Federal Register / Vol. 78, No. 211 / Thursday, October 31, 2013 / Proposed Rules 65231 

After the expiration of the period for 

submitting written statements, the 

Department will consider all comments 

and additional information that is 

obtained from interested parties or 

through further analyses, and it will 

prepare a final determination. If DOE 

determines that miscellaneous 

residential refrigeration products qualify 

as covered products, DOE will consider 

initiating rulemakings to develop test 

procedures and energy conservation 

standards for miscellaneous residential 

refrigeration products. Members of the 

public will be given an opportunity to 

submit written and oral comments on 

any proposed test procedure and 

standards. 

List of Subjects in 10 CFR part 430 

Administrative practice and 

procedure, Confidential business 

information, Energy conservation, 

Reporting and recordkeeping 

requirements. 

Issued in Washington, DC, on September 

30, 2013. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency and Renewable Energy. 

[FR Doc. 2013–25943 Filed 10–30–13; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0819; Notice No. 25– 

13–06–SC] 

Special Conditions: Bombardier Inc., 

Models BD–500–1A10 and BD–500– 

1A11 series airplanes; Fuselage InFlight Fire Safety and Flammability 

Resistance 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Bombardier Inc. 

Model BD–500–1A10 and BD–500– 

1A11 series airplanes. These airplanes 

will have a novel or unusual design 

feature associated with the materials 

used to fabricate the fuselage, which 

may affect fire propagation during an inflight fire. The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. 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 December 16, 2013. 

ADDRESSES: Send comments identified 

by docket number [FAA–2013–0819] 

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. 

Background 

On December 10, 2009, Bombardier 

Inc. applied for a type certificate for 

their new Model BD–500–1A10 and 

BD–500–1A11 series airplanes. The 

Model BD–500–1A10 and BD–500– 

1A11 series airplanes are swept-wing 

monoplanes with pressurized cabins, 

and they share an identical supplier 

base and significant common design 

elements. The fuselages are aluminum 

alloy material, blended double-bubble 

design, sized for nominal 5 abreast 

seating. Each airplane’s powerplant 

includes two under-wing Pratt and 

Whitney PW1524G ultra-high bypass, 

geared turbofan engines. Flight controls 

are fly-by-wire flight with two passive/ 

uncoupled side sticks. Avionics include 

five landscape primary cockpit displays. 

The dimension of the airplanes 

encompasses a wingspan of 115 feet; a 

height of 37.75 feet; and a length of 

114.75 feet for the Model BD–500–1A10 

and 127 feet for the Model BD–500– 

1A11. 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. Maximum takeoff thrust is 

21,000 pounds for the Model BD–500– 

1A10 and 23,300 pounds for the Model 

BD–500–1A11. The range is 3,394 miles 

(5,463 kilometers) for both model 

airplanes. The maximum operating 

altitude is 41,000 feet for both model 

airplanes. 

The Bombardier BD–500–1A10 and 

BD–500–1A11 series airplanes will be 

fabricated using aluminum-lithium 

materials. The performance of airplanes 

consisting of a conventional aluminum 

fuselage in an inaccessible in-flight fire 

scenario is understood based on service 

history and extensive intermediate and 

large-scale fire testing. The fuselage 

itself does not contribute to in-flight fire 

propagation. This may not be the case 

for an all-aluminum-lithium fuselage. 

Experience has shown that eliminating 

the fire propagation of the interior 

materials and insulation materials tends 

to increase survivability since other 

aspects of in-flight fire safety (e.g., toxic 

gas emission and smoke obscuration) 

are typically by-products of the 

propagating fire. The Bombardier BD– 


tkelley on DSK3SPTVN1PROD with PROPOSALS
65232 Federal Register / Vol. 78, No. 211 / Thursday, October 31, 2013 / Proposed Rules 

500–1A10 and BD–500–1A11 series 

airplanes must provide protection 

against an in-flight fire propagating 

along the surface of the fuselage. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Bombardier Inc. must show that the 

Model BD–500–1A10 and BD–500– 

1A11 series airplanes meet the 

applicable provisions of part 25 as 

amended by Amendments 25–1 through 

25–129 thereto. 

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 Model BD–500–1A10 and BD– 

500–1A11 series 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 Model BD–500–1A10 

and BD–500–1A11 series 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 Model BD–500–1A10 and BD– 

500–1A11 series airplanes will 

incorporate the following novel or 

unusual design features: The fuselage 

will be fabricated using aluminumlithium materials instead of 

conventional aluminum. This new type 

of material must provide protection 

against an in-flight fire propagating 

along the surface of the fuselage. 

Discussion 

The Bombardier BD–500–1A10 and 

BD–500–1A11 series airplanes will be 

fabricated using aluminum-lithium 

materials. The performance of airplanes 

consisting of a conventional aluminum 

fuselage in an inaccessible in-flight fire 

scenario is understood based on service 

history and extensive intermediate and 

large-scale fire testing. Experience has 

shown that eliminating the fire 

propagation of the interior materials and 

insulation materials tends to increase 

survivability since other aspects of inflight fire safety (e.g., toxic gas emission 

and smoke obscuration) are typically byproducts of the propagating fire. The 

fuselage itself does not contribute to inflight fire propagation. This may not be 

the case for an all-aluminum-lithium 

fuselage. 

In the past, fatal in-flight fires have 

originated in inaccessible areas of the 

airplane where thermal/acoustic 

insulation located adjacent to the 

aluminum airplane skin has been the 

path for flame propagation and fire 

growth. Concern over the fire 

performance of thermal/acoustic 

insulation was initially raised by five 

incidents in the 1990’s, which revealed 

unexpected flame spread along the 

insulation film that covered the 

thermal/acoustic insulation. In all cases, 

the ignition source was relatively 

modest and, in most cases, was 

electrical in origin (e.g., electrical short 

circuit, arcing caused by chafed wiring, 

ruptured ballast case). 

In 1996, the FAA Technical Center 

began a program to develop new fire test 

criteria for insulation films directly 

relating to in-flight fire resistance. The 

current test standard at that time was 

evaluated as well as another small-scale 

test method that has been used by 

airplane manufacturers to evaluate 

flame propagation on thermal/acoustic 

insulation materials. 

An inter-laboratory comparison of 

these methods revealed a number of 

deficiencies. A new test method 

subjecting a material to a pilot flame 

while the material is heated by a radiant 

panel was developed. The new radiant 

panel test method and criteria were 

specifically established to improve the 

evaluation of the in-flight fire ignition/ 

flame propagation of thermal/acoustic 

insulation materials based on real-world 

fire scenarios. While these tests were 

developed for thermal/acoustic 

insulation materials, this same type of 

test methodology can be used to assess 

the flammability characteristics of the 

proposed aluminum-lithium material 

for the fuselage. 

The FAA reviewed the test method 

proposed by Bombardier Inc. and 

determined that a larger flame and test 

article would be necessary to make a 

determination of the potential 

flammability of the aluminum-lithium 

material. It would also be more 

representative of a real-life fire scenario. 

The FAA recently conducted 

additional testing in our Components 

Fire Test facility and determined that 

another way to assess the survivability 

within the cabin of the Model BD–500– 

1A10 and BD–500–1A11 series is to use 

the cargo liner flammability test (part III 

of appendix F to part 25, Test Method 

to Determine Flame Penetration 

Resistance of Cargo Compartment 

Liners). However, the problem with 

using this particular test is that when 

the aluminum panels melt, molten globs 

of aluminum fall directly into the 

burner, which adversely affects the 

flame. So the FAA decided that a 

similar test for the measurement of 

insulation burnthrough resistance could 

be used (part VII of appendix F to part 

25, Test Method to Determine the 

Burnthrough Resistance of Thermal/ 

Acoustic Insulation Materials). 

Although this test method uses the same 

burner as the cargo liner test, it uses a 

slightly larger flame. In addition, the 

burner is not vertical, so there was no 

problem with molten material falling 

into it, requiring disassembly of the 

burner. The only slight change was the 

size of the sample and the sample 

holder. These were modified slightly to 

accommodate the samples that we 

received. 

The recent FAA tests that were 

conducted in our Components Fire Test 

facility used a 6 gallon/hour oil burner, 

the same apparatus used to determine 

burnthrough resistance of thermal/ 

acoustic insulation (part VII of appendix 

F to part 25). The test used 16 by 24 

inch Al-Li panels that were installed 

into a sheet steel subframe, which 

measured 18 by 32 inches (outside 

dimensions). The subframe had an 

opening cut into it, which measured 

14.5 by 22.5 inches; this allowed the test 

panels to be mounted onto the subframe 

using .250–20 UNC threaded bolts. 

The FAA proposes that Bombardier 

use the test method contained in part 

VII of appendix F to part 25, Test 

Method to Determine the Burnthrough 

Resistance of Thermal/Acoustic 

Insulation Materials, with the slight 

changes to the sample size and sample 

holder as an alternate test method to 

show compliance with applicable 

requirements. Bombardier Inc. is 

responsible for finding a suitable testing 

facility in which to conduct the testing. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

BD–500–1A10 and BD–500–1A11 

airplanes. Should Bombardier Inc. 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. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 211 / Thursday, October 31, 2013 / Proposed Rules 65233 

Conclusion 

This action affects only certain novel 

or unusual design features on two 

models 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 Inc. Model BD–500–1A10 

and BD–500–1A11 series airplanes. 

1. Fuselage In-Flight Fire Safety and 

Flammability Resistance. Bombardier 

must demonstrate that the fuselage 

would not materially contribute to the 

propagation of an in-flight fire or 

introduce any additional in-flight fire 

risk. 

2. To demonstrate compliance, the 

test set-up and methodology must be 

commensurate with 14 CFR part 25, 

appendix F, part VII, except the size of 

the test samples, modifications to the 

sample holder, and the test 

methodology would be varied as 

described below. 

3. In demonstrating that the 

aluminum-lithium material used to 

fabricate the fuselage has equal or better 

flammability resistance characteristics 

than the aluminum alloy sheet typically 

used as skin material on similar 

airplanes, the accepted test methods for 

compliance include: 

a. Each test sample must consist of a 

flat test specimen. A set of three 

samples of the material must be tested. 

The size of each sample must be 16 

inches by 24 inches by 0.063 inches. 

b. The test samples must be installed 

into a steel sheet subframe with outside 

dimensions of 18 inches by 32 inches. 

The subframe must have an opening cut 

into it of 14.5 inches by 22.5 inches. The 

tests samples must be mounted onto the 

subframe using .250–20 UNC threaded 

bolts. 

c. Test specimens must be 

conditioned at 70 °F ± 5 °F and 55 

percent ± 5 percent humidity for at least 

24 hours before testing. 

4. Demonstration of compliance will 

be achieved if the material is not ignited 

during any of the tests. 

Issued in Renton, Washington, on 

September 12, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–25663 Filed 10–30–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0858; Notice No. 

25–13–09–SC] 

Special Conditions: Bombardier Inc., 

Models BD–500–1A10 and BD–500– 

1A11 Series Airplanes; Fuselage PostCrash Fire Survivability 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Bombardier Inc. 

Models BD–500–1A10 and BD–500– 

1A11 series airplanes. These airplanes 

will have a novel or unusual design 

feature associated with aluminumlithium fuselage construction that may 

provide different levels of protection 

from post-crash fire threats than similar 

aircraft constructed from traditional 

aluminum structure. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. 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 December 16, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0858 

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 9 

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. 

Background 

On December 10, 2009, Bombardier 

Inc. applied for a type certificate for 

their new Models BD–500–1A10 and 

BD–500–1A11 series airplanes (hereafter 

collectively referred to as ‘‘C-series’’). 

The C-series airplanes are swept-wing 

monoplanes with a pressurized cabin. 

They share an identical supplier base 

and significant common design 

elements. The fuselage is an aluminum 

alloy material, blended double-bubble 

design, sized for nominal 5-abreast 

seating. Each airplane’s powerplant 


tkelley on DSK3SPTVN1PROD with PROPOSALS