| Page Range | 18934-18938 | |
| FR Document | 2018-09126 |
[Federal Register Volume 83, Number 84 (Tuesday, May 1, 2018)] [Rules and Regulations] [Pages 18934-18938] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2018-09126] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2018-0335; Special Conditions No. 25-725-SC] Special Conditions: Bombardier Inc., Model BD-700-2A12 and BD- 700-2A13 Series Airplanes; Flight Envelope Protection: High Incidence Protection System AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued for the Bombardier Inc. (Bombardier), Model BD-700-2A12 and BD-700-2A13 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 high incidence protection system that replaces the stall warning system during normal operating conditions, prohibits the airplane from stalling, limits the angle of attack at which the airplane can be flown during normal low speed operation, and cannot be overridden by the flight crew. 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: This action is effective on Bombardier Inc. on May 1, 2018. Send comments on or before June 15, 2018. ADDRESSES: Send comments identified by Docket No. FAA-2018-0335 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 website, anyone can find and read the electronic form of all comments received into any FAA docket, including the name of the individual sending the comment (or signing the comment for an association, business, labor union, etc.). DOT's complete Privacy Act Statement can be found in the Federal Register published on April 11, 2000 (65 FR 19477-19478). Docket: Background documents or comments received may be read at http://www.regulations.gov/ at any time. Follow the online instructions for accessing the docket or go to Docket Operations in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane and Flight Crew Interface Section, AIR-671, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, 2200 South 216th Street, Des Moines, Washington 98198-6547; telephone 206-231-3158; email [email protected]. SUPPLEMENTARY INFORMATION: The substance of these special conditions previously has been published in the Federal Register for public comment. These special conditions have 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 finds that, for the same reason, good cause exists for adopting these special conditions 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 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 series airplanes. The Bombardier Model BD-700-2A12 and BD-700- 2A13 series airplanes, which are derivatives of the Model BD-700 airplane currently approved under Type Certificate No. T00003NY, are business jets, with a maximum certified passenger capacity of 19. The maximum takeoff weight of Model BD-700-2A12 is 106,250 lbs. and 104,800 lbs. for the Model BD-700-2A13. [[Page 18935]] 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 series 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 series airplanes because of a novel or unusual design feature, special conditions are prescribed under the provisions of Sec. 21.16. Special conditions are initially applicable to the model for which they are issued. Should the type certificate for that model be amended later to include any other model that incorporates the same novel or unusual design feature, or should any other model already included on the same type certificate be modified to incorporate the same novel or unusual design feature, these special conditions would also apply to the other model under Sec. 21.101. 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 series airplanes will incorporate the following novel or unusual design features: A high incidence protection system that replaces the stall warning system during normal operating conditions, prohibits the airplane from stalling, limits the angle of attack at which the airplane can be flown during normal low speed operation, and cannot be overridden by the flight crew. The application of this angle-of-attack limit impacts the stall speed determination, the stall characteristics and stall-warning demonstration, and the longitudinal handling characteristics. Discussion The high incidence protection function prevents the airplanes from stalling at low speeds and, therefore, a stall warning system is not needed during normal flight conditions. If there is a failure of the high incidence protection function that is not shown to be extremely improbable, theses special conditions will apply. For example, stall warning must be provided in a conventional manner and the flight characteristics at the angle of attack for CL MAX must be suitable in the traditional sense. These special conditions addressing the high incidence protection system will replace the applicable sections of 14 CFR part 25. Part I of the following special conditions is in lieu of Sec. Sec. 25.21(b), 25.103, 25.145(a), 25.145(b)(6), 25.201, 25.203, 25.207, and 25.1323(d). Part II is in lieu of Sec. Sec. 25.103, 25.105(a)(2)(i), 25.107(c) and (g), 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), 25.121(d)(2)(ii), 25.123(b)(2)(i), 25.125(b)(2)(ii)(B), and 25.143(j)(2)(i). These special conditions address this novel or unusual design feature on the Bombardier Model BD-700-2A12 and BD-700-2A13, and contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Applicability As discussed above, these special conditions are applicable to Bombardier Model BD-700-2A12 and BD-700-2A13 series 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 that model as well. Conclusion This action affects only certain novel or unusual design features on one 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. Authority Citation The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(f), 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 Model BD-700-2A12 and BD- 700-2A13 series airplanes. Part I: Stall Protection and Scheduled Operating Speeds Foreword In the following paragraphs, ``in icing conditions'' means with the ice accretions (relative to the relevant flight phase) as defined in 14 CFR part 25, Amendment 121, appendix C. 1. Definitions These special conditions use terminology that does not appear in 14 CFR part 25. For the purpose of these special conditions, the following terms describe certain aspects of this novel or unusual design feature: a. High incidence protection system: A system that operates directly and automatically on the airplane's flight controls to limit the maximum angle of attack that can be attained to a value below that at which an aerodynamic stall would occur. b. Alpha-limit: The maximum angle of attack at which the airplane stabilizes with the high incidence protection system operating, and the longitudinal control held on its aft stop. c. Vmin : The minimum steady flight speed in the airplane's configuration under consideration with the high incidence protection system operating. See Part 1, paragraph 3 of these Special Conditions. d. Vmin 1g: Vmin corrected to 1g conditions. See Part 1, paragraph 3, of these Special Conditions. It is the minimum calibrated airspeed at which the airplane can develop a lift force normal to the flight path and equal to its weight when at an angle of attack not greater than that determined for Vmin . 2. Capability and Reliability of the High Incidence Protection System The applicant must establish the capability and reliability of the high incidence protection system. The applicant may establish this capability and reliability by flight test, simulation, or analysis as appropriate. The capability and reliability required are: a. It must not be possible during pilot induced maneuvers to encounter a stall and handling characteristics must be acceptable, as required by Part 1, paragraph 5 of these Special Conditions; b. The airplane must be protected against stalling due to the effects of wind-shears and gusts at low speeds as required by Part 1, paragraph 6 of these Special Conditions; c. The ability of the high incidence protection system to accommodate any reduction in stalling incidence must be verified in icing conditions; d. The high incidence protection system must be provided in each [[Page 18936]] abnormal configuration of the high lift devices that is likely to be used in flight following system failures; and e. The reliability of the system and the effects of failures must be acceptable in accordance with Sec. 25.1309. 3. Minimum Steady Flight Speed and Reference Stall Speed In lieu of Sec. 25.103, the following requirements apply: a. The minimum steady flight speed, Vmin , is the final, stabilized, calibrated airspeed obtained when the airplane is decelerated until the longitudinal control is on its stop in such a way that the entry rate does not exceed 1 knot per second. b. The minimum steady flight speed, Vmin , must be determined in icing and non-icing conditions with: i. The high incidence protection system operating normally. ii. Idle thrust and automatic thrust system (if applicable) inhibited; iii. All combinations of flaps setting and landing gear position for which Vmin is required to be determined; iv. The weight used when reference stall speed, VSR, is being used as a factor to determine compliance with a required performance standard; v. The most unfavorable center of gravity allowable; and vi. The airplane trimmed for straight flight at a speed achievable by the automatic trim system. c. The 1-g minimum steady flight speed, Vmin 1g, is the minimum calibrated airspeed at which the airplane can develop a lift force (normal to the flight path) equal to its weight, while at an angle of attack not greater than that at which the minimum steady flight speed of Part 1, paragraph 3(a) of these special conditions is determined. It must be determined in icing and non-icing conditions. d. The reference stall speed, VSR , is a calibrated airspeed defined by the applicant. VSR may not be less than a 1-g stall speed. VSR must be determined in non-icing conditions and expressed as: [GRAPHIC] [TIFF OMITTED] TR01MY18.000 where-- VCLmax = Calibrated airspeed obtained when the load- factor-corrected lift coefficient [GRAPHIC] [TIFF OMITTED] TR01MY18.001 is first a maximum during the maneuver prescribed in condition (3)(e)(viii) of these special conditions. nzw = Load factor normal to the flight path at VCLmax W = Airplane gross weight; S = Aerodynamic reference wing area; and q = Dynamic pressure. e. VCLmax is determined in non-icing conditions with: i. Engines idling, or, if that resultant thrust causes an appreciable decrease in stall speed, not more than zero thrust at the stall speed; ii. The airplane in other respects (such as flaps and landing gear) in the condition existing in the test or performance standard in which VSR is being used; iii. The weight used when VSR is being used as a factor to determine compliance with a required performance standard; iv. The center of gravity position that results in the highest value of reference stall speed; v. The airplane trimmed for straight flight at a speed achievable by the automatic trim system, but not less than 1.13 VSR and not greater than 1.3 VSR ; vi. None. vii. The High Incidence Protection System adjusted, at the option of the applicant, to allow higher incidence than is possible with the normal production system; and viii. Starting from the stabilized trim condition, apply the longitudinal control to decelerate the airplane so that the speed reduction does not exceed 1 knot per second. 4. Stall Warning In lieu of Sec. 25.207, the following requirements apply: 4.1 Normal Operation If the design meets all conditions of Part 1, paragraph 2 of these special conditions, then the airplane need not provide stall warning during normal operation. The conditions of Part 1, paragraph 2 of these special conditions provide a level of safety equal to the intent of Sec. 25.207, ``Stall Warning'', so the provision of an additional, unique warning device is not required. 4.2 High Incidence Protection System Failure For any failures of the high incidence protection system that the applicant cannot show to be extremely improbable, and that result in the capability of the system no longer satisfying any part of paragraph 2(a), (b), and (c) of Part 1 of these special conditions, the design must provide stall warning that protects against encountering unacceptable stall characteristics and against encountering stall. a. This stall warning, with the flaps and landing gear in any normal position, must be clear and distinctive to the pilot and meet the requirements specified in Part 1, paragraphs 4.2(d) and 4.2(e) of these special conditions. b. The design must also provide this stall warning in each abnormal configuration of the high lift devices that is likely to be used in flight following system failures. c. The design may furnish this stall warning either through the inherent aerodynamic qualities of the airplane or by a device that will give clearly distinguishable indications under expected conditions of flight. However, a visual stall warning device that requires the attention of the crew within the flight deck is not acceptable by itself. If a warning device is used, it must provide a warning in each of the airplane configurations prescribed in paragraph 4.2(a) and for the conditions prescribed in paragraphs 4.2(d) and 4.2(e) of Part 1 of these special conditions. d. In non-icing conditions, stall warning must provide sufficient margin to prevent encountering unacceptable stall characteristics and encountering stall in the following conditions: i. In power off straight deceleration not exceeding 1 knot per second to a speed of 5 knots or 5 percent calibrated airspeed (CAS), whichever is greater, below the warning onset. ii. In turning flight, stall deceleration at entry rates up to 3 knots per second when recovery is initiated not less than one second after the warning onset. e. In icing conditions, stall warning must provide sufficient margin to prevent encountering unacceptable characteristics and encountering stall, in power off straight and turning flight decelerations not exceeding 1 knot per second, when the pilot starts a recovery maneuver not less than three seconds after the onset of stall warning. f. An airplane is considered stalled when the behavior of the airplane gives the pilot a clear and distinctive indication of an acceptable nature that the airplane is stalled. Acceptable indications of a stall, occurring either individually or in combination are: i. A nose-down pitch that cannot be readily arrested; ii. Buffeting, of a magnitude and severity that is strong and effective deterrent to further speed reduction; or iii. The pitch control reaches the aft stop, and no further increase in pitch attitude occurs when the control is held full aft for a short time before recovery is initiated. g. An aircraft exhibits unacceptable characteristics during straight or turning flight decelerations if it is not always possible to produce and to correct roll [[Page 18937]] and yaw by unreversed use of aileron and rudder controls, or abnormal nose-up pitching occurs. 5. Handling Characteristics at High Incidence 5.1 High Incidence Handling Demonstrations In lieu of Sec. 25.201, the following is required: (a) Maneuvers to the limit of the longitudinal control, in the nose up sense, must be demonstrated in straight flight and in 30-degree banked turns with: (i) The high incidence protection system operating normally; (ii) Initial power conditions of: (1) Power off; and (2) The power necessary to maintain level flight at 1.5 VSR1 , where VSR1 is the reference stall speed with flaps in approach position, the landing gear retracted and maximum landing weight. (iii) None. (iv) Flaps, landing gear, and deceleration devices in any likely combination of positions; (v) Representative weights within the range for which certification is requested; and (vi) The airplane trimmed for straight flight at a speed achievable by the automatic trim system. (b) The following procedures must be used to show compliance in non-icing and icing conditions: i. Starting at a speed sufficiently above the minimum steady flight speed to ensure that a steady rate of speed reduction can be established, apply the longitudinal control so that the speed reduction does not exceed 1 knot per second until the control reaches the stop; ii. The longitudinal control must be maintained at the stop until the airplane has reached a stabilized flight condition and must then be recovered by normal recovery techniques; iii. Maneuvers with increased deceleration rates; (1) In non-icing conditions, the requirements must also be met with increased rates of entry to the incidence limit, up to the maximum rate achievable; and (2) In icing conditions, with the anti-ice system working normally, the requirements must also be met with increased rates of entry to the incidence limit, up to 3 knots per second. iv. Maneuver with ice accretion prior to operation of the normal anti-ice system. v. With the ice accretion prior to operation of the normal anti-ice system, the requirement must also be met in deceleration at 1 knot per second up to full back stick. 5.2 Characteristics of High Incidence Maneuvers In lieu of Sec. 25.203, the following requirements apply: a. Throughout maneuvers with a rate of deceleration of not more than 1 knot per second, both in straight flight and in 30-degree banked turns, the airplane's characteristics must be as follows: i. There must not be any abnormal nose-up pitching. ii. There must not be any uncommanded nose-down pitching, which would be indicative of stall. However, reasonable attitude changes associated with stabilizing the incidence at Alpha limit as the longitudinal control reaches the stop would be acceptable. iii. There must not be any uncommanded lateral or directional motion and the pilot must retain good lateral and directional control, by conventional use of the controls, throughout the maneuver. iv. The airplane must not exhibit buffeting of a magnitude and severity that would act as a deterrent from completing the maneuver specified in 5.1(a) of these special conditions. b. In maneuvers with increased rates of deceleration, some degradation of characteristics is acceptable, associated with a transient excursion beyond the stabilized Alpha-limit. However, the airplane must not exhibit dangerous characteristics or characteristics that would deter the pilot from holding the longitudinal control on the stop for a period of time appropriate to the maneuver. c. It must always be possible to reduce incidence by conventional use of the controls. d. The rate at which the airplane can be maneuvered from trim speeds associated with scheduled operating speeds such as V2 and VREF, up to Alpha-limit, must not be unduly damped or be significantly slower than can be achieved on conventionally controlled transport airplanes. 5.3 Characteristics up to Maximum Lift Angle of Attack In lieu of Sec. 25.201, the following requirements apply: a. In non-icing conditions: Maneuvers with a rate of deceleration of not more than 1 knot per second up to the angle of attack at which VCLmax was obtained, as defined in paragraph 3 of Part 1 of these special conditions, must be demonstrated in straight flight and in 30-degree banked turns in the following configurations: i. The high incidence protection deactivated or adjusted, at the option of the applicant, to allow higher incidence than is possible with the normal production system; ii. Automatic thrust increase system inhibited (if applicable); iii. Engines idling; iv. Flaps and landing gear in any likely combination of positions; and v. The airplane trimmed for straight flight at a speed achievable by the automatic trim system. b. In icing conditions: Maneuvers with a rate of deceleration of not more than 1 knot per second up to the maximum angle of attack reached during maneuvers from paragraph 5.1(b)(iii)(2) of these special conditions must be demonstrated in straight flight with: i. The high incidence protection deactivated or adjusted, at the option of the applicant, to allow higher incidence than is possible with the normal production system; ii. Automatic thrust increase system inhibited (if applicable); iii. Engines idling; iv. Flaps and landing gear in any likely combination of positions; v. The airplane trimmed for straight flight at a speed achievable by the automatic trim system. c. During the maneuvers used to show compliance with paragraphs 5.3(a) and (b) of these special conditions the airplane must not exhibit dangerous characteristics and it must always be possible to reduce angle of attack by conventional use of the controls. The pilot must retain good lateral and directional control, by conventional use of the controls, throughout the maneuver. 6. Atmospheric Disturbances Operation of the high incidence protection system must not adversely affect aircraft control during expected levels of atmospheric disturbances, nor impede the application of recovery procedures in case of wind-shear. This must be demonstrated in non-icing and icing conditions. 7. Proof of Compliance In lieu of Sec. 25.21(b), ``[Reserved],'' the design must meet the following requirement: (b) The flying qualities must be evaluated at the most unfavorable center-of-gravity position. 8. Sections 25.145(a), 25.145(b)(6), and 25.1323(d) The design must meet the following modified requirements:For Sec. 25.145(a), ``V min '' in lieu of ``stall identification.'' [[Page 18938]]For Sec. 25.145(b)(6), ``V min '' in lieu of ``VSW .''For Sec. 25.1323(d), ``From 1.23 V SR to Vmin . . .,'' in lieu of ``1.23 VSR to stall warning speed . . .,'' and, ``. . . speeds below Vmin . . .'' in lieu of ``. . . speeds below stall warning . . . .'' Part II: Credit for Robust Envelope Protection in Icing Conditions The following special conditions are in lieu of the specified paragraphs of Sec. Sec. 25.103, 25.105, 25.107, 25.121, 25.123, 25.125, 25.143, and 25.207. 1. In lieu of Sec. 25.103, define the stall speed as provided in Part I, paragraph 3 of these special conditions. 2. In lieu of Sec. 25.105(a)(2)(i), the following applies: (i) The V2 speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the takeoff configuration, or apply 25.105(a)(2)(ii) unchanged. 3. In lieu of Sec. 25.107(c') and (g'), the following apply, with additional sections (c') and (g'): (c) In non-icing conditions, V2 , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by Sec. 25.121(b), but may not be less than-- (1) V2MIN ; (2) VR plus the speed increment attained (in accordance with Sec. 25.111(c)(2)) before reaching a height of 35 feet above the takeoff surface; and (3) A speed that provides the maneuvering capability specified in Sec. 25.143(h). (c') In icing conditions with the ``takeoff ice'' accretion defined in part 25, appendix C, V2 may not be less than-- (1) The V2 speed determined in non-icing conditions; and (2) A speed that provides the maneuvering capability specified in Sec. 25.143(h). (g) In non-icing conditions, VFTO , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by Sec. 25.121(c), but may not be less than-- (1) 1.18 VSR ; and (2) A speed that provides the maneuvering capability specified in Sec. 25.143(h). (g') In icing conditions with the ``final takeoff ice'' accretion defined in part 25, appendix C, VFTO may not be less than-- (1) The VFTO speed determined in non-icing conditions. (2) A speed that provides the maneuvering capability specified in Sec. 25.143(h). 4. In lieu of Sec. Sec. 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), the following apply: In lieu of Sec. 25.121(b)(2)(ii)(A): (A) The V2 speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the takeoff configuration; or In lieu of Sec. 25.121(c)(2)(ii)(A): (A) The VFTO speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the en-route configuration; or In lieu of Sec. 25.121(d)(2)(ii): (d)(2) The requirements of subparagraph (d)(1) of this paragraph must be met: (ii) In icing conditions with the approach ice accretion defined in 14 CFR part 25, appendix C, in a configuration corresponding to the normal all-engines-operating procedure in which Vmin 1g for this configuration does not exceed 110 percent of the Vmin 1g for the related all-engines-operating landing configuration in icing, with a climb speed established with normal landing procedures, but not more than 1.4 VSR (VSR determined in non-icing conditions). 5. In lieu of Sec. 25.123(b)(2)(i), the following applies: (i) The minimum en-route speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the en-route configuration; or 6. In lieu of Sec. 25.125(b)(2)(ii)(B) and Sec. 25.125(b)(2)(ii)(C), the following applies: (B) A speed that provides the maneuvering capability specified in Sec. 25.143(h) with the approach ice accretion defined in 14 CFR part 25, appendix C. 7. In lieu of Sec. 25.143(j)(2)(i), the following applies: (i) The airplane is controllable in a pull-up maneuver up to 1.5 g load factor or lower if limited by angle-of-attack protection. 8. In lieu of Sec. 25.207, ``Stall warning,'' to read as the requirements defined in these special conditions Part I, paragraph 4. Issued in Des Moines, Washington, on April 25, 2018. Suzanne Masterson, Acting Manager, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service. [FR Doc. 2018-09126 Filed 4-30-18; 8:45 am] BILLING CODE 4910-13-P
| 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 Inc. on May 1, 2018. Send comments on or before June 15, 2018. | |
| Contact | Joe Jacobsen, FAA, Airplane and Flight Crew Interface Section, AIR-671, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, 2200 South 216th Street, Des Moines, Washington 98198-6547; telephone 206-231-3158; email [email protected] | |
| FR Citation | 83 FR 18934 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |