80 FR 11958 - Special Conditions: Bombardier Aerospace, Models BD-500-1A10 and BD-500-1A11; Electronic Flight Control System: Lateral-Directional and Longitudinal Stability and Low-Energy Awareness
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 80, Issue 43 (March 5, 2015)
Federal Aviation Administration
Federal Register Volume 80, Issue 43 (March 5, 2015)
| Page Range | 11958-11960 | |
| FR Document | 2015-05048 |
[Federal Register Volume 80, Number 43 (Thursday, March 5, 2015)] [Proposed Rules] [Pages 11958-11960] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-05048] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-0455; Notice No. 25-15-04-SC] Special Conditions: Bombardier Aerospace, Models BD-500-1A10 and BD-500-1A11; Electronic Flight Control System: Lateral-Directional and Longitudinal Stability and Low-Energy Awareness 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 a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes. This design feature is a fly-by-wire electronic flight control system that provides an electronic interface between the pilot's flight controls and the flight control surfaces for both normal and failure states. The system generates the actual surface commands that provide for stability augmentation and control about all three airplane axes. 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 April 20, 2015. ADDRESSES: Send comments identified by docket number FAA-2015-0455 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 Flight Crew Interface, 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. [[Page 11959]] We will consider all comments we receive by the closing date for comments. We may change these special conditions based on the comments we receive. 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. The CSeries flight control system design incorporates normal load factor limiting on a full time basis that will prevent the pilot from inadvertently or intentionally exceeding the positive or negative airplane limit load factor. The FAA considers this feature to be novel and unusual in that 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. 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 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, 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 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 Sec. 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 Sec. 11.38, and they become part of the type- certification basis under Sec. 21.17(a)(2). Novel or Unusual Design Features The CSeries airplanes will incorporate the following novel or unusual design feature: Fly-by-wire electronic flight control system that provides an electronic interface between the pilot's flight controls and the flight control surfaces for both normal and failure states. The system generates the actual surface commands that provide for stability augmentation and control about all three airplane axes. Discussion In the absence of positive lateral stability, the curve of lateral control surface deflections against sideslip angle should be in a conventional sense and reasonably in harmony with rudder deflection during steady heading sideslip maneuvers. Since conventional relationships between stick forces and control surface displacements do not apply to the ``load factor command'' flight control system on the CSeries airplanes, longitudinal stability characteristics should be evaluated by assessing the airplane handling qualities during simulator and flight test maneuvers appropriate to the operation of the airplane. This may be accomplished by using the Handling Qualities Rating Method presented in appendix 5 of Advisory Circular (AC) 25-7C, Flight Test Guide for Certification of Transport Category Airplanes, dated October 16, 2012, or an acceptable alternative method proposed by Bombardier Aerospace. Important considerations are as follows: (a) Adequate speed control without creating excessive pilot workload; (b) Acceptable high and low speed protection; and (c) Provision of adequate cues to the pilot of significant speed excursions beyond V MO /MMO and low speed awareness flight conditions. The airplane should provide adequate awareness cues to the pilot of a low energy (i.e., a low speed, low thrust, or low height) state to ensure that the airplane retains sufficient energy to recover when flight control laws provide neutral longitudinal stability significantly below the normal operating speeds. This may be accomplished as follows: (a) Adequate low speed/low thrust cues at low altitude may be provided by a strong positive static stability force gradient (1 pound per 6 knots applied through the sidestick); or (b) The low energy awareness may be provided by an appropriate warning with the following characteristics: i. It should be unique, unambiguous, and unmistakable. ii. It should be active at appropriate altitudes and in appropriate configurations (i.e., at low altitude, in the approach and landing configurations). iii. It should be sufficiently timely to allow recovery to a stabilized flight condition inside the normal flight envelope while maintaining the desired flight path and without entering the flight controls angle-of-attack protection mode. iv. It should not be triggered during normal operation, including operation in moderate turbulence, for recommended maneuvers at recommended speeds. v. It should not be cancelable by the pilot other than by achieving a higher energy state. vi. There should be an adequate hierarchy among the warnings so that the pilot is not confused and led to take inappropriate recovery action if multiple warnings occur. Global energy awareness and non-nuisance of low energy cues should be evaluated by simulator and flight tests in the whole take-off and landing altitude range for which certification is requested. This would include all relevant combinations of weight, center-of-gravity position, configuration, airbrakes position, and available thrust, including reduced and de-rated take-off thrust operations and engine failure cases. A sufficient number of tests should be conducted, allowing the level of energy awareness and the effects of energy management errors to be assessed. 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. Applicability As discussed above, these special conditions are applicable to the Bombardier BD-500-1A10 and BD-500-1A11. 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, these special conditions would apply to that model as well. [[Page 11960]] 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 0 Accordingly, the Federal Aviation Administration proposes the following special conditions as part of the type certification basis for Bombardier Aerospace BD-500-1A10 and BD-500-1A11 series airplanes. 1. Electronic Flight Control System: Lateral-Directional and Longitudinal Stability and Low-Energy Awareness. In lieu of the requirements of Sec. Sec. 25.171, 25.173, 25.175, and 25.177: (a) The airplane must be shown to have suitable static lateral, directional, and longitudinal stability in any condition normally encountered in service, including the effects of atmospheric disturbance. The showing of suitable static lateral, directional, and longitudinal stability must be based on the airplane handling qualities, including pilot workload and pilot compensation, for specific test procedures during the flight test evaluations. (b) The airplane must provide adequate awareness to the pilot of a low energy (low speed/low thrust/low height) state when fitted with flight control laws presenting neutral longitudinal stability significantly below the normal operating speeds. ``Adequate awareness'' means warning information must be provided to alert the crew of unsafe operating conditions and to enable them to take appropriate corrective action. (c) The static directional stability (as shown by the tendency to recover from a skid with the rudder free) must be positive for any landing gear and flap position and symmetrical power condition, at speeds from 1.13 VSR1 , up to VFE , VLE , or VFC /MFC (as appropriate). (d) The static lateral stability (as shown by the tendency to raise the low wing in a sideslip with the aileron controls free), for any landing-gear and wing-flap position and symmetric-power condition, may not be negative at any airspeed (except that speeds higher than VFE need not be considered for wing-flaps-extended configurations nor speeds higher than VLE for landing-gear- extended configurations) in the following airspeed ranges: i. From 1.13 VSR1 to VMO /MMO . ii. From VMO /MMO to VFC / MFC , unless the divergence is-- (1) Gradual; (2) Easily recognizable by the pilot; and (3) Easily controllable by the pilot. (e) In straight, steady sideslips over the range of sideslip angles appropriate to the operation of the airplane, but not less than those obtained with one half of the available rudder control movement (but not exceeding a rudder control force of 180 pounds), rudder control movements and forces must be substantially proportional to the angle of sideslip in a stable sense; and the factor of proportionality must lie between limits found necessary for safe operation. This requirement must be met for the configurations and speeds specified in paragraph (c) of this section. (f) For sideslip angles greater than those prescribed by paragraph (e) of this section, up to the angle at which full rudder control is used or a rudder control force of 180 pounds is obtained, the rudder control forces may not reverse, and increased rudder deflection must be needed for increased angles of sideslip. Compliance with this requirement must be shown using straight, steady sideslips, unless full lateral control input is achieved before reaching either full rudder control input or a rudder control force of 180 pounds; a straight, steady sideslip need not be maintained after achieving full lateral control input. This requirement must be met at all approved landing gear and wing-flap positions for the range of operating speeds and power conditions appropriate to each landing gear and wing-flap position with all engines operating. Issued in Renton, Washington, on February 24, 2015. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015-05048 Filed 3-4-15; 8:45 am] BILLING CODE 4910-13-P
![11958 Federal Register / Vol. 80, No. 43 / Thursday, March 5, 2015 / Proposed Rules
complies with the executive order to ■ 2. Amend § 791.8(a) to read as ADDRESSES: Send comments identified
adhere to fundamental federalism follows: by docket number FAA–2015–0455
principles. This proposed rule and IRPS using any of the following methods:
§ 791.8 Promulgation of NCUA rules and • Federal eRegulations Portal: Go to
would not have a substantial direct
regulations.
effect on the states, on the relationship http://www.regulations.gov/ and follow
between the national government and (a) NCUA’s procedures for developing the online instructions for sending your
the states, or on the distribution of regulations are governed by the comments electronically.
power and responsibilities among the Administrative Procedure Act (5 U.S.C. • Mail: Send comments to Docket
various levels of government. NCUA has 551 et seq.), the Regulatory Flexibility Operations, M–30, U.S. Department of
determined that this proposed rule does Act (5 U.S.C. 601 et seq.), and NCUA’s Transportation (DOT), 1200 New Jersey
not constitute a policy that has policies for the promulgation of rules Avenue SE., Room W12–140, West
federalism implications for purposes of and regulations as set forth in its Building Ground Floor, Washington,
the executive order. Interpretive Ruling and Policy DC, 20590–0001.
Statement 87–2, as amended by • Hand Delivery or Courier: Take
D. Assessment of Federal Regulations Interpretive Ruling and Policy comments to Docket Operations in
and Policies on Families Statements 03–2, 13–1, and 15–1. Room W12–140 of the West Building
NCUA has determined that this [FR Doc. 2015–03806 Filed 3–4–15; 8:45 am] Ground Floor at 1200 New Jersey
proposed rule and IRPS will not affect BILLING CODE 7535–01–P Avenue SE., Washington, DC, between 9
family well-being within the meaning of a.m. and 5 p.m., Monday through
Section 654 of the Treasury and General Friday, except Federal holidays.
Government Appropriations Act, 1999, DEPARTMENT OF TRANSPORTATION • Fax: Fax comments to Docket
Public Law 105–277, 112 Stat. 2681 Operations at 202–493–2251.
(1998). Federal Aviation Administration Privacy: The FAA will post all
comments it receives, without change,
List of Subjects in 12 CFR Part 791 14 CFR Part 25 to http://www.regulations.gov/,
Administrative practice and [Docket No. FAA–2015–0455; Notice No. 25– including any personal information the
procedure, Credit unions, Sunshine Act. 15–04–SC] commenter provides. Using the search
function of the docket Web site, anyone
By the National Credit Union Special Conditions: Bombardier
Administration Board on February 19, 2015. can find and read the electronic form of
Aerospace, Models BD–500–1A10 and all comments received into any FAA
Gerard Poliquin, BD–500–1A11; Electronic Flight docket, including the name of the
Secretary of the Board. Control System: Lateral-Directional individual sending the comment (or
■ For the reasons discussed above, the and Longitudinal Stability and Low- signing the comment for an association,
Board proposes to amend IRPS 87–2 (as Energy Awareness business, labor union, etc.). DOT’s
amended by IRPS 03–2 and IRPS 13–1) AGENCY: Federal Aviation complete Privacy Act Statement can be
by revising the second sentence of Administration (FAA), DOT. found in the Federal Register published
paragraph 2 of Section II and replacing on April 11, 2000 (65 FR 19477–19478),
ACTION: Notice of proposed special
the last two sentences of paragraph 2 of as well as at
conditions.
Section II to read as follows: http://DocketsInfo.dot.gov/.
SUMMARY: This action proposes special Docket: Background documents or
Interpretive Ruling and Policy Statement comments received may be read at
87–2
conditions for the Bombardier
Aerospace Models BD–500–1A10 and http://www.regulations.gov/ at any time.
II. Procedures for the Development of BD–500–1A11 series airplanes. These Follow the online instructions for
Regulations airplanes will have a novel or unusual accessing the docket or go to the Docket
* * * * * design feature when compared to the Operations in Room W12–140 of the
2. * * * NCUA will designate federally state of technology envisioned in the West Building Ground Floor at 1200
insured credit unions with less than $100 airworthiness standards for transport New Jersey Avenue SE., Washington,
million in assets as small entities. * * * category airplanes. This design feature DC, between 9 a.m. and 5 p.m., Monday
Every three years, the NCUA Board will through Friday, except Federal holidays.
review and consider adjusting the asset
is a fly-by-wire electronic flight control
threshold it uses to define small entities for system that provides an electronic FOR FURTHER INFORMATION CONTACT: Joe
purposes of analyzing whether a regulation interface between the pilot’s flight Jacobsen, FAA, Airplane and Flight
will have a significant economic impact on controls and the flight control surfaces Crew Interface, ANM–111, Transport
a substantial number of small entities. for both normal and failure states. The Airplane Directorate, Aircraft
* * * * * system generates the actual surface Certification Service, 1601 Lind Avenue
For the reasons discussed above, the commands that provide for stability SW., Renton, Washington, 98057–3356;
Board proposes to amend 12 CFR part augmentation and control about all telephone 425–227–2011; facsimile
791 as follows: three airplane axes. The applicable 425–227–1320.
airworthiness regulations do not contain SUPPLEMENTARY INFORMATION:
PART 791—RULES OF NCUA BOARD adequate or appropriate safety standards
PROCEDURES; PROMULGATION OF for this design feature. These proposed Comments Invited
mstockstill on DSK4VPTVN1PROD with PROPOSALS
NCUA RULES AND REGULATIONS; special conditions contain the We invite interested people to take
PUBLIC OBSERVATION OF NCUA additional safety standards that the part in this rulemaking by sending
BOARD MEETINGS Administrator considers necessary to written comments, data, or views. The
establish a level of safety equivalent to most helpful comments reference a
■ 1. The authority citation for part 791 that established by the existing specific portion of the special
continues to read as follows: airworthiness standards. conditions, explain the reason for any
Authority: 12 U.S.C. 1766, 1789 and 5 DATES: Send your comments on or recommended change, and include
U.S.C 552b. before April 20, 2015. supporting data.
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![11960 Federal Register / Vol. 80, No. 43 / Thursday, March 5, 2015 / Proposed Rules
Conclusion extended configurations) in the DEPARTMENT OF TRANSPORTATION
This action affects only certain novel following airspeed ranges:
or unusual design features on two Federal Aviation Administration
i. From 1.13 VSR1 to VMO/MMO.
model series of airplanes. It is not a rule ii. From VMO/MMO to VFC/MFC, unless
of general applicability. 14 CFR Part 39
the divergence is—
[Docket No. FAA–2015–0251; Directorate
List of Subjects in 14 CFR Part 25 (1) Gradual; Identifier 2014–NM–200–AD]
Aircraft, Aviation safety, Reporting (2) Easily recognizable by the pilot; RIN 2120–AA64
and recordkeeping requirements. and
The authority citation for these (3) Easily controllable by the pilot. Airworthiness Directives; Airbus
special conditions is as follows: Airplanes
(e) In straight, steady sideslips over
Authority: 49 U.S.C. 106(g), 40113, 44701,
the range of sideslip angles appropriate AGENCY: Federal Aviation
44702, 44704.
to the operation of the airplane, but not Administration (FAA), DOT.
The Proposed Special Conditions less than those obtained with one half ACTION: Notice of proposed rulemaking
■ Accordingly, the Federal Aviation of the available rudder control (NPRM).
Administration proposes the following movement (but not exceeding a rudder
control force of 180 pounds), rudder SUMMARY: We propose to adopt a new
special conditions as part of the type airworthiness directive (AD) for all
certification basis for Bombardier control movements and forces must be
Airbus Model A318, A319, A320, and
Aerospace BD–500–1A10 and BD–500– substantially proportional to the angle
A321 series airplanes. This proposed
1A11 series airplanes. of sideslip in a stable sense; and the
AD was prompted by a determination
1. Electronic Flight Control System: factor of proportionality must lie that, in specific flight conditions, the
Lateral-Directional and Longitudinal between limits found necessary for safe allowable load limits on the vertical tail
Stability and Low-Energy Awareness. In operation. This requirement must be plane could be reached and possibly
lieu of the requirements of §§ 25.171, met for the configurations and speeds exceeded. Exceeding allowable load
25.173, 25.175, and 25.177: specified in paragraph (c) of this could result in detachment of the
(a) The airplane must be shown to section. vertical tail plane. This proposed AD
have suitable static lateral, directional,
(f) For sideslip angles greater than would require modification of the pin
and longitudinal stability in any
those prescribed by paragraph (e) of this programming flight warning computer
condition normally encountered in
section, up to the angle at which full (FWC) to activate the stop rudder input
service, including the effects of
rudder control is used or a rudder warning (SRIW) logic; and an inspection
atmospheric disturbance. The showing
control force of 180 pounds is obtained, to determine the part numbers of the
of suitable static lateral, directional, and
the rudder control forces may not FWC and the flight augmentation
longitudinal stability must be based on
reverse, and increased rudder deflection computer (FAC), and replacement of the
the airplane handling qualities,
must be needed for increased angles of FWC and FAC if necessary. We are
including pilot workload and pilot
sideslip. Compliance with this proposing this AD to prevent
compensation, for specific test
requirement must be shown using detachment of the vertical tail plane and
procedures during the flight test
consequent loss of control of the
evaluations. straight, steady sideslips, unless full
(b) The airplane must provide airplane.
lateral control input is achieved before
adequate awareness to the pilot of a low reaching either full rudder control input DATES: We must receive comments on
energy (low speed/low thrust/low or a rudder control force of 180 pounds; this proposed AD by April 20, 2015.
height) state when fitted with flight a straight, steady sideslip need not be ADDRESSES: You may send comments,
control laws presenting neutral maintained after achieving full lateral using the procedures found in 14 CFR
longitudinal stability significantly control input. This requirement must be 11.43 and 11.45, by any of the following
below the normal operating speeds. met at all approved landing gear and methods:
‘‘Adequate awareness’’ means warning wing-flap positions for the range of • Federal eRulemaking Portal: Go to
information must be provided to alert operating speeds and power conditions http://www.regulations.gov. Follow the
the crew of unsafe operating conditions appropriate to each landing gear and instructions for submitting comments.
and to enable them to take appropriate • Fax: 202–493–2251.
wing-flap position with all engines
corrective action. • Mail: U.S. Department of
(c) The static directional stability (as operating. Transportation, Docket Operations, M–
shown by the tendency to recover from Issued in Renton, Washington, on February 30, West Building Ground Floor, Room
a skid with the rudder free) must be 24, 2015. W12–140, 1200 New Jersey Avenue SE.,
positive for any landing gear and flap Jeffrey E. Duven, Washington, DC 20590.
position and symmetrical power Manager, Transport Airplane Directorate, • Hand Delivery: U.S. Department of
condition, at speeds from 1.13 VSR1, up Aircraft Certification Service. Transportation, Docket Operations, M–
to VFE, VLE, or VFC/MFC (as appropriate). [FR Doc. 2015–05048 Filed 3–4–15; 8:45 am]
30, West Building Ground Floor, Room
(d) The static lateral stability (as W12–140, 1200 New Jersey Avenue SE.,
BILLING CODE 4910–13–P
shown by the tendency to raise the low Washington, DC, between 9 a.m. and
mstockstill on DSK4VPTVN1PROD with PROPOSALS
wing in a sideslip with the aileron 5 p.m., Monday through Friday, except
controls free), for any landing-gear and Federal holidays.
wing-flap position and symmetric- For service information identified in
power condition, may not be negative at this proposed AD, contact Airbus,
any airspeed (except that speeds higher Airworthiness Office—EIAS, 1 Rond
than VFE need not be considered for Point Maurice Bellonte, 31707 Blagnac
wing-flaps-extended configurations nor Cedex, France; telephone +33 5 61 93 36
speeds higher than VLE for landing-gear- 96; fax +33 5 61 93 44 51; email
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Document Created: 2015-12-18 12:09:37
Document Modified: 2015-12-18 12:09:37
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Proposed Rules | |
| Action | Notice of proposed special conditions. | |
| Dates | Send your comments on or before April 20, 2015. | |
| Contact | Joe Jacobsen, FAA, Airplane and Flight Crew Interface, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057- 3356; telephone 425-227-2011; facsimile 425-227-1320. | |
| FR Citation | 80 FR 11958 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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