80 FR 30134 - 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 101 (May 27, 2015)

Page Range		30134-30136
FR Document		2015-12699

These special conditions are issued 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 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.

Federal Register, Volume 80 Issue 101 (Wednesday, May 27, 2015)

[Federal Register Volume 80, Number 101 (Wednesday, May 27, 2015)]
[Rules and Regulations]
[Pages 30134-30136]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2015-12699]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2015-0455; Special Conditions No. 25-584-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: Final special conditions.

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SUMMARY: These special conditions are issued 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 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: Effective July 13, 2015.

FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane and Flight 
Crew Interface Branch, ANM-111, Transport Airplane Directorate, 
Aircraft Certification Service, 1601 Lind Avenue SW., Renton, 
Washington 98057-3356; telephone 425-227-2011; facsimile 425-227-1320.

SUPPLEMENTARY INFORMATION:

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.

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

[[Page 30135]]

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, Bombardier should 
evaluate the longitudinal stability characteristics by assessing the 
airplane handling qualities during simulator and flight test maneuvers 
appropriate to the operation of the airplane. Bombardier may accomplish 
this 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 they may propose an acceptable alternative method. 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 VMO/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) 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 
control's 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.
    Bombardier should use simulator and flight tests in the whole take-
off and landing altitude range for which certification is requested to 
evaluate global energy awareness and non-nuisance of low-energy cues. 
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. Bombardier should conduct a sufficient number of 
tests to assess the level of energy awareness and the effects of energy 
management errors.
    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 of Comments

    Notice of proposed special conditions No. 25-15-04-SC for the 
Bombardier CSeries airplanes was published in the Federal Register on 
March 5, 2015 (80 FR 11958). No comments were received, and the special 
conditions are adopted as proposed.

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.

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 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 Aerospace Models 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.

[[Page 30136]]

``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 May 15, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-12699 Filed 5-26-15; 8:45 am]
 BILLING CODE 4910-13-P

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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30136 Federal Register / Vol. 80, No. 101 / Wednesday, May 27, 2015 / Rules and Regulations

‘‘Adequate awareness’’ means warning wing-flap position with all engines For service information identified in
information must be provided to alert operating. this AD, contact Marshall Aerospace
the crew of unsafe operating conditions Issued in Renton, Washington, on May 15, and Defence Group, The Airport,
and to enable them to take appropriate 2015. Newmarket Road, Cambridge, CB5 8RX,
corrective action. Michael Kaszycki, UK; telephone: +44 (0) 1223 399856;
(c) The static directional stability (as Acting Manager, Transport Airplane fax: +44 (0) 7825365617; email:
shown by the tendency to recover from Directorate, Aircraft Certification Service. mark.bright@marshalladg.com; Internet:
a skid with the rudder free) must be [FR Doc. 2015–12699 Filed 5–26–15; 8:45 am] www.marshalladg.com. You may view
positive for any landing gear and flap BILLING CODE 4910–13–P
this referenced service information at
position and symmetrical power the FAA, Small Airplane Directorate,
condition, at speeds from 1.13 VSR1, up 901 Locust, Kansas City, Missouri
to VFE, VLE, or VFC/MFC (as appropriate). DEPARTMENT OF TRANSPORTATION 64106. For information on the
(d) The static lateral stability (as availability of this material at the FAA,
shown by the tendency to raise the low Federal Aviation Administration call (816) 329–4148. It is also available
wing in a sideslip with the aileron on the Internet at http://
controls free), for any landing-gear and 14 CFR Part 39 www.regulations.gov by searching for
wing-flap position and symmetric- [Docket No. FAA–2015–1737; Directorate locating Docket No. FAA–2015–1737.
power condition, may not be negative at Identifier 2015–CE–014–AD; Amendment Examining the AD Docket
any airspeed (except that speeds higher 39–18164; AD 2015–11–01]
than VFE need not be considered for You may examine the AD docket on
RIN 2120–AA64 the Internet at http://
wing-flaps-extended configurations nor
speeds higher than VLE for landing-gear- www.regulations.gov by searching for
Airworthiness Directives; Slingsby and locating Docket No. FAA–2015–
extended configurations) in the Aviation Ltd. Airplanes
following airspeed ranges: 1737; or in person at the Docket
(i) From 1.13 VSR1 to VMO/MMO. AGENCY: Federal Aviation Management Facility between 9 a.m.
(ii) From VMO/MMO to VFC/MFC, Administration (FAA), DOT. and 5 p.m., Monday through Friday,
unless the divergence is— ACTION: Final rule; request for except Federal holidays. The AD docket
(1) Gradual; comments. contains this AD, the regulatory
(2) Easily recognizable by the pilot; evaluation, any comments received, and
SUMMARY: We are adopting a new other information. The street address for
and
airworthiness directive (AD) for the Docket Office (telephone (800) 647–
(3) Easily controllable by the pilot. Slingsby Aviation Ltd. Models T67M260
(e) In straight, steady sideslips over 5527) is in the ADDRESSES section.
and T67M260–T3A airplanes. This AD Comments will be available in the AD
the range of sideslip angles appropriate results from mandatory continuing
to the operation of the airplane, but not docket shortly after receipt.
airworthiness information (MCAI) FOR FURTHER INFORMATION CONTACT: Jim
less than those obtained with one half issued by the aviation authority of
of the available rudder control Rutherford, Aerospace Engineer, FAA,
another country to identify and correct Small Airplane Directorate, 901 Locust,
movement (but not exceeding a rudder an unsafe condition on an aviation
control force of 180 pounds), rudder Room 301, Kansas City, Missouri 64106;
product. The MCAI describes the unsafe telephone: (816) 329–4165; fax: (816)
control movements and forces must be condition as failure of a brake master
substantially proportional to the angle 329–4090; email: jim.rutherford@
cylinder pivot pin. We are issuing this faa.gov.
of sideslip in a stable sense; and the AD to require actions to address the
factor of proportionality must lie unsafe condition on these products. SUPPLEMENTARY INFORMATION:
between limits found necessary for safe DATES: This AD is effective June 16, Discussion
operation. This requirement must be 2015.
met for the configurations and speeds The European Aviation Safety Agency
The Director of the Federal Register
specified in paragraph (c) of this (EASA), which is the Technical Agent
approved the incorporation by reference
section. for the Member States of the European
of a certain publication listed in this AD
(f) For sideslip angles greater than as of June 16, 2015. Community, has issued AD No.: 2015–
those prescribed by paragraph (e) of this We must receive comments on this 0065–E, dated April 24, 2015, to correct
section, up to the angle at which full AD by July 13, 2015. an unsafe condition for the specified
rudder control is used or a rudder products. The MCAI states:
ADDRESSES: You may send comments by
control force of 180 pounds is obtained, any of the following methods: An occurrence was reported where pivot
the rudder control forces may not • Federal eRulemaking Portal: Go to pin Part Number (P/N) T67M–45–539, of
reverse, and increased rudder deflection http://www.regulations.gov. Follow the rudder pedal assembly #4, installed on the
must be needed for increased angles of right hand (RH) side of the aeroplane (RH
instructions for submitting comments. seat, RH pedal) failed during taxi. This
sideslip. Compliance with this • Fax: (202) 493–2251. caused the rudder pedal mechanism to
requirement must be shown using • Mail: U.S. Department of detach from the brake master cylinder.
straight, steady sideslips, unless full Transportation, Docket Operations, This condition, if not detected and
lateral control input is achieved before M–30, West Building Ground Floor, corrected, could cause the rudder linkages to
reaching either full rudder control input Room W12–140, 1200 New Jersey rotate out of their normal orientation,
or a rudder control force of 180 pounds; Avenue SE., Washington, DC 20590. possibly resulting in jammed rudder controls
mstockstill on DSK4VPTVN1PROD with RULES

a straight, steady sideslip need not be • Hand Delivery: U.S. Department of and consequent loss of control of the
maintained after achieving full lateral Transportation, Docket Operations, aeroplane.
To address this potential unsafe condition,
control input. This requirement must be M–30, West Building Ground Floor, Slingsby Advanced Composites Ltd, trading
met at all approved landing gear and Room W12–140, 1200 New Jersey as Marshall Aerospace and Defence Group
wing-flap positions for the range of Avenue SE., Washington, DC 20590, (hereafter called ‘Marshall’ in this AD) issued
operating speeds and power conditions between 9 a.m. and 5 p.m., Monday Service Bulletin (SB) SBM200 to provide
appropriate to each landing gear and through Friday, except Federal holidays. inspection instructions.

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Document Created: 2015-12-15 15:35:31
Document Modified: 2015-12-15 15:35:31

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.
Dates		Effective July 13, 2015.
Contact		Joe Jacobsen, FAA, Airplane and Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 425-227-2011; facsimile 425-227-1320.
FR Citation		80 FR 30134
CFR Associated		Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements

80 FR 30134 - 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 TRANSPORTATIONFederal Aviation Administration

Federal Register Volume 80, Issue 101 (May 27, 2015)

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration