Document ID: FAA-2016-8031-0001
Agency: faa
Document Type: Rule
Title: Special Conditions: Bombardier Inc. Models BD-700-2A12 and BD-700-2A13 airplanes; Operation Without Normal Electrical Power
Posted Date: 2017-04-07T04:00Z

[Federal Register Volume 82, Number 66 (Friday, April 7, 2017)]
[Rules and Regulations]
[Pages 16891-16893]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-06929]

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 Rules and Regulations
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  Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules 
and Regulations  

[[Page 16891]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2016-8031; Special Conditions No. 25-653-SC]

Special Conditions: Bombardier Inc. Models BD-700-2A12 and BD-
700-2A13 airplanes; Operation Without Normal Electrical Power.

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Bombardier Inc. 
(Bombardier) Models BD-700-2A12 and BD-700-2A13 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 electrical and 
electronic systems that perform critical functions, the loss of which 
could be catastrophic to the airplane. The applicable airworthiness 
regulations do not contain adequate or appropriate safety standards for 
these design features. 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: This action is effective on Bombardier on April 7, 2017. We must 
receive your comments by May 22, 2017.

ADDRESSES: Send comments identified by docket number FAA-2016-8031 
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).
    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: Stephen Slotte, FAA, Airplane and 
Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate, 
Aircraft Certification Service, 1601 Lind Avenue SW., Renton, 
Washington, 98057-3356; telephone 425-227-2315; facsimile 425-227-1149.

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 May 30, 2012, Bombardier applied for an amendment to type 
certificate no. T00003NY to include the new Model BD-700-2A12 and BD-
700-2A13 airplanes. These airplanes are derivatives of the Model BD-700 
series of airplanes and are marketed as the Bombardier Global 7000 
(Model BD-700-2A12) and Global 8000 (Model BD-700-2A13). These 
airplanes are twin-engine, transport-category, executive-interior 
business jets. The maximum passenger capacity is 19 and the maximum 
takeoff weights are 106,250 lb. (Model BD-700-2A12) and 104,800 lb. 
(Model BD-700-2A13).

Type Certification Basis

    Under the provisions of Title 14, Code of Federal Regulations (14 
CFR) 21.101, Bombardier must show that the Model BD-700-2A12 and BD-
700-2A13 airplanes meet the applicable provisions of the regulations 
listed in type certificate no. T00003NY, or the applicable regulations 
in effect on the date of application for the change, except for earlier 
amendments as agreed upon by the FAA.
    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 BD-700-2A12 and BD-700-2A13 
airplanes because of a novel or unusual design feature, special 
conditions are prescribed under the provisions of Sec.  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, or should any other model already included on 
the same type certificate be modified to incorporate the same novel or 
unusual design feature, these special conditions would also apply to 
the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model BD-700-2A12 and BD-700-2A13 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.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in 
accordance

[[Page 16892]]

with Sec.  11.38, and they become part of the type-certification basis 
under Sec.  21.101.

Novel or Unusual Design Features

    The Bombardier Model BD-700-2A12 and BD-700-2A13 airplanes will 
incorporate novel or unusual design features associated with electrical 
and electronic flight-control systems that perform critical functions, 
the loss of which may result in loss of flight controls and other 
critical systems, and that may be catastrophic to the airplane if not 
appropriately protected.
    The applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for these design features. 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

    The Model BD-700-2A12 and BD-700-2A13 airplanes have a fly-by-wire 
flight-control system that requires a continuous source of electrical 
power to maintain an operable flight-control system. Section 
25.1351(d), ``Operation without normal electrical power,'' requires 
safe operation in visual flight rule (VFR) conditions for at least five 
minutes after loss of normal electrical power, excluding the battery. 
This rule was structured around a traditional design using mechanical 
control cables and linkages for flight control. These manual controls 
allow the crew to maintain aerodynamic control of the airplane for an 
indefinite time after loss of all electrical power. Under these 
conditions, a mechanical flight-control system provided the crew with 
the ability to fly the airplane while attempting to identify the cause 
of the electrical failure, restart engine(s) if necessary, and attempt 
to re-establish some of the electrical-power generation capability.
    A critical assumption in Sec.  25.1351(d) is that the airplane is 
in VFR conditions at the time of the failure. This is not a valid 
assumption in today's airline operating environment where airplanes fly 
much of the time in instrument meteorological conditions on air-
traffic-control-defined flight paths. Another assumption in the 
existing rule is that the loss of all normal electrical power is the 
result of the loss of all engines. The five-minute period in the rule 
is to allow at least one engine to be restarted, following an all-
engine power loss, to continue the flight to a safe landing. However, 
service experience on airplanes with similar electrical power-system 
architecture as the Bombardier Global 7000/8000 airplanes has shown 
that at least the temporary loss of all electrical power for causes 
other than all-engine failure is not extremely improbable. To maintain 
the same level of safety, envisioned by the existing rule, with 
traditional mechanical flight controls, the Global 7000/8000 design 
must not be time-limited in its operation under all reasonably 
foreseeable conditions, including loss of all normal sources of engine 
or auxiliary-power-unit (APU)-generated electrical power. Unless 
Bombardier can show that the non-restorable loss of the engine and APU 
power sources is extremely improbable, Bombardier must demonstrate that 
the airplanes can maintain safe flight and landing (including steering 
and braking on the ground for airplanes using steer- and brake-by-wire, 
and fly-by-wire speed-brake panels) with the use of emergency or 
alternate electrical power systems. These electrical power systems, or 
the minimum restorable electrical power sources, must be able to power 
loads that are essential for continued safe flight and landing.

Applicability

    As discussed above, these special conditions are applicable to the 
Model BD-700-2A12 and BD-700-2A13 airplanes. Should Bombardier apply at 
a later date for a change to the type certificate to include another 
model incorporating the same novel or unusual design features, these 
special conditions would apply to the other model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on two models of airplanes. It is not a rule of general applicability.
    The substance of these special conditions has been subject to the 
public notice and comment period in several prior instances, and has 
been derived without substantive change from those previously issued. 
It is unlikely that prior public comment would result in a significant 
change from the substance contained herein. Therefore, the FAA has 
determined that prior public notice and comment are unnecessary and 
impracticable, and good cause exists for adopting these special 
conditions upon issuance. The FAA is requesting comments to allow 
interested persons to submit views that may not have been submitted in 
response to the prior opportunities for comment described above.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

0
The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Special Conditions

0
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 Model BD-700-2A12 and BD-
700-2A13 airplanes.
    In lieu of 14 CFR 25.1351(d), the following special conditions 
apply:
    1. Bombardier must show, by test or a combination of test and 
analysis, that the airplane is capable of continued safe flight and 
landing with all normal electrical power sources inoperative, as 
prescribed by paragraphs 1.a. and 1.b., below. For purposes of these 
special conditions, normal sources of electrical-power generation do 
not include alternate power sources such as the battery, ram-air 
turbine, or independent power systems such as the flight-control 
permanent-magnet generating system. In showing capability for continued 
safe flight and landing, Bombardier must account for systems 
capability, effects on crew workload and operating conditions, and the 
physiological needs of the flightcrew and passengers for the longest 
diversion time for which Bombardier is seeking approval.
    a. In showing compliance with this requirement, Bombardier must 
account for common-cause failures, cascading failures, and zonal 
physical threats.
    b. Bombardier may consider the ability to restore operation of 
portions of the electrical power generation and distribution system if 
it can be shown that unrecoverable loss of those portions of the system 
is extremely improbable. The design must provide an alternative source 
of electrical power for the time required to restore the minimum 
electrical-power generation capability required for safe flight and 
landing. Bombardier may exclude unrecoverable loss of all engines when 
showing compliance with this requirement.
    2. Regardless of electrical-power generation and distribution 
system recovery capability shown under special condition 1, above, 
sufficient electrical-system capability must be provided to:

    a. Allow time to descend, with all engines inoperative, at the 
speed that provides the best glide distance, from the maximum operating 
altitude to the top of the engine-restart envelope, and
    b. Subsequently allow multiple start attempts of the engines and 
auxiliary

[[Page 16893]]

power unit (APU). The design must provide this capability in addition 
to the electrical capability required by existing part 25 requirements 
related to operation with all engines inoperative.
    3. The airplane emergency electrical power system must be designed 
to supply:

    a. Electrical power required for immediate safety, which must 
continue to operate without the need for crew action following the loss 
of the normal electrical power, for a duration sufficient to allow 
reconfiguration to provide a non-time-limited source of electrical 
power.
    b. Electrical power required for continued safe flight and landing 
for the maximum diversion time.
    4. If Bombardier uses APU-generated electrical power to satisfy the 
requirements of these special conditions, and if reaching a suitable 
runway for landing is beyond the capacity of the battery systems, then 
the APU must be able to be started under any foreseeable flight 
condition prior to the depletion of the battery, or the restoration of 
normal electrical power, whichever occurs first. Flight test must 
demonstrate this capability at the most critical condition.
    a. Bombardier must show that the APU will provide adequate 
electrical power for continued safe flight and landing.
    b. The airplane flight manual (AFM) must incorporate non-normal 
procedures that direct the pilot to take appropriate actions to 
activate the APU after loss of normal engine-driven generated 
electrical power.
    5. As part of showing compliance with these special conditions, the 
tests to demonstrate loss of all normal electrical power must also take 
into account the following:

    a. The assumption that the failure condition occurs during night 
instrument meteorological conditions (IMC) at the most critical phase 
of the flight, relative to the worst possible electrical-power 
distribution and equipment-loads-demand condition.
    b. After the un-restorable loss of normal engine-generator power, 
the airplane engine restart capability is provided and operations 
continued in IMC.
    c. The airplane is demonstrated to be capable of continued safe 
flight and landing. The length of time must be computed based on the 
maximum diversion time capability for which the airplane is being 
certified. Bombardier must account for airspeed reductions resulting 
from the associated failure or failures.
    d. The airplane must provide adequate indication of loss of normal 
electrical power to direct the pilot to the non-normal procedures, and 
the AFM must incorporate non-normal procedures that will direct the 
pilot to take appropriate actions.

    Issued in Renton, Washington, on March 31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane Directorate, Aircraft 
Certification Service.
[FR Doc. 2017-06929 Filed 4-6-17; 8:45 am]
 BILLING CODE 4910-13-P