The docket is available for 

review at www.regulations.gov, 

including Federal Register notices, 

public meeting attendee lists and 

transcripts, comments, and other 

supporting documents/materials. All 

documents in the docket are listed in 

the www.regulations.gov index. 

However, not all documents listed in 

the index may be publicly available, 

such as information that is exempt from 

public disclosure. 

The Secretary of Energy has approved 

publication of today’s notice of 

proposed rulemaking. 

Issued in Washington, DC, on July 8, 2014. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency and Renewable Energy. 

[FR Doc. 2014–16708 Filed 7–15–14; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2014–0434; Notice No. 25– 

14–08–SC] 

Special Conditions: Bombardier 

Aerospace, Models BD–500–1A10 and 

BD–500–1A11; Composite Wing and 

Fuel Tank Structure Post-Crash Fire 

Survivability 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Bombardier 

Aerospace, Models BD–500–1A10 and 

BD–500–1A11 series airplanes. These 

airplanes will have novel or unusual 

design features when compared to the 

state of technology envisioned in the 

airworthiness standards for transport 

category airplanes. These design 

features are associated with the 

composite materials used in the 

construction of the fuel tank skin and 

structure, which may behave differently 

in a post-crash fire than traditional 

aluminum construction. These proposed 

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: Send your comments on or 

before September 2, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0434 

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 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

a.m. and 5 p.m., Monday through 

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot 

.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Alan Sinclair, FAA, Airframe and Cabin 

Safety Branch, ANM–115 Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2195; facsimile 

425–227–1232. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
41458 Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Proposed Rules 

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. 

Conventional airplanes with 

aluminum skin and structure provide a 

well-understood level of safety during 

post-crash fire scenarios with respect to 

fuel tanks. This is based on service 

history and extensive full-scale fire 

testing. The CSeries airplanes will not 

be fabricated primarily with aluminum 

for the fuel tank structure. Instead, they 

will be fabricated using predominantly 

composite structure and skin for the 

wings and fuel tanks. Composites may 

or may not have the equivalent 

capability of aluminum, and current 

regulations do not provide objective 

performance requirements for wing and 

fuel tank structure with respect to postcrash fire safety. Because the use of 

composite structure is novel and 

unusual with respect to the designs 

envisioned when the applicable 

regulations were promulgated, 

additional tests and analyses 

substantiation will be required to show 

that the CSeries airplanes will provide 

an acceptable level of safety with 

respect to the performance of the wings 

and fuel tanks during an external fuelfed fire. 

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 

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 § 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 

features: The structural elements and 

skin of the wings and fuel tanks will be 

fabricated using predominantly 

composite materials rather than 

conventional aluminum. 

Discussion 

Transport category airplanes in 

operation today have traditionally been 

designed with aluminum materials. 

Conventional airplanes with aluminum 

skin and structure provide a wellunderstood level of safety during postcrash fires with respect to fuel tanks. 

Current regulations were developed and 

have evolved under the assumption that 

wing construction would be of 

aluminum materials. 

Aluminum has the following 

properties with respect to fuel tanks and 

fuel-fed external fires: 

• Aluminum is highly thermally 

conductive and readily transmits the 

heat of a fuel-fed external fire to fuel in 

the tank. This has the benefit of rapidly 

driving the fuel tank ullage to exceed 

the upper flammability limit of fuel 

vapors prior to fuel tank skin burnthrough or heating of the wing upper 

surface above the auto-ignition 

temperature, thus greatly reducing the 

threat of fuel tank explosion. 

• Aluminum panels at thicknesses 

previously used in wing lower surfaces 

of large transport category airplanes 

have been fire resistant as defined in 14 

CFR 1.1 and AC 20–135, 

Powerplant Installation and Propulsion 

System Component Fire Protection Test 

Methods, Standards, and Criteria 

• Heat absorption capacity of 

aluminum and fuel prevent burnthrough or wing collapse for a time 

interval that generally exceed the 

passenger evacuation time. 

The ability of aluminum wing 

surfaces to withstand post-crash fire 

conditions when wetted by fuel on their 

interior surface has been demonstrated 

by tests conducted at the FAA Technical 

Center. Results of these tests have 

verified adequate dissipation of heat 

across wetted aluminum fuel tank 

surfaces so that localized hot spots do 

not occur, thus minimizing the threat of 

explosion. This inherent capability of 

aluminum to dissipate heat also allows 

the wing lower surface to retain its loadcarrying characteristics during a fuel-fed 

ground fire and significantly delay wing 

collapse or burn-through for a time 

interval that usually exceeds evacuation 

times. In addition, as an aluminum fuel 

tank is heated with significant 

quantities of fuel inside, fuel vapor 

accumulates in the ullage space, 

exceeding the upper flammability limit 

relatively quickly and thus reducing the 

threat of a fuel tank explosion prior to 

fuel tank burn-through. 

Fuel tanks constructed with 

composite materials may or may not 

have equivalent properties. Advisory 

Circular (AC) 20–107B (Change 1), 

Composite Aircraft Structure, section 

11b, ‘‘Fire Protection, Flammability and 

Thermal Issues,’’ states: ‘‘Wing and 

fuselage applications should consider 

the effects of composite design and 

construction on the resulting passenger 

safety in the event of in-flight fires or 

emergency landing conditions, which 

combine with subsequent egress when a 

fuel-fed fire is possible.’’ Pertinent to 

the wing structure, post-crash fire 

passenger survivability is dependent on 

the time available for passenger 

evacuation prior to fuel tank breach or 

structural failure. Structural failure can 

be a result of degradation in loadcarrying capability in the upper or lower 

wing surface caused by a fuel-fed 

ground fire and also as a result of overpressurization caused by ignition of fuel 

vapors in the fuel tank. 

For the CSeries airplanes, composite 

materials will be used to fabricate the 

majority of wing fuel tank. Hence, the 

current regulations may not be adequate 

for the certification of the CSeries 

airplanes featuring wing fuel tanks 

fabricated with composite material. 

Therefore, Bombardier must present 

additional confirmation by test and 

analysis that the CSeries airplanes’ 

design provides an acceptable level of 

safety with respect to the performance 

of the wing fuel tanks when exposed to 

the direct effects of post-crash ground 

fire or under-wing fuel-fed fires. 

These proposed 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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Proposed Rules 41459 

Applicability 

As discussed above, these special 

conditions are applicable to the Models 

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 Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for 

Bombardier Aerospace Models BD–500– 

1A10 and BD–500–1A11 series 

airplanes. 

Composite Wing and Fuel Tank PostCrash Fire Survivability 

1. The wing fuel tank structure must 

withstand an external fuel-fed pool fire 

for a minimum of 5 minutes. 

2. The integrity of the wing fuel tank 

structure must be demonstrated at: 

• Minimum fuel load, not less than 

reserve fuel level; 

• Maximum fuel load equal to the 

maximum range fuel quantity; and 

• Any other critical fuel loads. 

3. The demonstration must consider 

fuel tank flammability, burn-through 

resistance, wing structural strength 

retention properties, and auto-ignition 

threats from localized heating of 

composite structure, fasteners, or any 

other feature that may produce an 

ignition source during a ground fire 

event for the required time duration. 

Issued in Renton, Washington, on June 19, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate. 

[FR Doc. 2014–16645 Filed 7–15–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0448; Directorate 

Identifier 2013–NM–055–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A300 series airplanes; 

Airbus Model A300 B4–600, B4–600R, 

and F4–600R series airplanes, and 

Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes); and Airbus 

Model A310 series airplanes. This 

proposed AD was prompted by a report 

of early ruptures on the levers of the 

nose landing gear (NLG) sequence valve. 

This proposed AD would require a onetime inspection for damage of the 

landing gear sequence valve levers and 

pin shearing indicating areas on the 

NLG and the main landing gears 

(MLGs); and depending on findings, 

replacing the sequence valve and lever, 

or doing a one-time inspection to detect 

interference between control rods and 

sequence valves and corrective actions 

if necessary. We are proposing this AD 

to detect and correct interference 

between a landing gear leg and door, 

which could result in failure of that 

landing gear to extend and could 

damage the airplane and injure 

occupants. 

DATES: We must receive comments on 

this proposed AD by September 2, 2014. 

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 Airbus SAS, 

Airworthiness Office—EAW, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may view this 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 by searching for 

and locating Docket No. FAA–2014– 

0448; 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: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

fax 425–227–1149. 

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–2014–0448; Directorate Identifier 

2013–NM–055–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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2013–0058, 

dated March 11, 2013 (referred to after 


tkelley on DSK3SPTVN1PROD with PROPOSALS