81_FR_60406 81 FR 60236 - Special Conditions: Bombardier Inc., Model BD-700-2A12 and BD-700-2A13 Airplanes; Interactions of Systems and Structures

81 FR 60236 - Special Conditions: Bombardier Inc., Model BD-700-2A12 and BD-700-2A13 Airplanes; Interactions of Systems and Structures

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 81, Issue 170 (September 1, 2016)

Page Range60236-60240
FR Document2016-21122

These special conditions are issued for the Bombardier Inc. (Bombardier) Model BD-700-2A12 and BD-700-2A13 airplanes. These airplanes will have novel or unusual features when compared to the state of technology envisioned in the airworthiness standards for transport-category airplanes. These design features include systems that, directly or as a result of failure or malfunction, affect structural performance. 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.

Federal Register, Volume 81 Issue 170 (Thursday, September 1, 2016) 
[Federal Register Volume 81, Number 170 (Thursday, September 1, 2016)]
[Rules and Regulations]
[Pages 60236-60240]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2016-21122]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2016-4138; Special Conditions No. 25-635-SC]


Special Conditions: Bombardier Inc., Model BD-700-2A12 and BD-
700-2A13 Airplanes; Interactions of Systems and Structures

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) Model BD-700-2A12 and BD-700-2A13 airplanes. These 
airplanes will have novel or unusual features when compared to the 
state of technology envisioned in the airworthiness standards for 
transport-category airplanes. These design features include systems 
that, directly or as a result of failure or malfunction, affect 
structural performance. 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 September 1, 2016. We 
must receive your comments by October 17, 2016.

ADDRESSES: Send comments identified by docket number FAA-2016-4138 
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: Mark Freisthler, FAA, Airframe and 
Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-1119; facsimile 425-227-1232.

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 currently approved under type certificate no. 
T00003NY, and are marketed as the Bombardier Global 7000 (Model BD-700-
2A12) and Global 8000 (Model BD-700-2A13). These airplanes are ultra-
long-range, executive-interior business jets.

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.

[[Page 60237]]

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

Novel or Unusual Design Features

    The Model BD-700-2A12 and BD-700-2A13 airplanes will incorporate 
the following novel or unusual design features:
    Systems that affect the airplane's structural performance, either 
directly or as a result of failure or malfunction. That is, the 
airplane's systems affect how it responds in maneuver and gust 
conditions, and thereby affect its structural capability. These systems 
may also affect the aeroelastic stability of the airplane. Such systems 
include flight-control systems, autopilots, stability-augmentation 
systems, load-alleviation systems, and fuel-management systems. These 
systems represent novel and unusual features when compared to the 
technology envisioned in the current airworthiness standards.

Discussion

    The flight-control system of the Model BD-700-2A12 and BD-700-2A13 
airplanes will consist of a full-authority fly-by-wire system with 
Normal and Direct modes of operation. 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. Special conditions have been applied 
on past airplane programs, with similar systems, to require 
consideration of the effects of those systems on structures.
    The regulatory authorities and industry developed standardized 
criteria in the Aviation Rulemaking Advisory Committee (ARAC) forum 
based on the criteria defined in Advisory Circular (AC) 25.672-1, dated 
November 11, 1983. The ARAC recommendations have been incorporated in 
European Aviation Safety Agency (EASA) Certification Specifications 
(CS) 25.302 and CS-25 Appendix K. FAA rulemaking on this subject is not 
complete, thus the need for special conditions.
    These special conditions are similar to those previously applied to 
other airplane models and to EASA CS 25.302. Transport Canada Civil 
Aviation (TCCA) plans to include CS 25.302 in the Model BD-700-2A12 and 
BD-700-2A13 airplanes' Canadian certification basis. The differences 
between these FAA special conditions and the current CS 25.302, which 
the FAA regards as minor, are shown below. Both these special 
conditions and CS 25.302:
     Specify the design load conditions to be considered. 
Special conditions 2(a)(i) and 2(b)(ii)(1) of these special conditions 
clarify that, in some cases, different load conditions are to be 
considered due to other special conditions or equivalent-level-of-
safety findings.
     allow consideration of the probability of being in a 
dispatched configuration when assessing subsequent failures and 
potential ``continuation of flight'' loads (see special condition 2(d), 
below). These special conditions, however, also allow using probability 
when assessing failures that induce loads at the ``time of 
occurrence,'' whereas CS 25.302 does not. The FAA provision is 
relieving as compared to CS 25.302.
    The FAA chooses to preserve these minor differences and go forward 
with this version of the special conditions.

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 feature, these 
special conditions would apply to the other 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 good cause 
exists for adopting these special conditions upon publication in the 
Federal Register. 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.
    For airplanes equipped with systems that affect structural 
performance, either directly or as a result of a failure or 
malfunction, the influence of these systems and their failure 
conditions must be taken into account when showing compliance with the 
requirements of 14 CFR part 25, subparts C and D.
    The following criteria must be used for showing compliance with 
these special conditions for airplanes equipped with flight-control 
systems, autopilots, stability-augmentation systems, load-alleviation 
systems, flutter-control systems, fuel-management systems, and other 
systems that either directly, or as a result of failure or malfunction, 
affect structural performance. If these special conditions are used for 
other systems, it may be necessary to adapt the criteria to the 
specific system.
    1. The criteria defined herein only address the direct structural 
consequences of the system responses and performance. They cannot be 
considered in isolation, but should be included in the overall safety 
evaluation of the airplane. These criteria may, in some instances, 
duplicate standards already established for this evaluation. These 
criteria are only applicable to structure the failure of which could 
prevent continued safe flight and landing. Specific criteria that 
define

[[Page 60238]]

acceptable limits on handling characteristics or stability 
requirements, when operating in the system-degraded or inoperative 
mode, are not provided in these special conditions.
    2. Depending upon the specific characteristics of the airplane, 
additional studies that go beyond the criteria provided in these 
special conditions may be required to demonstrate the airplane's 
capability to meet other realistic conditions, such as alternative gust 
or maneuver descriptions for an airplane equipped with a load-
alleviation system.
    3. The following definitions are applicable to these special 
conditions.
    a. Structural performance: Capability of the airplane to meet the 
structural requirements of 14 CFR part 25.
    b. Flight limitations: Limitations that can be applied to the 
airplane flight conditions following an in-flight occurrence, and that 
are included in the airplane flight manual (e.g., speed limitations, 
avoidance of severe weather conditions, etc.).
    c. Operational limitations: Limitations, including flight 
limitations, that can be applied to the airplane operating conditions 
before dispatch (e.g., fuel, payload and master minimum-equipment list 
limitations).
    d. Probabilistic terms: Terms such as probable, improbable, and 
extremely improbable, as used in these special conditions, are the same 
as those used in Sec.  25.1309.
    e. Failure condition: This term is the same as that used in Sec.  
25.1309. However, these special conditions apply only to system-failure 
conditions that affect the structural performance of the airplane 
(e.g., system-failure conditions that induce loads, change the response 
of the airplane to inputs such as gusts or pilot actions, or lower 
flutter margins).

Effects of Systems on Structures

    1. General. The following criteria will be used in determining the 
influence of a system and its failure conditions on the airplane 
structure.
    2. System fully operative. With the system fully operative, the 
following apply:
    a. Limit loads must be derived in all normal operating 
configurations of the system from all the limit conditions specified in 
14 CFR part 25, subpart C (or defined by special conditions or 
equivalent level of safety in lieu of those specified in subpart C), 
taking into account any special behavior of such a system or associated 
functions, or any effect on the structural performance of the airplane 
that may occur up to the limit loads. In particular, any significant 
nonlinearity (rate of displacement of control surface, thresholds, or 
any other system nonlinearities) must be accounted for in a realistic 
or conservative way when deriving limit loads from limit conditions.
    b. The airplane must meet the strength requirements of 14 CFR part 
25 (static strength, residual strength), using the specified factors to 
derive ultimate loads from the limit loads defined above. The effect of 
nonlinearities must be investigated beyond limit conditions to ensure 
that the behavior of the system presents no anomaly compared to the 
behavior below limit conditions. However, conditions beyond limit 
conditions need not be considered when it can be shown that the 
airplane has design features that will not allow it to exceed those 
limit conditions.
    c. The airplane must meet the aeroelastic stability requirements of 
Sec.  25.629.
    3. System in the failure condition. For any system-failure 
condition not shown to be extremely improbable, the following apply:
    a. At the time of occurrence. Starting from 1g level flight 
conditions, a realistic scenario, including pilot corrective actions, 
must be established to determine the loads occurring at the time of 
failure and immediately after the failure.
    i. For static-strength substantiation, these loads, multiplied by 
an appropriate factor of safety that is related to the probability of 
occurrence of the failure, are ultimate loads to be considered for 
design. The factor of safety is defined in Figure 1, below.
[GRAPHIC] [TIFF OMITTED] TR01SE16.128

    ii. For residual-strength substantiation, the airplane must be able 
to withstand two thirds of the ultimate loads defined in special 
condition 3.a.(i). For pressurized cabins, these loads must be combined 
with the normal operating differential pressure.
    iii. Freedom from aeroelastic instability must be shown up to the 
speeds defined in Sec.  25.629(b)(2). For failure conditions that 
result in speeds beyond VC/MC, freedom from 
aeroelastic instability must be shown to increased speeds, so that the 
margins intended by Sec.  25.629(b)(2) are maintained.
    iv. Failures of the system that result in forced structural 
vibrations (oscillatory failures) must not produce loads that could 
result in detrimental deformation of primary structure.
    b. For the continuation of the flight. For the airplane in the 
system-failed state, and considering any appropriate reconfiguration 
and flight limitations, the following apply:
    i. THE loads derived from the following conditions (or used in lieu 
of the following conditions) at speeds up to VC/
MC (or the speed limitation prescribed for the remainder of 
the flight) must be determined:
    1. The limit symmetrical maneuvering conditions specified in 
Sec. Sec.  25.331 and 25.345.
    2. The limit gust and turbulence conditions specified in Sec. Sec.  
25.341 and 25.345.

[[Page 60239]]

    3. The limit rolling conditions specified in Sec.  25.349, and the 
limit unsymmetrical conditions specified in Sec. Sec.  25.367, and 
25.427(b) and (c).
    4. The limit yaw-maneuvering conditions specified in Sec.  25.351.
    5. The limit ground-loading conditions specified in Sec. Sec.  
25.473 and 25.491.
    ii. For static-strength substantiation, each part of the structure 
must be able to withstand the loads in special condition 3.b.(i), 
multiplied by a factor of safety depending on the probability of being 
in this failure state. The factor of safety is defined in Figure 2, 
below.
[GRAPHIC] [TIFF OMITTED] TR01SE16.129

Qj = (Tj)(Pj)

Where:

Qj = Probability of being in failure mode j
Tj = Average time spent in failure mode j (in hours)
Pj = Probability of occurrence of failure mode j (per 
hour)

    Note:  If Pj is greater than 10-3 per 
flight hour, then a 1.5 factor of safety must be applied to all 
limit load conditions specified in 14 CFR part 25, subpart C.

    iii. For residual-strength substantiation, the airplane must be 
able to withstand two-thirds of the ultimate loads defined in paragraph 
3.b.(ii) of these special conditions. For pressurized cabins, these 
loads must be combined with the normal operating differential pressure.
    iv. If the loads induced by the failure condition have a 
significant effect on fatigue or damage tolerance, then their effects 
must be taken into account.
    v. Freedom from aeroelastic instability must be shown up to a speed 
determined from Figure 3, below. Flutter clearance speeds V' and V'' 
may be based on the speed limitation specified for the remainder of the 
flight using the margins defined by Sec.  25.629(b).
[GRAPHIC] [TIFF OMITTED] TR01SE16.130

V' = Clearance speed as defined by Sec.  25.629(b)(2).
V'' = Clearance speed as defined by Sec.  25.629(b)(1).

Qj = (Tj)(Pj)

Where:

Qj = Probability of being in failure mode j
Tj = Average time spent in failure mode j (in hours)
Pj = Probability of occurrence of failure mode j (per 
hour)

    Note:  If Pj is greater than 10-3 per 
flight hour, then the flutter clearance speed must not be less than 
V''.

    vi. Freedom from aeroelastic instability must also be shown up to 
V' in Figure 3, above, for any probable system-failure condition, 
combined with any damage required or selected for investigation by 
Sec.  25.571(b).
    b. Consideration of certain failure conditions may be required by 
other sections of 14 CFR part 25 regardless of calculated system 
reliability. Where analysis shows the probability of these failure 
conditions to be less than 10-9, criteria other than those 
specified in this paragraph may be used for structural substantiation 
to show continued safe flight and landing.
    4. Failure indications. For system-failure detection and 
indication, the following apply:
    a. The system must be checked for failure conditions, not extremely 
improbable, that degrade the structural capability below the level 
required by 14 CFR part 25, or that significantly reduce the 
reliability of the remaining system. As far as reasonably practicable, 
the flightcrew must be made aware of these failures before flight. 
Certain elements of the control system, such as mechanical and 
hydraulic components, may use special periodic inspections, and 
electronic components may use

[[Page 60240]]

daily checks, in lieu of detection and indication systems, to achieve 
the objective of this requirement. These certification-maintenance 
requirements must be limited to components that are not readily 
detectable by normal detection-and-indication systems, and where 
service history shows that inspections will provide an adequate level 
of safety.
    b. The existence of any failure condition, not extremely 
improbable, during flight, that could significantly affect the 
structural capability of the airplane, and for which the associated 
reduction in airworthiness can be minimized by suitable flight 
limitations, must be signaled to the flightcrew. For example, failure 
conditions that result in a factor of safety between the airplane 
strength and the loads of 14 CFR part 25, subpart C below 1.25, or 
flutter margins below V'', must be signaled to the crew during flight.
    5. Dispatch with known failure conditions. If the airplane is to be 
dispatched in a known system-failure condition that affects structural 
performance, or that affects the reliability of the remaining system to 
maintain structural performance, then the provisions of these special 
conditions must be met, including the provisions of special condition 2 
for the dispatched condition, and special condition 3 for subsequent 
failures. Expected operational limitations may be taken into account in 
establishing Pj as the probability of failure occurrence for 
determining the safety margin in Figure 1. Flight limitations and 
expected operational limitations may be taken into account in 
establishing Qj as the combined probability of being in the 
dispatched failure condition and the subsequent failure condition for 
the safety margins in Figures 2 and 3. These limitations must be such 
that the probability of being in this combined failure state, and then 
subsequently encountering limit load conditions, is extremely 
improbable. No reduction in these safety margins is allowed if the 
subsequent system-failure rate is greater than 10-\3\ per 
hour.

    Issued in Renton, Washington, on August 23, 2016.
John P. Piccola, Jr.,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-21122 Filed 8-31-16; 8:45 am]
BILLING CODE 4910-13-P

60236 Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations Title 5—Administrative Personnel ACTION:Final special conditions; request http://www.regulations.gov/ at any time. for comments. Follow the online instructions for PART 870—FEDERAL EMPLOYEES’ accessing the docket or go to the Docket GROUP LIFE INSURANCE PROGRAM SUMMARY: These special conditions are Operations in Room W12–140 of the issued for the Bombardier Inc. West Building Ground Floor at 1200 ■ 1. The authority citation for part 870 (Bombardier) Model BD–700–2A12 and New Jersey Avenue SE., Washington, is revised to read as follows: BD–700–2A13 airplanes. These DC, between 9 a.m. and 5 p.m., Monday Authority: 5 U.S.C. 8716; Subpart J also airplanes will have novel or unusual through Friday, except federal holidays. issued under section 599C of Pub. L. 101– features when compared to the state of FOR FURTHER INFORMATION CONTACT: 513, 104 Stat. 2064, as amended; Sec. technology envisioned in the Mark Freisthler, FAA, Airframe and 870.302(a)(3)(ii) also issued under section airworthiness standards for transport- Cabin Safety Branch, ANM–115, 153 of Pub. L. 104–134, 110 Stat. 1321; Sec. category airplanes. These design 870.302(a)(3) also issued under sections Transport Airplane Directorate, Aircraft features include systems that, directly or 11202(f), 11232(e), and 11246(b) and (c) of Certification Service, 1601 Lind Avenue as a result of failure or malfunction, Pub. L. 105–33, 111 Stat. 251, and section SW., Renton, Washington 98057–3356; affect structural performance. The 7(e) of Pub. L. 105–274, 112 Stat. 2419; Sec. telephone 425–227–1119; facsimile applicable airworthiness regulations do 870.302(a)(3) also issued under section 145 of 425–227–1232. Pub. L. 106–522, 114 Stat. 2472; Secs. not contain adequate or appropriate SUPPLEMENTARY INFORMATION: 870.302(b)(8), 870.601(a), and 870.602(b) also safety standards for these design issued under Pub. L. 110–279, 122 Stat. 2604; features. These special conditions Comments Invited Subpart E also issued under 5 U.S.C. 8702(c); contain the additional safety standards We invite interested people to take Sec. 870.601(d)(3) also issued under 5 U.S.C. that the Administrator considers part in this rulemaking by sending 8706(d); Sec. 870.703(e)(1) also issued under necessary to establish a level of safety written comments, data, or views. The section 502 of Pub. L. 110–177, 121 Stat. equivalent to that established by the 2542; Sec. 870.705 also issued under 5 U.S.C. most helpful comments reference a existing airworthiness standards. specific portion of the special 8714b(c) and 8714c(c); Public Law 104–106, DATES: This action is effective on conditions, explain the reason for any 110 Stat. 521. Bombardier on September 1, 2016. We recommended change, and include ■ 2. In § 870.701, add paragraph (f) to must receive your comments by October read as follows: supporting data. 17, 2016. We will consider all comments we § 870.701 Eligibility for life insurance. ADDRESSES: Send comments identified receive on or before the closing date for * * * * * by docket number FAA–2016–4138 comments. We may change these special (f) An individual’s period of coverage using any of the following methods: conditions based on the comments we in a life insurance plan is credited to the • Federal eRegulations Portal: Go to receive. 5 years of service under paragraph (a)(2) http://www.regulations.gov/ and follow the online instructions for sending your Background of this section if: comments electronically. On May 30, 2012, Bombardier applied (1) He/she participated in the Office • Mail: Send comments to Docket for an amendment to type certificate no. of Thrift Supervision (OTS) life Operations, M–30, U.S. Department of T00003NY to include the new Model insurance plan and transferred to the Transportation (DOT), 1200 New Jersey BD–700–2A12 and BD–700–2A13 Office of the Comptroller of the Avenue SE., Room W12–140, West airplanes. These airplanes are Currency or the Federal Deposit Building Ground Floor, Washington, DC derivatives of the Model BD–700 series Insurance Corporation under the Dodd- 20590–0001. of airplanes currently approved under Frank Wall Street Reform and Consumer • Hand Delivery or Courier: Take type certificate no. T00003NY, and are Protection Act, Public Law 111–203; comments to Docket Operations in marketed as the Bombardier Global 7000 and Room W12–140 of the West Building (Model BD–700–2A12) and Global 8000 (2) Elected FEGLI coverage during the Ground Floor at 1200 New Jersey (Model BD–700–2A13). These airplanes special enrollment period between June Avenue SE., Washington, DC, between 9 are ultra-long-range, executive-interior 1, 2012 and July 29, 2012. Evidence of a.m. and 5 p.m., Monday through business jets. the non-FEGLI period of continuous Friday, except federal holidays. coverage will be documented in a • Fax: Fax comments to Docket Type Certification Basis manner designated by OPM. Operations at 202–493–2251. Under the provisions of Title 14, Code [FR Doc. 2016–21077 Filed 8–31–16; 8:45 am] Privacy: The FAA will post all of Federal Regulations (14 CFR) 21.101, BILLING CODE 6325–63–P comments it receives, without change, Bombardier must show that the Model to http://www.regulations.gov/, BD–700–2A12 and BD–700–2A13 including any personal information the airplanes meet the applicable provisions DEPARTMENT OF TRANSPORTATION commenter provides. Using the search of the regulations listed in type function of the docket Web site, anyone certificate no. T00003NY, or the Federal Aviation Administration can find and read the electronic form of applicable regulations in effect on the all comments received into any FAA date of application for the change, 14 CFR Part 25 docket, including the name of the except for earlier amendments as agreed individual sending the comment (or upon by the FAA. [Docket No. FAA–2016–4138; Special signing the comment for an association, If the Administrator finds that the asabaliauskas on DSK3SPTVN1PROD with RULES Conditions No. 25–635–SC] applicable airworthiness regulations business, labor union, etc.). DOT’s Special Conditions: Bombardier Inc., complete Privacy Act Statement can be (i.e., 14 CFR part 25) do not contain Model BD–700–2A12 and BD–700– found in the Federal Register published adequate or appropriate safety standards 2A13 Airplanes; Interactions of on April 11, 2000 (65 FR 19477–19478), for the BD–700–2A12 and BD–700– Systems and Structures as well as at http://DocketsInfo 2A13 airplanes because of a novel or .dot.gov/. unusual design feature, special AGENCY:Federal Aviation Docket: Background documents or conditions are prescribed under the Administration (FAA), DOT. comments received may be read at provisions of § 21.16. VerDate Sep<11>2014 16:43 Aug 31, 2016 Jkt 238001 PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 E:\FR\FM\01SER1.SGM 01SER1

Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations 60237 Special conditions are initially The regulatory authorities and prior instances and has been derived applicable to the model for which they industry developed standardized without substantive change from those are issued. Should the type certificate criteria in the Aviation Rulemaking previously issued. It is unlikely that for that model be amended later to Advisory Committee (ARAC) forum prior public comment would result in a include any other model that based on the criteria defined in significant change from the substance incorporates the same novel or unusual Advisory Circular (AC) 25.672–1, dated contained herein. Therefore, the FAA design feature, or should any other November 11, 1983. The ARAC has determined that prior public notice model already included on the same recommendations have been and comment are unnecessary, and good type certificate be modified to incorporated in European Aviation cause exists for adopting these special incorporate the same novel or unusual Safety Agency (EASA) Certification conditions upon publication in the design feature, these special conditions Specifications (CS) 25.302 and CS–25 Federal Register. The FAA is requesting would also apply to the other model Appendix K. FAA rulemaking on this comments to allow interested persons to under § 21.101. subject is not complete, thus the need submit views that may not have been In addition to the applicable for special conditions. submitted in response to the prior airworthiness regulations and special These special conditions are similar opportunities for comment described conditions, the Model BD–700–2A12 to those previously applied to other above. and BD–700–2A13 airplanes must airplane models and to EASA CS 25.302. Transport Canada Civil Aviation List of Subjects in 14 CFR Part 25 comply with the fuel-vent and exhaust- emission requirements of 14 CFR part (TCCA) plans to include CS 25.302 in Aircraft, Aviation safety, Reporting 34, and the noise certification the Model BD–700–2A12 and BD–700– and recordkeeping requirements. requirements of 14 CFR part 36. 2A13 airplanes’ Canadian certification ■ The authority citation for these The FAA issues special conditions, as basis. The differences between these special conditions is as follows: defined in 14 CFR 11.19, in accordance FAA special conditions and the current CS 25.302, which the FAA regards as Authority: 49 U.S.C. 106(g), 40113, 44701, with § 11.38, and they become part of 44702, 44704. the type-certification basis under minor, are shown below. Both these § 21.101. special conditions and CS 25.302: The Special Conditions • Specify the design load conditions Novel or Unusual Design Features ■ Accordingly, pursuant to the authority to be considered. Special conditions delegated to me by the Administrator, The Model BD–700–2A12 and BD– 2(a)(i) and 2(b)(ii)(1) of these special the following special conditions are 700–2A13 airplanes will incorporate the conditions clarify that, in some cases, issued as part of the type certification following novel or unusual design different load conditions are to be basis for Bombardier Model BD–700– features: considered due to other special 2A12 and BD–700–2A13 airplanes. Systems that affect the airplane’s conditions or equivalent-level-of-safety For airplanes equipped with systems structural performance, either directly findings. that affect structural performance, either • allow consideration of the or as a result of failure or malfunction. directly or as a result of a failure or probability of being in a dispatched That is, the airplane’s systems affect malfunction, the influence of these configuration when assessing how it responds in maneuver and gust systems and their failure conditions subsequent failures and potential conditions, and thereby affect its must be taken into account when ‘‘continuation of flight’’ loads (see structural capability. These systems may showing compliance with the special condition 2(d), below). These also affect the aeroelastic stability of the requirements of 14 CFR part 25, special conditions, however, also allow airplane. Such systems include flight- subparts C and D. using probability when assessing control systems, autopilots, stability- The following criteria must be used failures that induce loads at the ‘‘time augmentation systems, load-alleviation for showing compliance with these of occurrence,’’ whereas CS 25.302 does systems, and fuel-management systems. special conditions for airplanes not. The FAA provision is relieving as These systems represent novel and equipped with flight-control systems, compared to CS 25.302. unusual features when compared to the autopilots, stability-augmentation The FAA chooses to preserve these technology envisioned in the current systems, load-alleviation systems, minor differences and go forward with airworthiness standards. flutter-control systems, fuel- this version of the special conditions. management systems, and other systems Discussion Applicability that either directly, or as a result of The flight-control system of the Model As discussed above, these special failure or malfunction, affect structural BD–700–2A12 and BD–700–2A13 conditions are applicable to the Model performance. If these special conditions airplanes will consist of a full-authority BD–700–2A12 and BD–700–2A13 are used for other systems, it may be fly-by-wire system with Normal and airplanes. Should Bombardier apply at a necessary to adapt the criteria to the Direct modes of operation. The later date for a change to the type specific system. applicable airworthiness regulations do certificate to include another model 1. The criteria defined herein only not contain adequate or appropriate incorporating the same novel or unusual address the direct structural safety standards for this design feature. design feature, these special conditions consequences of the system responses These special conditions contain the would apply to the other model as well. and performance. They cannot be additional safety standards that the considered in isolation, but should be asabaliauskas on DSK3SPTVN1PROD with RULES Administrator considers necessary to Conclusion included in the overall safety evaluation establish a level of safety equivalent to This action affects only certain novel of the airplane. These criteria may, in that established by the existing or unusual design features on two some instances, duplicate standards airworthiness standards. Special model series of airplanes. It is not a rule already established for this evaluation. conditions have been applied on past of general applicability. These criteria are only applicable to airplane programs, with similar systems, The substance of these special structure the failure of which could to require consideration of the effects of conditions has been subjected to the prevent continued safe flight and those systems on structures. notice and comment period in several landing. Specific criteria that define VerDate Sep<11>2014 16:43 Aug 31, 2016 Jkt 238001 PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 E:\FR\FM\01SER1.SGM 01SER1

60238 Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations acceptable limits on handling e. Failure condition: This term is the b. The airplane must meet the characteristics or stability requirements, same as that used in § 25.1309. strength requirements of 14 CFR part 25 when operating in the system-degraded However, these special conditions apply (static strength, residual strength), using or inoperative mode, are not provided in only to system-failure conditions that the specified factors to derive ultimate these special conditions. affect the structural performance of the loads from the limit loads defined 2. Depending upon the specific airplane (e.g., system-failure conditions above. The effect of nonlinearities must characteristics of the airplane, that induce loads, change the response be investigated beyond limit conditions additional studies that go beyond the of the airplane to inputs such as gusts to ensure that the behavior of the system criteria provided in these special or pilot actions, or lower flutter presents no anomaly compared to the conditions may be required to margins). behavior below limit conditions. demonstrate the airplane’s capability to However, conditions beyond limit meet other realistic conditions, such as Effects of Systems on Structures conditions need not be considered when alternative gust or maneuver 1. General. The following criteria will it can be shown that the airplane has descriptions for an airplane equipped be used in determining the influence of design features that will not allow it to with a load-alleviation system. a system and its failure conditions on exceed those limit conditions. 3. The following definitions are the airplane structure. applicable to these special conditions. c. The airplane must meet the 2. System fully operative. With the aeroelastic stability requirements of a. Structural performance: Capability of the airplane to meet the structural system fully operative, the following § 25.629. requirements of 14 CFR part 25. apply: 3. System in the failure condition. For b. Flight limitations: Limitations that a. Limit loads must be derived in all any system-failure condition not shown can be applied to the airplane flight normal operating configurations of the to be extremely improbable, the conditions following an in-flight system from all the limit conditions following apply: occurrence, and that are included in the specified in 14 CFR part 25, subpart C (or defined by special conditions or a. At the time of occurrence. Starting airplane flight manual (e.g., speed equivalent level of safety in lieu of those from 1g level flight conditions, a limitations, avoidance of severe weather specified in subpart C), taking into realistic scenario, including pilot conditions, etc.). c. Operational limitations: account any special behavior of such a corrective actions, must be established Limitations, including flight limitations, system or associated functions, or any to determine the loads occurring at the that can be applied to the airplane effect on the structural performance of time of failure and immediately after the operating conditions before dispatch the airplane that may occur up to the failure. (e.g., fuel, payload and master limit loads. In particular, any significant i. For static-strength substantiation, minimum-equipment list limitations). nonlinearity (rate of displacement of these loads, multiplied by an d. Probabilistic terms: Terms such as control surface, thresholds, or any other appropriate factor of safety that is probable, improbable, and extremely system nonlinearities) must be related to the probability of occurrence improbable, as used in these special accounted for in a realistic or of the failure, are ultimate loads to be conditions, are the same as those used conservative way when deriving limit considered for design. The factor of in § 25.1309. loads from limit conditions. safety is defined in Figure 1, below. ii. For residual-strength increased speeds, so that the margins i. THE loads derived from the substantiation, the airplane must be able intended by § 25.629(b)(2) are following conditions (or used in lieu of to withstand two thirds of the ultimate maintained. the following conditions) at speeds up loads defined in special condition iv. Failures of the system that result to VC/MC (or the speed limitation 3.a.(i). For pressurized cabins, these in forced structural vibrations prescribed for the remainder of the asabaliauskas on DSK3SPTVN1PROD with RULES loads must be combined with the (oscillatory failures) must not produce flight) must be determined: normal operating differential pressure. loads that could result in detrimental 1. The limit symmetrical maneuvering iii. Freedom from aeroelastic deformation of primary structure. conditions specified in §§ 25.331 and instability must be shown up to the b. For the continuation of the flight. 25.345. speeds defined in § 25.629(b)(2). For For the airplane in the system-failed failure conditions that result in speeds state, and considering any appropriate 2. The limit gust and turbulence beyond VC/MC, freedom from reconfiguration and flight limitations, conditions specified in §§ 25.341 and 25.345. ER01SE16.128</GPH> aeroelastic instability must be shown to the following apply: VerDate Sep<11>2014 16:43 Aug 31, 2016 Jkt 238001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 E:\FR\FM\01SER1.SGM 01SER1

Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations 60239 3. The limit rolling conditions 5. The limit ground-loading condition 3.b.(i), multiplied by a factor specified in § 25.349, and the limit conditions specified in §§ 25.473 and of safety depending on the probability of unsymmetrical conditions specified in 25.491. being in this failure state. The factor of §§ 25.367, and 25.427(b) and (c). ii. For static-strength substantiation, safety is defined in Figure 2, below. 4. The limit yaw-maneuvering each part of the structure must be able conditions specified in § 25.351. to withstand the loads in special Qj = (Tj)(Pj) iii. For residual-strength fatigue or damage tolerance, then their Where: substantiation, the airplane must be able effects must be taken into account. Qj = Probability of being in failure mode j to withstand two-thirds of the ultimate v. Freedom from aeroelastic Tj = Average time spent in failure mode j (in loads defined in paragraph 3.b.(ii) of instability must be shown up to a speed hours) these special conditions. For determined from Figure 3, below. Pj = Probability of occurrence of failure mode pressurized cabins, these loads must be j (per hour) Flutter clearance speeds V′ and V″ may combined with the normal operating be based on the speed limitation Note: If Pj is greater than 10¥3 per flight differential pressure. specified for the remainder of the flight hour, then a 1.5 factor of safety must be applied to all limit load conditions specified iv. If the loads induced by the failure using the margins defined by in 14 CFR part 25, subpart C. condition have a significant effect on § 25.629(b). V′ = Clearance speed as defined by in Figure 3, above, for any probable 4. Failure indications. For system- § 25.629(b)(2). system-failure condition, combined failure detection and indication, the V″ = Clearance speed as defined by with any damage required or selected following apply: § 25.629(b)(1). for investigation by § 25.571(b). a. The system must be checked for Qj = (Tj)(Pj) b. Consideration of certain failure failure conditions, not extremely Where: conditions may be required by other improbable, that degrade the structural Qj = Probability of being in failure mode j sections of 14 CFR part 25 regardless of capability below the level required by Tj = Average time spent in failure mode j (in calculated system reliability. Where 14 CFR part 25, or that significantly asabaliauskas on DSK3SPTVN1PROD with RULES hours) analysis shows the probability of these reduce the reliability of the remaining Pj = Probability of occurrence of failure mode system. As far as reasonably practicable, j (per hour) failure conditions to be less than 10¥9, criteria other than those specified in this the flightcrew must be made aware of ER01SE16.130</GPH> Note: If Pj is greater than 10¥3 per flight paragraph may be used for structural these failures before flight. Certain hour, then the flutter clearance speed must elements of the control system, such as not be less than V″. substantiation to show continued safe flight and landing. mechanical and hydraulic components, vi. Freedom from aeroelastic may use special periodic inspections, ER01SE16.129</GPH> instability must also be shown up to V′ and electronic components may use VerDate Sep<11>2014 16:43 Aug 31, 2016 Jkt 238001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\01SER1.SGM 01SER1

60240 Federal Register / Vol. 81, No. 170 / Thursday, September 1, 2016 / Rules and Regulations daily checks, in lieu of detection and DEPARTMENT OF TRANSPORTATION commenter provides. Using the search indication systems, to achieve the function of the docket Web site, anyone objective of this requirement. These Federal Aviation Administration can find and read the electronic form of certification-maintenance requirements all comments received into any FAA must be limited to components that are 14 CFR Part 25 docket, including the name of the not readily detectable by normal [Docket No. FAA–2016–4135; Special individual sending the comment (or detection-and-indication systems, and Conditions No. 25–636–SC] signing the comment for an association, where service history shows that business, labor union, etc.). DOT’s inspections will provide an adequate Special Conditions: Bombardier complete Privacy Act Statement can be Aerospace Inc. Model BD–700–2A12 found in the Federal Register published level of safety. and BD–700–2A13 Airplanes; Sidestick on April 11, 2000 (65 FR 19477–19478), b. The existence of any failure Controllers as well as at http://DocketsInfo condition, not extremely improbable, .dot.gov/. during flight, that could significantly AGENCY: Federal Aviation Docket: Background documents or affect the structural capability of the Administration (FAA), DOT. comments received may be read at airplane, and for which the associated ACTION: Final special conditions; request http://www.regulations.gov/ at any time. reduction in airworthiness can be for comments. Follow the online instructions for minimized by suitable flight limitations, accessing the docket or go to Docket SUMMARY: These special conditions are Operations in Room W12–140 of the must be signaled to the flightcrew. For issued for the Bombardier Aerospace example, failure conditions that result West Building Ground Floor at 1200 Inc. (Bombardier) Model BD–700–2A12 New Jersey Avenue SE., Washington, in a factor of safety between the airplane and BD–700–2A13 airplanes. These strength and the loads of 14 CFR part DC, between 9 a.m. and 5 p.m., Monday airplanes will have a novel or unusual through Friday, except Federal holidays. 25, subpart C below 1.25, or flutter feature when compared to the state of margins below V’’, must be signaled to FOR FURTHER INFORMATION CONTACT: technology envisioned in the the crew during flight. Todd Martin, FAA, Airframe and Cabin airworthiness standards for transport- Safety Branch, ANM–115, Transport 5. Dispatch with known failure category airplanes. This design feature Airplane Directorate, Aircraft conditions. If the airplane is to be is a sidestick controller, designed to be Certification Service, 1601 Lind Avenue dispatched in a known system-failure operated with only one hand, in lieu of SW., Renton, Washington 98057–3356; condition that affects structural the conventional wheel or stick telephone 425–227–1178; facsimile performance, or that affects the controls. The applicable airworthiness 425–227–1232. reliability of the remaining system to regulations do not contain adequate or SUPPLEMENTARY INFORMATION: maintain structural performance, then appropriate safety standards for this design feature. These special conditions Comments Invited the provisions of these special contain the additional safety standards We invite interested people to take conditions must be met, including the that the Administrator considers part in this rulemaking by sending provisions of special condition 2 for the necessary to establish a level of safety dispatched condition, and special written comments, data, or views. The equivalent to that established by the most helpful comments reference a condition 3 for subsequent failures. existing airworthiness standards. Expected operational limitations may be specific portion of the special DATES: This action is effective on conditions, explain the reason for any taken into account in establishing Pj as Bombardier on September 1, 2016. We the probability of failure occurrence for recommended change, and include must receive your comments by October supporting data. determining the safety margin in Figure 17, 2016. We will consider all comments we 1. Flight limitations and expected ADDRESSES: Send comments identified receive on or before the closing date for operational limitations may be taken by docket number FAA–2016–4135 comments. We may change these special into account in establishing Qj as the using any of the following methods: conditions based on the comments we combined probability of being in the • Federal eRegulations Portal: Go to receive. dispatched failure condition and the http://www.regulations.gov/ and follow subsequent failure condition for the the online instructions for sending your Background safety margins in Figures 2 and 3. These comments electronically. On May 30, 2012, Bombardier applied limitations must be such that the • Mail: Send comments to Docket for an amendment to type certificate no. probability of being in this combined Operations, M–30, U.S. Department of T00003NY to include the new Model failure state, and then subsequently Transportation (DOT), 1200 New Jersey BD–700–2A12 and BD–700–2A13 encountering limit load conditions, is Avenue SE., Room W12–140, West airplanes. These airplanes are extremely improbable. No reduction in Building Ground Floor, Washington, DC derivatives of the Model BD–700 series these safety margins is allowed if the 20590–0001. of airplanes currently approved under subsequent system-failure rate is greater • Hand Delivery or Courier: Take type certificate no. T00003NY, and are than 10¥3 per hour. comments to Docket Operations in marketed as the Bombardier Global 7000 Room W12–140 of the West Building (Model BD–700–2A12) and Global 8000 Issued in Renton, Washington, on August Ground Floor at 1200 New Jersey (Model BD–700–2A13). These airplanes 23, 2016. Avenue SE., Washington, DC, between 9 are ultra-long-range, executive-interior asabaliauskas on DSK3SPTVN1PROD with RULES John P. Piccola, Jr., a.m. and 5 p.m., Monday through business jets. Acting Manager, Transport Airplane Friday, except Federal holidays. • Fax: Fax comments to Docket Type Certification Basis Directorate, Aircraft Certification Service. [FR Doc. 2016–21122 Filed 8–31–16; 8:45 am] Operations at 202–493–2251. Under the provisions of Title 14, Code Privacy: The FAA will post all of Federal Regulations (14 CFR) 21.101, BILLING CODE 4910–13–P comments it receives, without change, Bombardier must show that the Model to http://www.regulations.gov/, BD–700–2A12 and BD–700–2A13 including any personal information the airplanes meet the applicable provisions VerDate Sep<11>2014 16:43 Aug 31, 2016 Jkt 238001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\01SER1.SGM 01SER1


Document Created: 2018-02-09 11:57:05
Document Modified: 2018-02-09 11:57:05
CategoryRegulatory Information
CollectionFederal Register
sudoc ClassAE 2.7:
GS 4.107:
AE 2.106:
PublisherOffice of the Federal Register, National Archives and Records Administration
SectionRules and Regulations
ActionFinal special conditions; request for comments.
DatesThis action is effective on Bombardier on September 1, 2016. We must receive your comments by October 17, 2016.
ContactMark Freisthler, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-1119; facsimile 425-227-1232.
FR Citation81 FR 60236 
CFR AssociatedAircraft; Aviation Safety and Reporting and Recordkeeping Requirements
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