[Federal Register Volume 83, Number 84 (Tuesday, May 1, 2018)]
[Rules and Regulations]
[Pages 18934-18938]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[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 CLMAX 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. Vmin1g: 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, Vmin1g, 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), ``Vmin'' in lieu of
``stall identification.''
[[Page 18938]]
For Sec. 25.145(b)(6), ``Vmin'' in lieu of
``VSW.''
For Sec. 25.1323(d), ``From 1.23 VSR 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 Vmin1g for
this configuration does not exceed 110 percent of the Vmin1g
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