Federal Register / Vol. 78, No. 242 / Tuesday, December 17, 2013 / Proposed Rules 76249 

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, under § 11.38, 

and they become part of the typecertification basis under § 21.17(a)(2). 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

airplane will incorporate the following 

novel or unusual design feature: a side 

stick controller for only one-hand 

operation by wrist and not by arms. 

Discussion 

Special conditions for Airbus side 

stick controllers have been developed 

and applied during previous Airbus 

certification programs. These proposed 

special conditions are also appropriate 

for the Model A350–900 series side stick 

controller. 

Applicability 

As discussed above, these proposed 

special conditions apply to Airbus 

Model A350–900 series airplanes. 

Should Airbus apply later for a change 

to the type certificate to include another 

model incorporating the same novel or 

unusual design feature, the proposed 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Airbus 

Model A350–900 series 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 

proposed 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 in lieu of 

§ 25.397(c), which are identical to A320, 

A340, and A380 special conditions on 

the same subject: 

For the Airbus Model A350–900 

series airplane equipped with stick 

controls designed for forces to be 

applied by one wrist and not arms, the 

limit pilot forces are as follows: 

(1) For all components between and 

including the handle and its control 

stops. 

Pitch Roll 

Nose up 200 lbf ........ Nose left 100 lbf. 

Pitch Roll 

Nose down 200 lbf .... Nose right 100 lbf. 

(2) For all other components of the 

side stick control assembly, but 

excluding the internal components of 

the electrical sensor assemblies, to avoid 

damage as a result of an in-flight jam. 

Pitch Roll 

Nose up 125 lbf ........ Nose left 50 lbf. 

Nose down 125 lbf .... Nose right 50 lbf. 

Issued in Renton, Washington, on October 

22, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–29939 Filed 12–16–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0905; Notice No. 

25–13–28–SC] 

Special Conditions: Airbus, Model 

A350–900 Series Airplane; Flight 

Envelope Protection: Normal Load 

Factor (g) Limiting 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for Airbus Model A350–900 

series airplanes. These airplanes will 

have a novel or unusual design 

feature(s) associated with a flight 

control system that prevents the pilot 

from inadvertently or intentionally 

exceeding the positive or negative 

airplane limit load factor. 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 January 31, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0905 

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: Joe 

Jacobsen, FAA, Airplane and Flightcrew 

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: 

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 will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these proposed special 

conditions based on the comments we 

receive. 


wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
76250 Federal Register / Vol. 78, No. 242 / Tuesday, December 17, 2013 / Proposed Rules 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls-Royce Trent XWB 

engines. It features a twin aisle 9-abreast 

economy class layout, and 

accommodates side-by-side placement 

of LD–3 containers in the cargo 

compartment. The basic Airbus Model 

A350–900 series configuration will 

accommodate 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a Maximum Take-Off Weight of 602,000 

lbs. Airbus proposes the Model A350– 

900 series to be certified for extended 

operations (ETOPS) beyond 180 minutes 

at entry into service for up to a 420- 

minute maximum diversion time. 

The normal load factor limit on 

Airbus Model A350–900 series airplanes 

is unique in that traditional airplanes 

with conventional flight control systems 

(mechanical linkages) are limited in the 

pitch axis only by the elevator surface 

area and deflection limit. The elevator 

control power is normally derived for 

adequate controllability and 

maneuverability at the most critical 

longitudinal pitching moment. The 

result is that traditional airplanes have 

a significant portion of the flight 

envelope wherein maneuverability in 

excess of limit structural design values 

is possible. 

Title 14 Code of Federal Regulations 

(14 CFR) part 25 sections do not specify 

requirements or policy for 

demonstrating maneuver control that 

impose any handling qualities 

requirements beyond the design limit 

structural loads. Nevertheless, some 

pilots have become accustomed to the 

availability of this excess maneuver 

capacity in case of extreme emergency 

such as upset recoveries or collision 

avoidance. 

These proposed special conditions are 

needed to ensure adequate 

maneuverability and controllability for 

the Model A350–900 series using the 

Airbus flight control system. 

Under Title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

meets the applicable provisions of 14 

CFR part 25, as amended by 

Amendments 25–1 through 25–128. 

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 A350–900 series because 

of a novel or unusual design feature, 

special conditions are prescribed under 

§ 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 proposed 

special conditions would also apply to 

the other model under § 21.101. 

In addition to the applicable 

airworthiness regulations and proposed 

special conditions, the Airbus Model 

A350–900 series 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, under § 11.38, 

and they become part of the typecertification basis under § 21.17(a)(2). 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

will incorporate the following novel or 

unusual design features: a flight control 

system that prevents the pilot from 

inadvertently or intentionally exceeding 

the positive or negative airplane limit 

load factor. 

Discussion 

Flight envelope protection that limits 

normal load factor (g) limiting is 

considered novel and unusual because 

the current regulations do not provide 

standards for maneuverability and 

controllability evaluations for such 

systems. Special conditions are needed 

to ensure adequate maneuverability and 

controllability when using this design 

feature. 

As with the previous fly-by-wire 

airplanes, the FAA has no regulatory or 

safety reason to inhibit the design 

concept of the Airbus A350 flight 

control system with load factor limiting. 

Pilots accustomed to this control feature 

may feel more freedom in commanding 

full stick displacement maneuvers 

because of the following: 

(1) Knowledge that the limit system 

will protect the structure, 

(2) Low stick force/displacement 

gradients, and 

(3) Smooth transition from pilot 

elevator control to limit control. 

Applicability 

As discussed above, these proposed 

special conditions apply to Airbus 

Model A350–900 series airplanes. 

Should Airbus apply later for a change 

to the type certificate to include another 

model incorporating the same novel or 

unusual design feature, the proposed 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Airbus 

Model A350–900 series 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 Airbus 

Model A350–900 series airplanes. 

To meet the intent of adequate 

maneuverability and controllability 

required by § 25.143(a), and in the 

absence of other limiting factors, the 

following special condition is proposed: 

1. The positive limiting load factor 

must not be less than: 

(a) 2.5g for the EFCS normal state 

with the high lift devices retracted up to 

VMO/MMO. The positive limiting load 

factor may be gradually reduced down 

to 2.25g above VMO/MMO. 

(b) 2.0g for the EFCS normal state 

with the high lift devices extended. 

2. The negative limiting load factor 

must be equal to or more negative than: 

(a) Minus 1.0g for the EFCS normal 

state with the high lift devices retracted. 

(b) 0.0g for the EFCS normal state 

with high lift devices extended. 

3. Maximum reachable positive load 

factor wings level may be limited by 

flight control system characteristics or 

flight envelope protections (other than 

load factor protection) provided: 

(a) That the required values are 

readily achievable in turns and 

(b) that wings level pitch up 

responsiveness is satisfactory. 

4. Maximum achievable negative load 

factor may be limited by flight control 

system characteristics or flight envelope 

protections (other than load factor 

protection) provided: 

(a) pitch down responsiveness is 

satisfactory 

(b) from level flight, 0g is readily 

achievable or alternatively, a 

satisfactory* trajectory change is readily 

achievable at operational speeds (from 

VLS to max speed ¥10kts). VLS is the 

lowest speed that the crew may fly with 


wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 242 / Tuesday, December 17, 2013 / Proposed Rules 76251 

auto thrust or auto pilot engaged. It is 

displayed on primary flight displays as 

the top of the low speed amber band, 

and is the lower end of the normal flight 

envelope. Max speed ¥ 10kts is 

proposed to cover typical margin from 

VMO/MMO to cruise speeds and typical 

margin from VFE to standard speed in 

high lift configurations. 

* For the FAA to consider a trajectory 

change as satisfactory, the applicant 

should propose and justify a pitch rate 

that provides sufficient maneuvering 

capability in the most critical scenarios. 

Compliance demonstration with the 

above requirements may be performed 

without ice accretion on the airframe. 

Issued in Renton, Washington, on October 

22, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–29941 Filed 12–16–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0909; Notice No. 

25–13–17–SC] 

Special Conditions: Airbus, Model 

A350–900 Series Airplane; Electronic 

System Security Protection From 

Unauthorized External Access 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for Airbus Model A350–900 

series airplanes. These airplanes will 

have a novel or unusual design feature 

associated with electronic system 

security protection from unauthorized 

external access. 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 January 31, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0909 

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: 

Varun Khanna, FAA, Airplane and 

Flightcrew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone (425) 227–1298; facsimile 

(425) 227–1320. 

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 

proposed special conditions based on 

the comments we receive. 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls-Royce Trent XWB 

engines. It features a twin aisle 9-abreast 

economy class layout, and 

accommodates side-by-side placement 

of LD–3 containers in the cargo 

compartment. The basic Model A350– 

900 series configuration will 

accommodate 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a Maximum Take-Off Weight of 602,000 

lbs. Airbus proposes the Model A350– 

900 series to be certified for extended 

operations (ETOPS) beyond 180 minutes 

at entry into service for up to a 420- 

minute maximum diversion time. 

Contemporary transport category 

airplanes have both safety-related and 

non-safety-related electronic system 

networks for many operational 

functions. However, electronic system 

network security considerations and 

functions have played a relatively minor 

role in the certification of such systems 

because of the isolation, protection 

mechanisms, and limited connectivity 

between the different networks. 

Type Certification Basis 

Under Title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

meets 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 Model A350–900 series because 

of a novel or unusual design feature, 

special conditions are prescribed under 

§ 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 novel or unusual 

design feature, the proposed special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and proposed 

special conditions, the Model A350–900 

series must comply with the fuel vent 

and exhaust emission requirements of 

14 CFR part 34 and the noise 

certification requirements of 14 CFR 


wreier-aviles on DSK5TPTVN1PROD with PROPOSALS