80 FR 60028 - 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 192 (October 5, 2015)
Federal Aviation Administration
Federal Register Volume 80, Issue 192 (October 5, 2015)
| Page Range | 60028-60030 | |
| FR Document | 2015-25275 |
[Federal Register Volume 80, Number 192 (Monday, October 5, 2015)] [Rules and Regulations] [Pages 60028-60030] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-25275] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-1482; Special Conditions No. 25-600-SC] Special Conditions: Gulfstream Model GVII-G500 Airplanes, Automatic Speed Protection for Design Dive Speed AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued for the Gulfstream Model GVII-G500 airplane. This airplane 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 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 special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: Effective November 4, 2015. 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: 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. 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 approximately 5,000 nautical miles, and maximum operating altitude will be 51,000 feet. Type Certification Basis Under the provisions of Title 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 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 [[Page 60029]] 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 Gulfstream Model GVII-G500 airplane will incorporate the following novel or unusual design feature: For this airplane, Gulfstream will reduce the margin between VC /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). 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 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 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 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 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 Special Condition 5 of these special conditions. 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 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. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Discussion of Comments Notice of proposed special conditions no. 25-15-08-SC for the Gulfstream Model GVII-G500 airplane was published in the Federal Register on August 18, 2015 [80 FR 49936]. No comments were received, and the special conditions are adopted as proposed. Applicability As discussed above, these special conditions are applicable to the Gulfstream 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. 0 The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. [[Page 60030]] The Special Conditions 0 Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type certification basis for 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 conditions. 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, September 25, 2015. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015-25275 Filed 10-2-15; 8:45 am] BILLING CODE 4910-13-P
![60028 Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations
• General ergonomics: Armrest overriding control inputs by either pilot Branch, ANM–115, Transport Airplane
comfort and support, local freedom of with no unsafe characteristics. Directorate, Aircraft Certification
movement, displacement-angle Annunciation of the controller status Service, 1601 Lind Avenue SW.,
suitability, and axis harmony. must be provided, and must not be Renton, Washington 98057–3356;
• Inadvertent pilot input in confusing to the flightcrew. telephone 425–227–2774; facsimile
turbulence. Pilot control: Gulfstream must show 425–227–1232.
• Inadvertent pitch and roll crosstalk by flight tests that the use of side-stick SUPPLEMENTARY INFORMATION:
from pilot inputs on the side-stick controllers does not produce unsuitable
controller. pilot-in-the-loop control characteristics Background
when considering precision path control On March 29, 2012, Gulfstream
Discussion of Comments
and tasks, and turbulence. In addition, Aerospace Corporation applied for a
Notice of proposed special conditions pitch and roll control force and type certificate for their new Model
no. 25–15–07–SC for the Gulfstream displacement sensitivity must be GVII–G500 airplane. The Model GVII–
Model GVII–G500 airplane was compatible, so that normal pilot inputs G500 airplane will be a large-cabin
published in the Federal Register on on one control axis will not cause business jet with seating for 19
August 18, 2015 [80 FR 49934]. No significant unintentional inputs passengers. It will incorporate a low,
comments were received, and the (crossover) on the other. swept-wing design with winglets and a
special conditions are adopted as Issued in Renton, Washington, September T-tail. The powerplant will consist of
proposed. 25, 2015. two aft-fuselage-mounted Pratt &
Applicability Michael Kaszycki, Whitney turbofan engines.
Acting Manager, Transport Airplane The Model GVII–G500 will have a
As discussed above, these special wingspan of approximately 87 feet and
Directorate, Aircraft Certification Service.
conditions apply to Gulfstream Model a length of just over 91 feet. Maximum
[FR Doc. 2015–25276 Filed 10–2–15; 8:45 am]
GVII–G500 airplanes. Should takeoff weight will be approximately
Gulfstream apply later for a change to BILLING CODE 4910–13–P
76,850 pounds and maximum takeoff
the type certificate to include another thrust will be approximately 15,135
model incorporating the same or similar pounds. Maximum range will be
DEPARTMENT OF TRANSPORTATION
novel or unusual design feature, the approximately 5,000 nautical miles, and
special conditions would apply to that Federal Aviation Administration maximum operating altitude will be
model as well. 51,000 feet.
Conclusion 14 CFR Part 25
Type Certification Basis
This action affects only certain novel [Docket No. FAA–2015–1482; Special Under the provisions of Title 14, Code
or unusual design features on Conditions No. 25–600–SC]
of Federal Regulations (14 CFR) 21.17,
Gulfstream Model GVII–G500 airplanes. Gulfstream must show that the Model
It is not a rule of general applicability. Special Conditions: Gulfstream Model
GVII–G500 Airplanes, Automatic Speed GVII–G500 airplane meets the
List of Subjects in 14 CFR part 25 Protection for Design Dive Speed applicable provisions of part 25 as
amended by Amendments 25–1 through
Aircraft, Aviation safety, Reporting AGENCY: Federal Aviation 25–137.
and recordkeeping requirements. Administration (FAA), DOT. In addition, the certification basis
■ The authority citation for these ACTION: Final special conditions. includes other regulations, special
special conditions is as follows: conditions, and exemptions that are not
SUMMARY: These special conditions are relevant to these special conditions.
Authority: 49 U.S.C. 106(g), 40113, 44701,
issued for the Gulfstream Model GVII– If the Administrator finds that the
44702, 44704.
G500 airplane. This airplane will have applicable airworthiness regulations
The Special Conditions a novel or unusual design feature when (i.e., 14 CFR part 25) do not contain
■ Accordingly, pursuant to the authority compared to the state of technology adequate or appropriate safety standards
delegated to me by the Administrator, envisioned in the airworthiness for Model GVII–G500 airplanes because
the following special conditions are standards for transport-category of a novel or unusual design feature,
issued as part of the type certification airplanes. special conditions are prescribed under
basis for the Gulfstream Model GVII– This design feature is associated with the provisions of § 21.16.
G500 airplane, in lieu of §§ 25.143(d), a reduced margin between design Special conditions are initially
25.143(i)(2), 25.145(b), 25.173(c), cruising speed, VC/MC, and design applicable to the model for which they
25.175(b), and 25.175(d): diving speed, VD/MD, based on the are issued. Should the type certificate
Pilot strength: In lieu of the control- incorporation of a high-speed protection for that model be amended later to
force limits shown in § 25.143(d) for system that limits nose-down pilot include any other model that
pitch and roll, and in lieu of specific authority at speeds above VC/MC. The incorporates the same novel or unusual
pitch-force requirements of applicable airworthiness regulations do design feature, the special conditions
§§ 25.143(i)(2), 25.145(b), 25.173(c), not contain adequate or appropriate would also apply to the other model
25.175(b), and 25.175(d), Gulfstream safety standards for this design feature. under § 21.101.
must show that the temporary and These special conditions contain the In addition to the applicable
maximum prolonged-force levels for the additional safety standards that the airworthiness regulations and special
mstockstill on DSK4VPTVN1PROD with RULES
side-stick controllers are suitable for all Administrator considers necessary to conditions, the Model GVII–G500
expected operating conditions and establish a level of safety equivalent to airplane must comply with the fuel-vent
configurations, whether normal or non- that established by the existing and exhaust-emission requirements of
normal. airworthiness standards. 14 CFR part 34, and the noise-
Pilot-control authority: The electronic DATES: Effective November 4, 2015. certification requirements of 14 CFR
side-stick-controller coupling design FOR FURTHER INFORMATION CONTACT: Walt part 36; and the FAA must issue a
must provide for corrective and Sippel, FAA, Airframe and Cabin Safety finding of regulatory adequacy under
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![Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations 60029
§ 611 of Public Law 92–574, the ‘‘Noise maneuvers that will ensure that an appropriate reduced operating speeds,
Control Act of 1972.’’ appropriate design dive speed, VD/MD, VMO/MMO, as well as the overspeed
The FAA issues special conditions, as is established. warning for exceeding those speeds, are
defined in 14 CFR 11.19, in accordance Special Condition 2 of these special provided in both the airplane flight
with § 11.38, and they become part of conditions references AC 25–7C, section manual and on the flightdeck display,
the type certification basis under 8, paragraph 32, ‘‘Gust Upset,’’ included and are equivalent to that of the normal
§ 21.17(a)(2). here for reference: airplane with the high-speed protection
In the following three upset tests, the system operative.
Novel or Unusual Design Features values of displacement should be We do not believe that application of
The Gulfstream Model GVII–G500 appropriate to the airplane type and the ‘‘Interaction of Systems and
airplane will incorporate the following should depend upon airplane stability Structures’’ Special Conditions
novel or unusual design feature: and inertia characteristics. The lower
For this airplane, Gulfstream will (reference GVI Issue Paper A–2), or
and upper limits should be used for EASA Certification Specification
reduce the margin between VC/MC and airplanes with low and high
VD/MD, required by 14 CFR 25.335(b), 25.302, are appropriate in this case,
maneuverability, respectively. because design dive speed is, in and of
based on the incorporation of a high- (i) With the airplane trimmed in
speed protection system in the itself, part of the design criteria.
wings-level flight, simulate a transient
airplane’s flight-control laws. The high- Stability and control, flight loads, and
gust by rapidly rolling to the maximum
speed protection system limits nose- flutter evaluations all depend on the
bank angle appropriate for the airplane,
down pilot authority at speeds above design dive speed. Therefore, a single
but not less than 45 degrees nor more
VC/MC, and prevents the airplane from than 60 degrees. The rudder and design dive speed should be established
performing the maneuver required longitudinal control should be held that will not be exceeded, taking into
under § 25.335(b)(1). fixed during the time that the required account the performance of the high-
bank is being attained. The rolling speed protection system as well as its
Discussion failure modes, failure indications, and
velocity should be arrested at this bank
Title 14, Code of Federal Regulations angle. Following this, the controls accompanying flight-manual
(14 CFR) 25.335(b)(1) is an analytical should be abandoned for a minimum of instructions.
envelope condition which was 3 seconds after VMO/MMO, or after 10 These special conditions contain the
originally adopted in Part 4b of the Civil seconds, whichever occurs first. additional safety standards that the
Air Regulations to provide an acceptable (ii) Perform a longitudinal upset from Administrator considers necessary to
speed margin between design cruise normal cruise. Airplane trim is establish a level of safety equivalent to
speed and design dive speed. Flutter determined at VMO/MMO using power that established by the existing
clearance design speeds and airframe and thrust required for level flight, but airworthiness standards.
design loads are impacted by the design with not more than maximum Discussion of Comments
dive speed. While the initial condition continuous power and thrust. This is
for the upset specified in the rule is 1g followed by a decrease in speed, after Notice of proposed special conditions
level flight, protection is afforded for which an attitude of 6 to l2 degrees nose no. 25–15–08–SC for the Gulfstream
other inadvertent overspeed conditions down, as appropriate for the airplane Model GVII–G500 airplane was
as well. Section 25.335(b)(1) is intended type, is attained with the power, thrust, published in the Federal Register on
as a conservative enveloping condition and trim initially required for VMO/MMO August 18, 2015 [80 FR 49936]. No
for potential overspeed conditions, in level flight. The airplane is permitted comments were received, and the
including non-symmetric ones. To to accelerate until 3 seconds after VMO/ special conditions are adopted as
establish that potential overspeed MMO. The force limits of § 25.143(d) for proposed.
conditions are enveloped, Gulfstream short term application apply.
(iii) Perform a two-axis upset, Applicability
must demonstrate that any reduced
speed margin based on the high-speed consisting of combined longitudinal and As discussed above, these special
protection system in the Model GVII– lateral upsets. Perform the longitudinal conditions are applicable to the
G500 airplane will not be exceeded in upset, as in paragraph (ii) above, and Gulfstream Model GVII–G500 airplane.
inadvertent or gust-induced upsets when the pitch attitude is set, but before Should Gulfstream apply at a later date
resulting in initiation of the dive from reaching VMO/MMO, roll the airplane to for a change to the type certificate to
non-symmetric attitudes; or that the between 15 and 25 degrees. The include another model incorporating the
airplane is protected by the flight- established attitude should be same novel or unusual design feature,
control laws from getting into non- maintained until 3 seconds after VMO/ the special conditions would apply to
symmetric upset conditions. Gulfstream MMO. that model as well.
must conduct a demonstration that Special Conditions 3 and 4 of these
special conditions indicate that failures Conclusion
includes a comprehensive set of
conditions as described below. of the high-speed protection system This action affects only certain novel
These special conditions are in lieu of must be improbable and must be or unusual design features on one model
§ 25.335(b)(1). Section 25.335(b)(2), annunciated to the pilots. If these two of airplane. It is not a rule of general
which also addresses the design dive criteria are not met, then the probability applicability.
speed, is applied separately (Advisory that the established dive speed will be
Circular (AC) 25.335–1A provides an exceeded, and the resulting risk to the List of Subjects in 14 CFR Part 25
mstockstill on DSK4VPTVN1PROD with RULES
acceptable means of compliance to airplane, are too great. On the other Aircraft, Aviation safety, Reporting
§ 25.335(b)(2)). hand, if the high-speed protection and recordkeeping requirements.
Special conditions are necessary to system is known to be inoperative, then
address the Model GVII–G500 airplane dispatch of the airplane may be ■ The authority citation for these
high-speed protection system. These acceptable as allowed by Special special conditions is as follows:
special conditions identify various Condition 5 of these special conditions. Authority: 49 U.S.C. 106(g), 40113, 44701,
symmetric and non-symmetric Dispatch would only be acceptable if 44702, 44704.
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![60030 Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations
The Special Conditions the airplane is protected by the flight- DEPARTMENT OF TRANSPORTATION
■ Accordingly, pursuant to the authority control laws from getting into non-
symmetric upset conditions. The upset Federal Aviation Administration
delegated to me by the Administrator,
the following special conditions are maneuvers described in Advisory
Circular 25–7C, ‘‘Flight Test Guide for 14 CFR Part 39
issued as part of the type certification
basis for Gulfstream Model GVII–G500 Certification of Transport Category
airplanes. Airplanes,’’ section 8, paragraph 32, [Docket No. FAA–2015–3877; Directorate
1. In lieu of compliance with sub-paragraphs c(3)(a), (b), and (c), may Identifier 2015–SW–039–AD; Amendment
§ 25.335(b)(1), if the flight-control be used to comply with this 39–18284; AD 2015–18–51]
system includes functions that act requirement.
automatically to initiate recovery before RIN 2120–AA64
3. The probability of any failure of the
the end of the 20-second period high-speed protection system, which
specified in § 25.335(b)(1), VD/MD must Airworthiness Directives; Airbus
would result in an airspeed exceeding Helicopters
be determined from the greater of the
those determined by Special Conditions
speeds resulting from conditions (a) and AGENCY: Federal Aviation
1 and 2, must be less than 10¥5 per
(b) of these special conditions. The Administration (FAA), Department of
speed increase occurring in these flight hour.
Transportation (DOT).
maneuvers may be calculated if reliable 4. Failures of the system must be
ACTION: Final rule; request for
or conservative aerodynamic data are annunciated to the pilots. Flight manual
instructions must be provided that comments.
used.
(a) From an initial condition of reduce the maximum operating speeds, SUMMARY: We are publishing a new
stabilized flight at VC/MC, the airplane VMO/MMO. With the system failed, the airworthiness directive (AD) for Airbus
is upset so as to take up a new flight operating speed must be reduced to a Helicopters Model AS332C, AS332C1,
path 7.5 degrees below the initial path. value that maintains a speed margin AS332L, and AS332L1 helicopters,
Control application, up to full authority, between VMO/MMO and VD/MD, and that which was sent previously to all known
is made to try to maintain this new is consistent with showing compliance U.S. owners and operators of these
flight path. Twenty seconds after with § 25.335(b) without the benefit of helicopters. This AD requires inspecting
initiating the upset, manual recovery is the high-speed protection system. certain tail rotor (T/R) blades, replacing
made at a load factor of 1.5g (0.5 the set of T/R blades if there is damage,
acceleration increment), or such greater 5. The applicant may request that the
Master Minimum Equipment List relief deactivating the rotor de-icing system,
load factor that is automatically applied revising the rotorcraft flight manual
by the system with the pilot’s pitch for the high-speed protection system be
considered by the FAA Flight (RFM), and installing a placard. This AD
control neutral. Power, as specified in is prompted by a report of a T/R de-
§ 25.175(b)(1)(iv), is assumed until Operations Evaluation Board, provided
icing system power supply box stuck in
recovery is initiated, at which time that the flight manual instructions
a ‘‘closed’’ position providing an
power reduction, and the use of pilot- indicate reduced maximum operating uncontrolled and un-annunciated power
controlled drag devices, may be used. speeds as described in Special supply to the system. These actions are
(b) From a speed below VC/MC, with Condition 4. In addition, the flightdeck intended to detect and prevent
power to maintain stabilized level flight display of the reduced operating speeds, structural damage to the T/R blades
at this speed, the airplane is upset so as as well as the overspeed warning for caused by overheating, and subsequent
to accelerate through VC/MC at a flight exceeding those speeds, must be loss of control of the helicopter.
path 15 degrees below the initial path equivalent to that of the normal airplane DATES: This AD becomes effective
(or at the steepest nose-down attitude with the high-speed protection system
that the system will permit with full October 20, 2015 to all persons except
operative. Also, the applicant must those persons to whom it was made
control authority if less than 15 show that no additional hazards are
degrees). The pilot’s controls may be in immediately effective by Emergency AD
introduced with the high-speed 2015–18–51, issued on September 11,
the neutral position after reaching VC/ protection system inoperative.
MC and before recovery is initiated. 2015, which contains the requirements
Recovery may be initiated 3 seconds Issued in Renton, Washington, September of this AD.
after operation of the high-speed 25, 2015. We must receive comments on this
warning system by application of a load Michael Kaszycki, AD by December 4, 2015.
of 1.5g (0.5 acceleration increment), or Acting Manager, Transport Airplane ADDRESSES: You may send comments by
such greater load factor that is Directorate, Aircraft Certification Service. any of the following methods:
automatically applied by the system [FR Doc. 2015–25275 Filed 10–2–15; 8:45 am] • Federal eRulemaking Docket: Go to
with the pilot’s pitch control neutral. BILLING CODE 4910–13–P
http://www.regulations.gov. Follow the
Power may be reduced simultaneously. online instructions for sending your
All other means of decelerating the comments electronically.
airplane, the use of which is authorized • Fax: 202–493–2251.
up to the highest speed reached in the • Mail: Send comments to the U.S.
maneuver, may be used. The interval Department of Transportation, Docket
between successive pilot actions must Operations, M–30, West Building
mstockstill on DSK4VPTVN1PROD with RULES
not be less than 1 second. Ground Floor, Room W12–140, 1200
2. The applicant must also New Jersey Avenue SE., Washington,
demonstrate that the speed margin, DC 20590–0001.
established as above, will not be • Hand Delivery: Deliver to the
exceeded in inadvertent or gust-induced ‘‘Mail’’ address between 9 a.m. and
upsets resulting in initiation of the dive 5 p.m., Monday through Friday, except
from non-symmetric attitudes, unless Federal holidays.
VerDate Sep<11>2014 16:55 Oct 02, 2015 Jkt 238001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 E:\FR\FM\05OCR1.SGM 05OCR1](https://thefederalregister.org/doc/80_FR_60220/page/3.svg)
Document Created: 2015-12-15 08:53:37
Document Modified: 2015-12-15 08:53:37
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Rules and Regulations | |
| Action | Final special conditions. | |
| Dates | Effective November 4, 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 60028 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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