80 FR 30132 - Special Conditions: Bombardier Aerospace, Models BD-500-1A10 and BD-500-1A11 Series Airplanes; Operation Without Normal Electrical Power
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 80, Issue 101 (May 27, 2015)
Federal Aviation Administration
Federal Register Volume 80, Issue 101 (May 27, 2015)
| Page Range | 30132-30134 | |
| FR Document | 2015-12698 |
[Federal Register Volume 80, Number 101 (Wednesday, May 27, 2015)] [Rules and Regulations] [Pages 30132-30134] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-12698] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-1819; Special Conditions No. 25-583-SC] Special Conditions: Bombardier Aerospace, Models BD-500-1A10 and BD-500-1A11 Series Airplanes; Operation Without Normal Electrical Power AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued 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 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 Aerospace on May 27, 2015. We must receive your comments by June 26, 2015. ADDRESSES: Send comments identified by docket number FAA-2015-1819 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: Massoud Sadeghi, FAA, Airplane and Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-3356; telephone 425-227-2117; facsimile 425-227-1149. SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and opportunity for prior public comment on, these special conditions is impracticable because these procedures would significantly delay issuance of the design approval and thus delivery of the affected airplanes. In addition, the substance of these special conditions has been subject to the public comment process in several prior instances with no substantive comments received. The FAA therefore finds that good cause exists for making these special conditions effective upon publication in the Federal Register. 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 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 airplanes will have an electronic flight control system. 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 or similar novel or unusual design feature, the special conditions would also apply to the other model. 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 [[Page 30133]] adequacy under section 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 will incorporate the following novel or unusual design features: 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 may 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. Discussion The CSeries airplanes have a fly-by-wire flight control system that requires a continuous source of electrical power in order 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 allowed the crew to maintain aerodynamic control of the airplane for an indefinite period of 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 in order to continue the flight to a safe landing. However, service experience on airplane models with similar electrical power-system architecture as the CSeries has shown that at least the temporary loss of all electrical power for causes other than all-engine failure is not extremely improbable. In addition, Bombardier is applying for extended operations (ETOPS) type design approval. In order to meet the applicable ETOPS requirements, the electrical power generation system must be able to power all of the electrically powered equipment required for a maximum-length ETOPS diversion. In order to maintain the same level of safety envisioned by the existing rule with traditional mechanical flight controls in a non- ETOPS operating environment, the CSeries 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/brake-by-wire and/or fly-by-wire speed brake panels) with the use of its emergency/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, including those required for a maximum length ETOPS diversion. Applicability As discussed above, these special conditions are applicable to the Model No. 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. The substance of these special conditions has been subjected to the 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. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. The Special Conditions 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 BD-500-1A10 and BD-500-1A11 series airplanes. Operation Without Normal Electrical Power In lieu of Title 14 Code of Federal Regulations (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 1a and 1b below. For purposes of these special conditions, normal sources of electrical power generation do not include any 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 [[Page 30134]] required for safe flight and landing. Bombardier may exclude unrecoverable loss of all engines when showing compliance with this requirement. 2. Regardless of any electrical generation and distribution system recovery capability shown under paragraph 1 of these special conditions, 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 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 operating limitations section of 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 operating limitations section of the AFM must incorporate non- normal procedures that will direct the pilot to take appropriate actions. Issued in Renton, Washington, on May 15, 2015. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015-12698 Filed 5-26-15; 8:45 am] BILLING CODE 4910-13-P
![30132 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
Register (80 FR 3142, January 22, 2015) • Federal eRegulations Portal: Go to conditions effective upon publication in
will tend to effectuate the declared http://www.regulations.gov/ and follow the Federal Register.
policy of the Act. the online instructions for sending your
Comments Invited
comments electronically.
List of Subjects in 7 CFR Part 985
• Mail: Send comments to Docket We invite interested people to take
Marketing agreements, Oils and fats, Operations, M–30, U.S. Department of part in this rulemaking by sending
Reporting and recordkeeping Transportation (DOT), 1200 New Jersey written comments, data, or views. The
requirements, Spearmint oil. Avenue SE., Room W12–140, West most helpful comments reference a
Accordingly, the interim rule that Building Ground Floor, Washington, DC specific portion of the special
amended 7 CFR part 985 and that was 20590–0001. conditions, explain the reason for any
published at 80 FR 3142 on January 22, • Hand Delivery or Courier: Take recommended change, and include
2015, is adopted as a final rule, without comments to Docket Operations in supporting data.
change. Room W12–140 of the West Building We will consider all comments we
Ground Floor at 1200 New Jersey receive by the closing date for
Dated: May 21, 2015. comments. We may change these special
Avenue SE., Washington, DC, between 9
Rex A. Barnes, a.m. and 5 p.m., Monday through conditions based on the comments we
Associate Administrator, Agricultural Friday, except Federal holidays. receive.
Marketing Service. • Fax: Fax comments to Docket
[FR Doc. 2015–12758 Filed 5–26–15; 8:45 am]
Background
Operations at 202–493–2251.
BILLING CODE 3410–02–P Privacy: The FAA will post all On December 10, 2009, Bombardier
comments it receives, without change, Aerospace applied for a type certificate
to http://www.regulations.gov/, for their new Models BD–500–1A10 and
DEPARTMENT OF TRANSPORTATION including any personal information the BD–500–1A11 series airplanes (hereafter
commenter provides. Using the search collectively referred to as ‘‘CSeries’’).
Federal Aviation Administration function of the docket Web site, anyone The CSeries airplanes are swept-wing
can find and read the electronic form of monoplanes with an aluminum alloy
14 CFR Part 25 all comments received into any FAA fuselage, sized for 5-abreast seating.
docket, including the name of the Passenger capacity is designated as 110
[Docket No. FAA–2015–1819; Special
Conditions No. 25–583–SC] individual sending the comment (or for the Model BD–500–1A10 and 125 for
signing the comment for an association, the Model BD–500–1A11. Maximum
Special Conditions: Bombardier business, labor union, etc.). DOT’s takeoff weight is 131,000 pounds for the
Aerospace, Models BD–500–1A10 and complete Privacy Act Statement can be Model BD–500–1A10 and 144,000
BD–500–1A11 Series Airplanes; found in the Federal Register published pounds for the Model BD–500–1A11.
Operation Without Normal Electrical on April 11, 2000 (65 FR 19477–19478), The CSeries airplanes will have an
Power as well as at http:// electronic flight control system.
AGENCY: Federal Aviation DocketsInfo.dot.gov/. Type Certification Basis
Administration (FAA), DOT. Docket: Background documents or
comments received may be read at Under the provisions of Title 14, Code
ACTION: Final special conditions; request of Federal Regulations (14 CFR) 21.17,
http://www.regulations.gov/ at any time.
for comments. Bombardier Aerospace must show that
Follow the online instructions for
accessing the docket or go to the Docket the CSeries airplanes meet the
SUMMARY: These special conditions are applicable provisions of 14 CFR part 25
issued for the Bombardier Aerospace Operations in Room W12–140 of the
West Building Ground Floor at 1200 as amended by Amendments 25–1
Models BD–500–1A10 and BD–500– through 25–129.
1A11 series airplanes. These airplanes New Jersey Avenue SE., Washington,
If the Administrator finds that the
will have novel or unusual design DC, between 9 a.m. and 5 p.m., Monday
applicable airworthiness regulations
features when compared to the state of through Friday, except Federal holidays.
(i.e., 14 CFR part 25) do not contain
technology envisioned in the FOR FURTHER INFORMATION CONTACT: adequate or appropriate safety standards
airworthiness standards for transport Massoud Sadeghi, FAA, Airplane and for the CSeries airplanes because of a
category airplanes. These design Flight Crew Interface Branch, ANM– novel or unusual design feature, special
features are electrical and electronic 111, Transport Airplane Directorate, conditions are prescribed under the
systems that perform critical functions, Aircraft Certification Service, 1601 Lind provisions of § 21.16.
the loss of which could be catastrophic Avenue SW., Renton, Washington, Special conditions are initially
to the airplane. The applicable 98057–3356; telephone 425–227–2117; applicable to the model for which they
airworthiness regulations do not contain facsimile 425–227–1149. are issued. Should the type certificate
adequate or appropriate safety standards SUPPLEMENTARY INFORMATION: The FAA for that model be amended later to
for these design features. These special has determined that notice of, and include any other model that
conditions contain the additional safety opportunity for prior public comment incorporates the same or similar novel
standards that the Administrator on, these special conditions is or unusual design feature, the special
considers necessary to establish a level impracticable because these procedures conditions would also apply to the other
of safety equivalent to that established would significantly delay issuance of model.
by the existing airworthiness standards. the design approval and thus delivery of In addition to the applicable
mstockstill on DSK4VPTVN1PROD with RULES
DATES: This action is effective on the affected airplanes. In addition, the airworthiness regulations and special
Bombardier Aerospace on May 27, 2015. substance of these special conditions conditions, the CSeries airplanes must
We must receive your comments by has been subject to the public comment comply with the fuel vent and exhaust
June 26, 2015. process in several prior instances with emission requirements of 14 CFR part
ADDRESSES: Send comments identified no substantive comments received. The 34 and the noise certification
by docket number FAA–2015–1819 FAA therefore finds that good cause requirements of 14 CFR part 36, and the
using any of the following methods: exists for making these special FAA must issue a finding of regulatory
VerDate Sep<11>2014 17:50 May 26, 2015 Jkt 235001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 E:\FR\FM\27MYR1.SGM 27MYR1](https://thefederalregister.org/doc/80_FR_30233/page/1.svg)
![30134 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations
required for safe flight and landing. flight, relative to the worst possible augmentation and control about all
Bombardier may exclude unrecoverable electrical power distribution and three airplane axes. The applicable
loss of all engines when showing equipment-loads-demand condition. airworthiness regulations do not contain
compliance with this requirement. b. After the un-restorable loss of adequate or appropriate safety standards
2. Regardless of any electrical normal engine generator power, the for this design feature. These special
generation and distribution system airplane engine restart capability is conditions contain the additional safety
recovery capability shown under provided and operations continued in standards that the Administrator
paragraph 1 of these special conditions, IMC. considers necessary to establish a level
sufficient electrical system capability c. The airplane is demonstrated to be of safety equivalent to that established
must be provided to: capable of continued safe flight and by the existing airworthiness standards.
a. Allow time to descend, with all landing. The length of time must be DATES: Effective July 13, 2015.
engines inoperative, at the speed that computed based on the maximum
FOR FURTHER INFORMATION CONTACT: Joe
provides the best glide distance, from diversion time capability for which the
Jacobsen, FAA, Airplane and Flight
the maximum operating altitude to the airplane is being certified. Bombardier
Crew Interface Branch, ANM–111,
top of the engine restart envelope, and must account for airspeed reductions
b. Subsequently allow multiple start Transport Airplane Directorate, Aircraft
resulting from the associated failure or
attempts of the engines and auxiliary Certification Service, 1601 Lind Avenue
failures.
power unit (APU). The design must d. The airplane must provide SW., Renton, Washington 98057–3356;
provide this capability in addition to the adequate indication of loss of normal telephone 425–227–2011; facsimile
electrical capability required by existing electrical power to direct the pilot to the 425–227–1320.
part 25 requirements related to non-normal procedures, and the SUPPLEMENTARY INFORMATION:
operation with all engines inoperative. operating limitations section of the AFM Background
3. The airplane emergency electrical must incorporate non-normal
power system must be designed to procedures that will direct the pilot to On December 10, 2009, Bombardier
supply: take appropriate actions. Aerospace applied for a type certificate
a. Electrical power required for for their new Models BD–500–1A10 and
Issued in Renton, Washington, on May 15, BD–500–1A11 series airplanes (hereafter
immediate safety, which must continue 2015.
to operate without the need for crew collectively referred to as ‘‘CSeries’’).
Michael Kaszycki, The CSeries airplanes are swept-wing
action following the loss of the normal
Acting Manager, Transport Airplane monoplanes with an aluminum alloy
electrical power, for a duration Directorate, Aircraft Certification Service.
sufficient to allow reconfiguration to fuselage, sized for 5-abreast seating.
[FR Doc. 2015–12698 Filed 5–26–15; 8:45 am] Passenger capacity is designated as 110
provide a non-time-limited source of
electrical power. BILLING CODE 4910–13–P for the Model BD–500–1A10 and 125 for
b. Electrical power required for the Model BD–500–1A11. Maximum
continued safe flight and landing for the takeoff weight is 131,000 pounds for the
DEPARTMENT OF TRANSPORTATION Model BD–500–1A10 and 144,000
maximum diversion time.
4. If Bombardier uses APU-generated Federal Aviation Administration pounds for the Model BD–500–1A11.
electrical power to satisfy the The CSeries flight control system
requirements of these special 14 CFR Part 25 design incorporates normal load factor
conditions, and if reaching a suitable limiting on a full time basis that will
runway for landing is beyond the [Docket No. FAA–2015–0455; Special prevent the pilot from inadvertently or
capacity of the battery systems, then the Conditions No. 25–584–SC] intentionally exceeding the positive or
APU must be able to be started under negative airplane limit load factor. The
Special Conditions: Bombardier FAA considers this feature to be novel
any foreseeable flight condition prior to Aerospace, Models BD–500–1A10 and
the depletion of the battery or the and unusual in that the current
BD–500–1A11; Electronic Flight regulations do not provide standards for
restoration of normal electrical power, Control System: Lateral-Directional
whichever occurs first. Flight test must maneuverability and controllability
and Longitudinal Stability and Low- evaluations for such systems.
demonstrate this capability at the most Energy Awareness
critical condition. Type Certification Basis
a. Bombardier must show that the AGENCY: Federal Aviation
APU will provide adequate electrical Administration (FAA), DOT. Under the provisions of Title 14, Code
power for continued safe flight and ACTION: Final special conditions. of Federal Regulations (14 CFR) 21.17,
landing. Bombardier Aerospace must show that
b. The operating limitations section of SUMMARY: These special conditions are the CSeries airplanes meet the
the airplane flight manual (AFM) must issued for the Bombardier Aerospace applicable provisions of 14 CFR part 25
incorporate non-normal procedures that Models BD–500–1A10 and BD–500– as amended by Amendments 25–1
direct the pilot to take appropriate 1A11 series airplanes. These airplanes through 25–129.
actions to activate the APU after loss of will have a novel or unusual design If the Administrator finds that the
normal engine-driven generated feature when compared to the state of applicable airworthiness regulations
electrical power. technology envisioned in the (i.e., 14 CFR part 25) do not contain
5. As part of showing compliance airworthiness standards for transport adequate or appropriate safety standards
with these special conditions, the tests category airplanes. This design feature for the CSeries airplanes because of a
mstockstill on DSK4VPTVN1PROD with RULES
to demonstrate loss of all normal is a fly-by-wire electronic flight control novel or unusual design feature, special
electrical power must also take into system that provides an electronic conditions are prescribed under the
account the following: interface between the pilot’s flight provisions of § 21.16.
a. The assumption that the failure controls and the flight control surfaces Special conditions are initially
condition occurs during night for both normal and failure states. The applicable to the model for which they
instrument meteorological conditions system generates the actual surface are issued. Should the type certificate
(IMC) at the most critical phase of the commands that provide for stability for that model be amended later to
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Document Created: 2015-12-15 15:35:38
Document Modified: 2015-12-15 15:35:38
| 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 | Rules and Regulations | |
| Action | Final special conditions; request for comments. | |
| Dates | This action is effective on Bombardier Aerospace on May 27, 2015. We must receive your comments by June 26, 2015. | |
| Contact | Massoud Sadeghi, FAA, Airplane and Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-3356; telephone 425-227-2117; facsimile 425-227-1149. | |
| FR Citation | 80 FR 30132 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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