80 FR 49936 - Special Conditions: Gulfstream Model GVII-G500 Airplanes, Automatic Speed Protection for Design Dive Speed
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 80, Issue 159 (August 18, 2015)
Federal Aviation Administration
Federal Register Volume 80, Issue 159 (August 18, 2015)
| Page Range | 49936-49938 | |
| FR Document | 2015-20297 |
[Federal Register Volume 80, Number 159 (Tuesday, August 18, 2015)] [Proposed Rules] [Pages 49936-49938] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-20297] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-1482; Notice No. 25-15-08-SC] Special Conditions: Gulfstream Model GVII-G500 Airplanes, Automatic Speed Protection for Design Dive Speed AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. ----------------------------------------------------------------------- SUMMARY: This action proposes special conditions for the Gulfstream Model GVII-G500 airplanes. These airplanes will have a novel or unusual design feature associated with a reduced margin between design cruising speed, VC /MC , and design diving speed, VD /MD , based on the incorporation of a high-speed protection system that limits nose-down pilot authority at speeds above VC /MC . The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These proposed 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: Send your comments on or before October 2, 2015. ADDRESSES: Send comments identified by docket number FAA-2015-1482 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 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: Walt Sippel, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-2774; 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 by the closing date for comments. We may change these special conditions based on the comments we receive. Background On March 29, 2012, Gulfstream Aerospace Corporation applied for a type certificate for their new Model GVII-G500 airplane. The Model GVII-G500 airplane will be a large-cabin business jet with seating for 19 passengers. It will incorporate a low, swept-wing design with winglets and a T-tail. The powerplant will consist of two aft-fuselage- mounted Pratt & Whitney turbofan engines. Avionics will include four primary display units and multiple touchscreen controllers. The flight- control system is a three-axis, fly-by-wire system incorporating active control/coupled side sticks. The Model GVII-G500 will have a wingspan of approximately 87 feet and a length of just over 91 feet. Maximum takeoff weight will be approximately 76,850 pounds and maximum takeoff thrust will be approximately 15,135 pounds. Maximum range will be [[Page 49937]] approximately 5,000 nautical miles, and maximum operating altitude will be 51,000 feet. Type Certification Basis Under the provisions ofTitle 14, Code of Federal Regulations (14 CFR) 21.17, Gulfstream must show that the Model GVII-G500 airplane meets the applicable provisions of part 25 as amended by Amendments 25- 1 through 25-137. In addition, the certification basis includes other regulations, special conditions, and exemptions that are not relevant to these proposed special conditions. If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR part 25) do not contain adequate or appropriate safety standards for Model GVII-G500 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, the 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 GVII-G500 airplane must comply with the fuel-vent and exhaust-emission requirements of 14 CFR part 34, and the noise- certification requirements of 14 CFR part 36; and the FAA must issue a finding of regulatory adequacy under Sec. 611 of Public Law 92-574, the ``Noise Control Act of 1972.'' The FAA issues special conditions, as defined in 14 CFR 11.19, in accordance with Sec. 11.38, and they become part of the type certification basis under Sec. 21.17(a)(2). Novel or Unusual Design Features The Model GVII-G500 airplane will incorporate the following novel or unusual design features: Gulfstream proposes to reduce the margin between V C / MC and VD /MD , required by 14 CFR 25.335(b), based on the incorporation of a high-speed protection system in the airplane's flight-control laws. The high-speed protection system limits nose-down pilot authority at speeds above VC / MC , and prevents the airplane from performing the maneuver required under Sec. 25.335(b)(1). These proposed special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Discussion Title 14, Code of Federal Regulations (14 CFR) 25.335(b)(1) is an analytical envelope condition which was originally adopted in Part 4b of the Civil Air Regulations to provide an acceptable speed margin between design cruise speed and design dive speed. Flutter clearance design speeds and airframe design loads are impacted by the design dive speed. While the initial condition for the upset specified in the rule is 1g level flight, protection is afforded for other inadvertent overspeed conditions as well. Section 25.335(b)(1) is intended as a conservative enveloping condition for potential overspeed conditions, including non-symmetric ones. To establish that potential overspeed conditions are enveloped, Gulfstream must demonstrate that any reduced speed margin based on the high-speed protection system in the Model GVII-G500 airplane will not be exceeded in inadvertent or gust-induced upsets resulting in initiation of the dive from non-symmetric attitudes; or that the airplane is protected by the flight-control laws from getting into non-symmetric upset conditions. Gulfstream must conduct a demonstration that includes a comprehensive set of conditions as described below. These special conditions are proposed in lieu of Sec. 25.335(b)(1). Section 25.335(b)(2), which also addresses the design dive speed, is applied separately (Advisory Circular (AC) 25.335-1A provides an acceptable means of compliance to Sec. 25.335(b)(2)). Special conditions are necessary to address the Model GVII-G500 airplane high-speed protection system.These proposed special conditions identify various symmetric and non-symmetric maneuvers that will ensure that an appropriate design dive speed, VD /MD , is established. Special Condition 2 of these proposed special conditions references AC 25-7C, section 8, paragraph 32, ``Gust Upset,'' included here for reference: In the following three upset tests, the values of displacement should be appropriate to the airplane type and should depend upon airplane stability and inertia characteristics. The lower and upper limits should be used for airplanes with low and high maneuverability, respectively. (i) With the airplane trimmed in wings-level flight, simulate a transient gust by rapidly rolling to the maximum bank angle appropriate for the airplane, but not less than 45 degrees nor more than 60 degrees. The rudder and longitudinal control should be held fixed during the time that the required bank is being attained. The rolling velocity should be arrested at this bank angle. Following this, the controls should be abandoned for a minimum of 3 seconds after VMO /MMO , or after 10 seconds, whichever occurs first. (ii) Perform a longitudinal upset from normal cruise. Airplane trim is determined at VMO /MMO using power and thrust required for level flight, but with not more than maximum continuous power and thrust. This is followed by a decrease in speed, after which an attitude of 6 to l2 degrees nose down, as appropriate for the airplane type, is attained with the power, thrust, and trim initially required for VMO /MMO in level flight. The airplane is permitted to accelerate until 3 seconds after VMO /MMO . The force limits of Sec. 25.143(d) for short term application apply. (iii) Perform a two-axis upset, consisting of combined longitudinal and lateral upsets. Perform the longitudinal upset, as in paragraph (ii) above, and when the pitch attitude is set, but before reaching VMO /MMO , roll the airplane to between 15 and 25 degrees. The established attitude should be maintained until 3 seconds after VMO /MMO . Special Conditions 3 and 4 of these proposed special conditions indicate that failures of the high-speed protection system must be improbable and must be annunciated to the pilots. If these two criteria are not met, then the probability that the established dive speed will be exceeded, and the resulting risk to the airplane, are too great. On the other hand, if the high-speed protection system is known to be inoperative, then dispatch of the airplane may be acceptable as allowed by proposed Special Condition 5. Dispatch would only be acceptable if appropriate reduced operating speeds, VMO /MMO , as well as the overspeed warning for exceeding those speeds, are provided in both the airplane flight manual and on the flightdeck display, and are equivalent to that of the normal airplane with the high-speed protection system operative. We do not believe that application of the ``Interaction of Systems and Structures'' Special Conditions (reference GVI Issue Paper A-2), or EASA Certification Specification 25.302, are appropriate in this case, because design dive speed is, in and of itself, part of the design criteria. Stability and control, flight loads, and flutter evaluations all depend on the design dive speed. Therefore, a single design dive speed should be established [[Page 49938]] that will not be exceeded, taking into account the performance of the high-speed protection system as well as its failure modes, failure indications, and accompanying flight-manual instructions. Applicability As discussed above, these special conditions are applicable to the Model GVII-G500 airplane. Should Gulfstream apply at a later date for a change to the type certificate to include another model incorporating the same novel or unusual design feature, the special conditions would apply to that model as well. Conclusion This action affects only certain novel or unusual design features on one model of airplane. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. The Proposed Special Conditions 0 Accordingly, the Federal Aviation Administration (FAA) proposes the following special conditions as part of the type certification basis for Gulfstream Model GVII-G500 airplanes. 1. In lieu of compliance with Sec. 25.335(b)(1), if the flight- control system includes functions that act automatically to initiate recovery before the end of the 20-second period specified in Sec. 25.335(b)(1), VD /MD must be determined from the greater of the speeds resulting from conditions (a) and (b) of these special cConditions. The speed increase occurring in these maneuvers may be calculated if reliable or conservative aerodynamic data are used. (a) From an initial condition of stabilized flight at VC /MC , the airplane is upset so as to take up a new flight path 7.5 degrees below the initial path. Control application, up to full authority, is made to try to maintain this new flight path. Twenty seconds after initiating the upset, manual recovery is made at a load factor of 1.5g (0.5 acceleration increment), or such greater load factor that is automatically applied by the system with the pilot's pitch control neutral. Power, as specified in Sec. 25.175(b)(1)(iv), is assumed until recovery is initiated, at which time power reduction, and the use of pilot-controlled drag devices, may be used. (b) From a speed below VC /MC , with power to maintain stabilized level flight at this speed, the airplane is upset so as to accelerate through VC /MC at a flight path 15 degrees below the initial path (or at the steepest nose-down attitude that the system will permit with full control authority if less than 15 degrees). The pilot's controls may be in the neutral position after reaching VC /MC and before recovery is initiated. Recovery may be initiated 3 seconds after operation of the high-speed warning system by application of a load of 1.5g (0.5 acceleration increment), or such greater load factor that is automatically applied by the system with the pilot's pitch control neutral. Power may be reduced simultaneously. All other means of decelerating the airplane, the use of which is authorized up to the highest speed reached in the maneuver, may be used. The interval between successive pilot actions must not be less than 1 second. 2. The applicant must also demonstrate that the speed margin, established as above, will not be exceeded in inadvertent or gust- induced upsets resulting in initiation of the dive from non-symmetric attitudes, unless the airplane is protected by the flight-control laws from getting into non-symmetric upset conditions. The upset maneuvers described in Advisory Circular 25-7C, ``Flight Test Guide for Certification of Transport Category Airplanes,'' section 8, paragraph 32, sub-paragraphs c(3)(a), (b), and (c), may be used to comply with this requirement. 3. The probability of any failure of the high-speed protection system, which would result in an airspeed exceeding those determined by Special Conditions 1 and 2, must be less than 10-5 per flight hour. 4. Failures of the system must be annunciated to the pilots. Flight manual instructions must be provided that reduce the maximum operating speeds, VMO /MMO . With the system failed, the operating speed must be reduced to a value that maintains a speed margin between VMO /MMO and VD / MD , and that is consistent with showing compliance with Sec. 25.335(b) without the benefit of the high-speed protection system. 5. The applicant may request that the Master Minimum Equipment List relief for the high-speed protection system be considered by the FAA Flight Operations Evaluation Board, provided that the flight manual instructions indicate reduced maximum operating speeds as described in Special Condition 4. In addition, the flightdeck display of the reduced operating speeds, as well as the overspeed warning for exceeding those speeds, must be equivalent to that of the normal airplane with the high-speed protection system operative. Also, the applicant must show that no additional hazards are introduced with the high-speed protection system inoperative. Issued in Renton, Washington, on August 5, 2015. Michael Kaszycki, Acting Manager, Transport Airplane Directorate Aircraft Certification Service. [FR Doc. 2015-20297 Filed 8-17-15; 8:45 am] BILLING CODE 4910-13-P
![49936 Federal Register / Vol. 80, No. 159 / Tuesday, August 18, 2015 / Proposed Rules
Conclusion DEPARTMENT OF TRANSPORTATION docket, including the name of the
This action affects only certain novel individual sending the comment (or
Federal Aviation Administration signing the comment for an association,
or unusual design features on
Gulfstream Model GVII–G500 airplanes. business, labor union, etc.). DOT’s
14 CFR Part 25 complete Privacy Act Statement can be
It is not a rule of general applicability.
[Docket No. FAA–2015–1482; Notice No. 25– found in the Federal Register published
List of Subjects in 14 CFR Part 25 15–08–SC] on April 11, 2000 (65 FR 19477–19478),
Aircraft, Aviation safety, Reporting as well as at http://DocketsInfo.dot
and recordkeeping requirements. Special Conditions: Gulfstream Model .gov/.
GVII–G500 Airplanes, Automatic Speed Docket: Background documents or
The authority citation for these comments received may be read at
Protection for Design Dive Speed
special conditions is as follows: http://www.regulations.gov/ at any time.
Authority: 49 U.S.C. 106(g), 40113, 44701, AGENCY: Federal Aviation Follow the online instructions for
44702, 44704. Administration (FAA), DOT. accessing the docket or go to Docket
ACTION: Notice of proposed special Operations in Room W12–140 of the
The Proposed Special Conditions conditions. West Building Ground Floor at 1200
The current airworthiness regulations New Jersey Avenue SE., Washington,
pertaining to pilot strength and SUMMARY: This action proposes special
conditions for the Gulfstream Model DC, between 9 a.m. and 5 p.m., Monday
controllability for conventional-control through Friday, except Federal holidays.
column-and-wheel designs do not GVII–G500 airplanes. These airplanes
will have a novel or unusual design FOR FURTHER INFORMATION CONTACT: Walt
adequately address the side-stick
feature associated with a reduced Sippel, FAA, Airframe and Cabin Safety
controllers proposed for the Gulfstream
margin between design cruising speed, Branch, ANM–115, Transport Airplane
Model GVII–G500 airplane.
VC/MC, and design diving speed, VD/ Directorate, Aircraft Certification
Accordingly, the FAA proposes the
MD, based on the incorporation of a Service, 1601 Lind Avenue SW.,
following special conditions as part of
high-speed protection system that limits Renton, Washington 98057–3356;
the type certification basis for
nose-down pilot authority at speeds telephone 425–227–2774; facsimile
Gulfstream GVII–G500 airplanes, in lieu
above VC/MC. The applicable 425–227–1232.
of §§ 25.143(d), 25.143(i)(2), 25.145(b),
25.173(c), 25.175(b), and 25.175(d): airworthiness regulations do not contain SUPPLEMENTARY INFORMATION:
Pilot strength: In lieu of the control- adequate or appropriate safety standards
for this design feature. These proposed Comments Invited
force limits shown in § 25.143(d) for
pitch and roll, and in lieu of specific special conditions contain the We invite interested people to take
pitch-force requirements of additional safety standards that the part in this rulemaking by sending
§§ 25.143(i)(2), 25.145(b), 25.173(c), Administrator considers necessary to written comments, data, or views. The
25.175(b), and 25.175(d), Gulfstream establish a level of safety equivalent to most helpful comments reference a
must show that the temporary and that established by the existing specific portion of the special
maximum prolonged-force levels for the airworthiness standards. conditions, explain the reason for any
side-stick controllers are suitable for all DATES: Send your comments on or recommended change, and include
expected operating conditions and before October 2, 2015. supporting data.
configurations, whether normal or non- ADDRESSES: Send comments identified We will consider all comments we
normal. by docket number FAA–2015–1482 receive by the closing date for
Pilot-control authority: The electronic using any of the following methods: comments. We may change these special
side-stick-controller coupling design • Federal eRegulations Portal: Go to conditions based on the comments we
must provide for corrective and http://www.regulations.gov/ and follow receive.
overriding control inputs by either pilot the online instructions for sending your Background
with no unsafe characteristics. comments electronically.
Annunciation of the controller status • Mail: Send comments to Docket On March 29, 2012, Gulfstream
Operations, M–30, U.S. Department of Aerospace Corporation applied for a
must be provided, and must not be
Transportation (DOT), 1200 New Jersey type certificate for their new Model
confusing to the flightcrew.
Avenue SE., Room W12–140, West GVII–G500 airplane. The Model GVII–
Pilot control: Gulfstream must show
Building Ground Floor, Washington, DC G500 airplane will be a large-cabin
by flight tests that the use of side-stick
20590–0001. business jet with seating for 19
controllers does not produce unsuitable
pilot-in-the-loop control characteristics • Hand Delivery or Courier: Take passengers. It will incorporate a low,
comments to Docket Operations in swept-wing design with winglets and a
when considering precision path control
Room W12–140 of the West Building T-tail. The powerplant will consist of
and tasks, and turbulence. In addition,
Ground Floor at 1200 New Jersey two aft-fuselage-mounted Pratt &
pitch and roll control force and
Avenue SE., Washington, DC, between 9 Whitney turbofan engines. Avionics will
displacement sensitivity must be
a.m. and 5 p.m., Monday through include four primary display units and
compatible, so that normal pilot inputs
Friday, except Federal holidays. multiple touchscreen controllers. The
on one control axis will not cause
• Fax: Fax comments to Docket flight-control system is a three-axis, fly-
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
significant unintentional inputs
Operations at 202–493–2251. by-wire system incorporating active
(crossover) on the other.
Privacy: The FAA will post all control/coupled side sticks.
Issued in Renton, Washington, on August comments it receives, without change, The Model GVII–G500 will have a
5, 2015. to http://www.regulations.gov/, wingspan of approximately 87 feet and
Michael Kaszycki, including any personal information the a length of just over 91 feet. Maximum
Acting Manager, Transport Airplane commenter provides. Using the search takeoff weight will be approximately
Directorate, Aircraft Certification Service. function of the docket Web site, anyone 76,850 pounds and maximum takeoff
[FR Doc. 2015–20298 Filed 8–17–15; 8:45 am] can find and read the electronic form of thrust will be approximately 15,135
BILLING CODE 4910–13–P all comments received into any FAA pounds. Maximum range will be
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![49938 Federal Register / Vol. 80, No. 159 / Tuesday, August 18, 2015 / Proposed Rules
that will not be exceeded, taking into (b) From a speed below VC/MC, with exceeding those speeds, must be
account the performance of the high- power to maintain stabilized level flight equivalent to that of the normal airplane
speed protection system as well as its at this speed, the airplane is upset so as with the high-speed protection system
failure modes, failure indications, and to accelerate through VC/MC at a flight operative. Also, the applicant must
accompanying flight-manual path 15 degrees below the initial path show that no additional hazards are
instructions. (or at the steepest nose-down attitude introduced with the high-speed
that the system will permit with full protection system inoperative.
Applicability control authority if less than 15 Issued in Renton, Washington, on August
As discussed above, these special degrees). The pilot’s controls may be in 5, 2015.
conditions are applicable to the Model the neutral position after reaching VC/ Michael Kaszycki,
GVII–G500 airplane. Should Gulfstream MC and before recovery is initiated. Acting Manager, Transport Airplane
apply at a later date for a change to the Recovery may be initiated 3 seconds Directorate Aircraft Certification Service.
type certificate to include another after operation of the high-speed [FR Doc. 2015–20297 Filed 8–17–15; 8:45 am]
model incorporating the same novel or warning system by application of a load
BILLING CODE 4910–13–P
unusual design feature, the special of 1.5g (0.5 acceleration increment), or
conditions would apply to that model as such greater load factor that is
well. automatically applied by the system DEPARTMENT OF TRANSPORTATION
with the pilot’s pitch control neutral.
Conclusion Power may be reduced simultaneously. Federal Aviation Administration
This action affects only certain novel All other means of decelerating the
or unusual design features on one model airplane, the use of which is authorized 14 CFR Part 25
of airplane. It is not a rule of general up to the highest speed reached in the
[Docket No. FAA–2015–2271; Notice No. 25–
applicability. maneuver, may be used. The interval 15–06–SC]
between successive pilot actions must
List of Subjects in 14 CFR Part 25
not be less than 1 second. Special Conditions: Cessna Airplane
Aircraft, Aviation safety, Reporting 2. The applicant must also Company Model 680A Airplane, Side-
and recordkeeping requirements. demonstrate that the speed margin, Facing Seats Equipped With Airbag
The authority citation for these established as above, will not be Systems
special conditions is as follows: exceeded in inadvertent or gust-induced
upsets resulting in initiation of the dive AGENCY: Federal Aviation
Authority: 49 U.S.C. 106(g), 40113, 44701, Administration (FAA), DOT.
from non-symmetric attitudes, unless
44702, 44704.
the airplane is protected by the flight- ACTION: Notice of proposed special
The Proposed Special Conditions control laws from getting into non- conditions.
symmetric upset conditions. The upset
■ Accordingly, the Federal Aviation maneuvers described in Advisory SUMMARY: This action proposes special
Administration (FAA) proposes the Circular 25–7C, ‘‘Flight Test Guide for conditions for the Cessna Model 680A
following special conditions as part of Certification of Transport Category airplane. This airplane will have novel
the type certification basis for Airplanes,’’ section 8, paragraph 32, or unusual design features when
Gulfstream Model GVII–G500 airplanes. sub-paragraphs c(3)(a), (b), and (c), may compared to the state of technology
1. In lieu of compliance with be used to comply with this envisioned in the airworthiness
§ 25.335(b)(1), if the flight-control requirement. standards for transport-category
system includes functions that act 3. The probability of any failure of the airplanes. This design features side-
automatically to initiate recovery before high-speed protection system, which facing seats equipped with airbag
the end of the 20-second period would result in an airspeed exceeding systems. The applicable airworthiness
specified in § 25.335(b)(1), VD/MD must those determined by Special Conditions regulations do not contain adequate or
be determined from the greater of the 1 and 2, must be less than 10¥5 per appropriate safety standards for this
speeds resulting from conditions (a) and flight hour. design feature. These proposed special
(b) of these special cConditions. The 4. Failures of the system must be conditions contain the additional safety
speed increase occurring in these annunciated to the pilots. Flight manual standards that the Administrator
maneuvers may be calculated if reliable instructions must be provided that considers necessary to establish a level
or conservative aerodynamic data are reduce the maximum operating speeds, of safety equivalent to that established
used. VMO/MMO. With the system failed, the by the existing airworthiness standards.
(a) From an initial condition of operating speed must be reduced to a DATES: Send your comments on or
stabilized flight at VC/MC, the airplane value that maintains a speed margin before October 2, 2015.
is upset so as to take up a new flight between VMO/MMO and VD/MD, and that ADDRESSES: Send comments identified
path 7.5 degrees below the initial path. is consistent with showing compliance by docket number FAA–2015–2271
Control application, up to full authority, with § 25.335(b) without the benefit of using any of the following methods:
is made to try to maintain this new the high-speed protection system. • Federal eRegulations Portal: Go to
flight path. Twenty seconds after 5. The applicant may request that the http://www.regulations.gov/ and follow
initiating the upset, manual recovery is Master Minimum Equipment List relief the online instructions for sending your
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
made at a load factor of 1.5g (0.5 for the high-speed protection system be comments electronically.
acceleration increment), or such greater considered by the FAA Flight • Mail: Send comments to Docket
load factor that is automatically applied Operations Evaluation Board, provided Operations, M–30, U.S. Department of
by the system with the pilot’s pitch that the flight manual instructions Transportation (DOT), 1200 New Jersey
control neutral. Power, as specified in indicate reduced maximum operating Avenue SE., Room W12–140, West
§ 25.175(b)(1)(iv), is assumed until speeds as described in Special Building Ground Floor, Washington, DC
recovery is initiated, at which time Condition 4. In addition, the flightdeck 20590–0001.
power reduction, and the use of pilot- display of the reduced operating speeds, • Hand Delivery or Courier: Take
controlled drag devices, may be used. as well as the overspeed warning for comments to Docket Operations in
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Document Created: 2015-12-15 12:05:00
Document Modified: 2015-12-15 12:05:00
| 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 | Proposed Rules | |
| Action | Notice of proposed special conditions. | |
| Dates | Send your comments on or before October 2, 2015. | |
| Contact | Walt Sippel, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057- 3356; telephone 425-227-2774; facsimile 425-227-1232. | |
| FR Citation | 80 FR 49936 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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