81 FR 23570 - Special Conditions: Gulfstream Aerospace Corporation Model GVII-G500 Airplanes, Pilot Compartment View Requirements With an Enhanced Flight Vision System
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 81, Issue 78 (April 22, 2016)
Federal Aviation Administration
Federal Register Volume 81, Issue 78 (April 22, 2016)
| Page Range | 23570-23572 | |
| FR Document | 2016-09334 |
[Federal Register Volume 81, Number 78 (Friday, April 22, 2016)] [Rules and Regulations] [Pages 23570-23572] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2016-09334] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-7301; Special Conditions No. 25-614-SC] Special Conditions: Gulfstream Aerospace Corporation Model GVII- G500 Airplanes, Pilot Compartment View Requirements With an Enhanced Flight Vision System AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. ----------------------------------------------------------------------- SUMMARY: These special conditions are issued for the Gulfstream Aerospace Corporation (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 an enhanced flight vision system (EFVS) that includes a head-up display (HUD) capable of displaying forward-looking infrared (FLIR) imagery, intended to be used for instrument approaches under provisions of Title 14, Code of Federal Regulations (14 CFR) 91.175(l) and (m). 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 Gulfstream Aerospace Corporation on April 22, 2016. We must receive your comments by June 6, 2016. ADDRESSES: Send comments identified by docket number FAA-2015-7301 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. [[Page 23571]] 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/ 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: Dale Dunford, FAA, Airplane and Flightcrew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 425-227-2239; facsimile 425-227-1320. SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and opportunity for prior public comment on, these special conditions is impracticable because these procedures would significantly delay issuance of the design approval and thus delivery of the affected airplane. In addition, the substance of these special conditions has been subject to the public comment process in several prior instances with no substantive comments received. The FAA therefore finds that good cause exists for making these special conditions effective 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 March 29, 2012, Gulfstream Aerospace Corporation applied for a type certificate for their new Model GVII-G500 series airplane. The Model GVII-G500 series airplane will be a business jet capable of accommodating up to 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. 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 series airplane meets the applicable provisions of 14 CFR part 25, as amended by Amendments 25-1 through 25-129. 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 Model GVII-G500 series airplane 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 or similar 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 series 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. 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 Gulfstream Model GVII-G500 airplane will incorporate the following novel or unusual design feature: An enhanced flight vision system (EFVS) that includes a head-up display (HUD) capable of displaying forward-looking infrared (FLIR) imagery, intended to be used for instrument approaches under provisions of Sec. 91.175(l) and (m). Discussion The EFVS uses novel technology for which the FAA has no certification criteria. Furthermore, 14 CFR 25.773, which was not written in anticipation of such technology, does not permit visual distortions and reflections that could interfere with the pilot's compartment view. The video image potentially interferes with the pilot's ability to see the natural scene in the center of their forward field of view. Because Sec. 25.773 does not provide for alternatives or considerations for such a novel system, it is necessary to establish safety requirements that assure an equivalent level of safety and effectiveness of the pilot compartment view as intended by this rule. These special conditions for the EFVS are prescribed under the provisions of Sec. 21.16. Other applications for certification of such technology are anticipated in the near future, and magnify the need to establish FAA safety standards that can be applied consistently for all such approvals. Unlike the pilot's natural forward vision, the EFVS image is infrared-based, monochrome, 2-dimensional (i.e., providing no depth perception), and of lower resolution. While the pilot may be readily able to see around and through small individual stroke-written symbols on the HUD, the pilot may not be able to see around or through the image that fills the display without some interference of the outside view. Nevertheless, the EFVS may be capable of meeting an equivalent level of safety when considering the combined view of the image and the outside scene, which is visible to the pilot through the image. It is essential that the pilot be able to use this combination of image and natural view of the outside scene as safely and effectively as the pilot compartment view currently allows without the EFVS image. These special conditions provide the unique pilot-compartment view requirements for the EFVS installation. Compliance with these special conditions is required for the EFVS to be found acceptable, for the following intended functions, in accordance with Sec. 91.175(l) and (m): 1. Presenting an image that would aid the pilot during a straight- in instrument approach. 2. Enable the pilot to determine the ``enhanced flight visibility,'' as required by Sec. 91.175(l)(2), for descent and operation below M DA /DH . 3. Enable the pilot to use the EFVS imagery to detect and identify the ``visual references for the intended runway,'' required by Sec. 91.175(l)(3), to continue the approach with vertical [[Page 23572]] guidance to 100 feet height above touchdown-zone elevation. Note: The term ``Enhanced Vision System,'' or EVS, commonly refers to a system comprising a HUD, imaging sensor(s), and avionics interface(s) that displays the sensor imagery on the HUD and overlays it with alpha-numeric and symbolic flight information. However, the term has also been used to refer to systems that display the sensor imagery, with or without other flight information, on a head-down display. Therefore, to avoid confusion, the FAA has defined the term ``Enhanced Flight Vision System'' (EFVS) to refer to certain EVS that meet the requirements of Sec. 91.175(m), in particular the requirement for a HUD and specified flight information, and the ability to determine ``enhanced flight visibility.'' Accordingly, an EFVS can be considered a subset of systems otherwise labeled EVS. 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. 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, these special conditions would apply to that model as well. Conclusion This action affects only a certain novel or unusual design feature on one model series of airplane. It is not a rule of general applicability. The substance of these special conditions has been subjected to the notice and comment period in several prior instances and has been derived without substantive change from those previously issued. It is unlikely that prior public comment would result in a significant change from the substance contained herein. Therefore, because a delay would significantly affect the certification of the airplane, the FAA has determined that prior public notice and comment are unnecessary and impracticable, and good cause exists for adopting these special conditions upon publication in the Federal Register. The FAA is requesting comments to allow interested persons to submit views that may not have been submitted in response to the prior opportunities for comment described above. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 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 Gulfstream Model GVII-G500 airplanes. 1. Enhanced flight vision system (EFVS) imagery on the head-up display (HUD) must not degrade the safety of flight or interfere with the effective use of outside visual references for required pilot tasks during any phase of flight in which it is to be used. 2. To avoid unacceptable interference with the safe and effective use of the pilot-compartment view, the EFVS device must meet the following requirements: a. EFVS design must minimize unacceptable display characteristics or artifacts (e.g. noise, ``burlap'' overlay, running water droplets) that obscure the desired image of the scene, impair the pilot's ability to detect and identify visual references, mask flight hazards, distract the pilot, or otherwise degrade task performance or safety. b. Control of EFVS display brightness must be sufficiently effective, in dynamically changing background (ambient) lighting conditions, to prevent full or partial blooming of the display that would distract the pilot, impair the pilot's ability to detect and identify visual references, mask flight hazards, or otherwise degrade task performance or safety. If automatic control for image brightness is not provided, it must be shown that a single manual setting is satisfactory for the range of lighting conditions encountered during a time-critical, high-workload phase of flight (e.g., low-visibility instrument approach). c. A readily accessible control must be provided that permits the pilot to immediately deactivate and reactivate display of the EFVS image on demand, without removing the pilot's hands from the primary flight controls (yoke or equivalent) or thrust control. d. The EFVS image on the HUD must not impair the pilot's use of guidance information, or degrade the presentation and pilot awareness of essential flight information displayed on the HUD, such as alerts, airspeed, attitude, altitude and direction, approach guidance, wind- shear guidance, traffic collision avoidance system (TCAS) resolution advisories, and unusual-attitude recovery cues. e. The EFVS image and the HUD symbols, which are spatially referenced to the pitch scale, outside view, and image, must be scaled and aligned (i.e., conformal) to the external scene and, when considered singly or in combination, must not be misleading, cause pilot confusion, or increase workload. There may be airplane attitudes or cross-wind conditions which cause certain symbols, such as the zero- pitch line or flight-path vector, to reach field-of-view limits such that they cannot be positioned conformably with the image and external scene. In such cases, these symbols may be displayed, but with an altered appearance which makes the pilot aware that they are no longer displayed conformably (for example, ``ghosting''). f. A HUD system used to display EFVS images must, if previously certified, continue to meet all of the requirements of the original approval. 3. The safety and performance of the pilot tasks associated with the use of the pilot-compartment view must be not be degraded by the display of the EFVS image. Pilot tasks which must not be degraded by the EFVS image include: a. Detection, accurate identification, and maneuvering, as necessary, to avoid traffic, terrain, obstacles, and other hazards of flight. b. Accurate identification and utilization of visual references required for every task relevant to the phase of flight. 4. Appropriate limitations must be stated in the Operating Limitations section of the Airplane Flight Manual to prohibit the use of the EFVS for functions that have not been found to be acceptable. Issued in Renton, Washington, on April 5, 2016. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2016-09334 Filed 4-21-16; 8:45 am] BILLING CODE 4910-13-P
![23570 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations
a. An ATTCS failure or a combination thereof, of the ATTCS, including DEPARTMENT OF TRANSPORTATION
of failures in the ATTCS during the associated systems, may cause the
critical time interval (Figure 2): failure of any powerplant function Federal Aviation Administration
i. Must not prevent the insertion of necessary for safety.
the maximum approved go-around b. The ATTCS must be designed to: 14 CFR Part 25
thrust or power, or must be shown to be
a remote event. i. Apply thrust or power on the [Docket No. FAA–2015–7301; Special
operating engine(s), following any one- Conditions No. 25–614–SC]
ii. Must not result in a significant loss
or reduction in thrust or power, or must engine failure during a go-around, to
achieve the maximum approved go- Special Conditions: Gulfstream
be shown to be an extremely improbable Aerospace Corporation Model GVII–
event. around thrust without exceeding the
engine operating limits; G500 Airplanes, Pilot Compartment
b. The concurrent existence of an
View Requirements With an Enhanced
ATTCS failure and an engine failure ii. Permit manual decrease or increase Flight Vision System
during the critical time interval must be in thrust or power up to the maximum
shown to be extremely improbable. go-around thrust approved for the AGENCY: Federal Aviation
c. All applicable performance airplane under the existing conditions Administration (FAA), DOT.
requirements of 14 CFR part 25 must be through the use of the power lever. For ACTION: Final special conditions;
met with an engine failure occurring at airplanes equipped with limiters that request for comments.
the most critical point during go-around automatically prevent the engine
with the ATTCS functioning. operating limits from being exceeded SUMMARY: These special conditions are
d. The probability analysis must under existing ambient conditions, issued for the Gulfstream Aerospace
include consideration of ATTCS failure other means may be used to increase the Corporation (Gulfstream) Model GVII–
occurring after the time at which the thrust in the event of an ATTCS failure, G500 airplane. This airplane will have
flightcrew last verifies that the ATTCS provided that the means: a novel or unusual design feature when
is in a condition to operate until the compared to the state of technology
beginning of the critical time interval. 1. Is located on or forward of the
envisioned in the airworthiness
e. The propulsive thrust obtained power levers;
standards for transport category
from the operating engine after failure of 2. Is easily identified and operated airplanes. This design feature is an
the critical engine during a go-around under all operating conditions by a enhanced flight vision system (EFVS)
used to show compliance with the one- single action of either pilot with the that includes a head-up display (HUD)
engine-inoperative climb requirements hand that is normally used to actuate capable of displaying forward-looking
of § 25.121(d) may not be greater than the power levers; and infrared (FLIR) imagery, intended to be
the lesser of: 3. Meets the requirements of used for instrument approaches under
i. The actual propulsive thrust § 25.777(a), (b), and (c). provisions of Title 14, Code of Federal
resulting from the initial setting of Regulations (14 CFR) 91.175(l) and (m).
power or thrust controls with the iii. Provide a means to verify to the
flightcrew before beginning an approach The applicable airworthiness
ATTCS functioning; or regulations do not contain adequate or
ii. 111% of the propulsive thrust for landing that the ATTCS is in a
condition to operate (unless it can be appropriate safety standards for this
resulting from the initial setting of design feature. These special conditions
power or thrust controls with the demonstrated that an ATTCS failure
combined with an engine failure during contain the additional safety standards
ATTCS failing to reset thrust or power that the Administrator considers
and without any action by the an entire flight is extremely
improbable); and necessary to establish a level of safety
flightcrew to reset thrust or power. equivalent to that established by the
4. Thrust setting iv. Provide a means for the flightcrew existing airworthiness standards.
a. The initial go-around thrust setting to deactivate the automatic function. DATES: This action is effective on
on each engine at the beginning of the This means must be designed to prevent
go-around phase may not be less than Gulfstream Aerospace Corporation on
inadvertent deactivation. April 22, 2016. We must receive your
any of the following: 6. Powerplant instruments: In
i. That required to permit normal comments by June 6, 2016.
addition to the requirements of ADDRESSES: Send comments identified
operation of all safety-related systems
§ 25.1305: by docket number FAA–2015–7301
and equipment dependent upon engine
thrust or power lever position; or a. A means must be provided to using any of the following methods:
ii. That shown to be free of hazardous indicate when the ATTCS is in the • Federal eRegulations Portal: Go to
engine response characteristics and not armed or ready condition; and http://www.regulations.gov/and follow
to result in any unsafe aircraft operating b. If the inherent flight characteristics the online instructions for sending your
or handling characteristics when thrust of the airplane do not provide adequate comments electronically.
or power is advanced from the initial warning that an engine has failed, a • Mail: Send comments to Docket
go-around position to the maximum warning system that is independent of Operations, M–30, U.S. Department of
approved power setting. the ATTCS must be provided to give the Transportation (DOT), 1200 New Jersey
b. For approval to use an ATTCS for pilot a clear warning of any engine Avenue SE., Room W12–140, West
go-arounds, the thrust setting procedure failure during a go-around. Building Ground Floor, Washington, DC
asabaliauskas on DSK3SPTVN1PROD with RULES
must be the same for go-arounds 20590–0001.
Issued in Renton, Washington, on April 8, • Hand Delivery or Courier: Take
initiated with all engines operating as
2016. comments to Docket Operations in
for go-arounds initiated with one engine
inoperative. Michael Kaszycki, Room W12–140 of the West Building
5. Powerplant controls Acting Manager, Transport Airplane Ground Floor at 1200 New Jersey
a. In addition to the requirements of Directorate, Aircraft Certification Service. Avenue SE., Washington, DC, between 9
§ 25.1141, no single failure or [FR Doc. 2016–09333 Filed 4–21–16; 8:45 am] a.m. and 5 p.m., Monday through
malfunction, or probable combination BILLING CODE 4910–13–P Friday, except Federal holidays.
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![23572 Federal Register / Vol. 81, No. 78 / Friday, April 22, 2016 / Rules and Regulations
guidance to 100 feet height above List of Subjects in 14 CFR Part 25 avoidance system (TCAS) resolution
touchdown-zone elevation. Aircraft, Aviation safety, Reporting advisories, and unusual-attitude
Note: The term ‘‘Enhanced Vision and recordkeeping requirements. recovery cues.
System,’’ or EVS, commonly refers to a The authority citation for these e. The EFVS image and the HUD
system comprising a HUD, imaging special conditions is as follows: symbols, which are spatially referenced
sensor(s), and avionics interface(s) that to the pitch scale, outside view, and
displays the sensor imagery on the HUD Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704. image, must be scaled and aligned (i.e.,
and overlays it with alpha-numeric and
conformal) to the external scene and,
symbolic flight information. However, The Special Conditions when considered singly or in
the term has also been used to refer to
Accordingly, pursuant to the combination, must not be misleading,
systems that display the sensor imagery,
authority delegated to me by the cause pilot confusion, or increase
with or without other flight information,
Administrator, the following special workload. There may be airplane
on a head-down display. Therefore, to
conditions are issued as part of the type attitudes or cross-wind conditions
avoid confusion, the FAA has defined
certification basis for Gulfstream Model which cause certain symbols, such as
the term ‘‘Enhanced Flight Vision
GVII–G500 airplanes. the zero-pitch line or flight-path vector,
System’’ (EFVS) to refer to certain EVS 1. Enhanced flight vision system
that meet the requirements of to reach field-of-view limits such that
(EFVS) imagery on the head-up display
§ 91.175(m), in particular the they cannot be positioned conformably
(HUD) must not degrade the safety of
requirement for a HUD and specified with the image and external scene. In
flight or interfere with the effective use
flight information, and the ability to such cases, these symbols may be
of outside visual references for required
determine ‘‘enhanced flight visibility.’’ pilot tasks during any phase of flight in displayed, but with an altered
Accordingly, an EFVS can be which it is to be used. appearance which makes the pilot
considered a subset of systems 2. To avoid unacceptable interference aware that they are no longer displayed
otherwise labeled EVS. with the safe and effective use of the conformably (for example, ‘‘ghosting’’).
These special conditions contain the pilot-compartment view, the EFVS f. A HUD system used to display
additional safety standards that the device must meet the following EFVS images must, if previously
Administrator considers necessary to requirements: certified, continue to meet all of the
establish a level of safety equivalent to a. EFVS design must minimize requirements of the original approval.
that established by the existing unacceptable display characteristics or
airworthiness standards. artifacts (e.g. noise, ‘‘burlap’’ overlay, 3. The safety and performance of the
running water droplets) that obscure the pilot tasks associated with the use of the
Applicability pilot-compartment view must be not be
desired image of the scene, impair the
As discussed above, these special pilot’s ability to detect and identify degraded by the display of the EFVS
conditions are applicable to the visual references, mask flight hazards, image. Pilot tasks which must not be
Gulfstream Model GVII–G500 airplane. distract the pilot, or otherwise degrade degraded by the EFVS image include:
Should Gulfstream apply at a later date task performance or safety. a. Detection, accurate identification,
for a change to the type certificate to b. Control of EFVS display brightness and maneuvering, as necessary, to avoid
include another model incorporating the must be sufficiently effective, in traffic, terrain, obstacles, and other
same novel or unusual design feature, dynamically changing background hazards of flight.
these special conditions would apply to (ambient) lighting conditions, to prevent
that model as well. full or partial blooming of the display b. Accurate identification and
that would distract the pilot, impair the utilization of visual references required
Conclusion for every task relevant to the phase of
pilot’s ability to detect and identify
This action affects only a certain visual references, mask flight hazards, flight.
novel or unusual design feature on one or otherwise degrade task performance 4. Appropriate limitations must be
model series of airplane. It is not a rule or safety. If automatic control for image stated in the Operating Limitations
of general applicability. brightness is not provided, it must be section of the Airplane Flight Manual to
The substance of these special shown that a single manual setting is prohibit the use of the EFVS for
conditions has been subjected to the satisfactory for the range of lighting functions that have not been found to be
notice and comment period in several conditions encountered during a time- acceptable.
prior instances and has been derived critical, high-workload phase of flight
without substantive change from those (e.g., low-visibility instrument Issued in Renton, Washington, on April 5,
previously issued. It is unlikely that 2016.
approach).
prior public comment would result in a c. A readily accessible control must be Michael Kaszycki,
significant change from the substance provided that permits the pilot to Acting Manager, Transport Airplane
contained herein. Therefore, because a immediately deactivate and reactivate Directorate, Aircraft Certification Service.
delay would significantly affect the display of the EFVS image on demand, [FR Doc. 2016–09334 Filed 4–21–16; 8:45 am]
certification of the airplane, the FAA without removing the pilot’s hands from BILLING CODE 4910–13–P
has determined that prior public notice the primary flight controls (yoke or
and comment are unnecessary and equivalent) or thrust control.
asabaliauskas on DSK3SPTVN1PROD with RULES
impracticable, and good cause exists for d. The EFVS image on the HUD must
adopting these special conditions upon not impair the pilot’s use of guidance
publication in the Federal Register. information, or degrade the presentation
The FAA is requesting comments to and pilot awareness of essential flight
allow interested persons to submit information displayed on the HUD, such
views that may not have been submitted as alerts, airspeed, attitude, altitude and
in response to the prior opportunities direction, approach guidance, wind-
for comment described above. shear guidance, traffic collision
VerDate Sep<11>2014 16:23 Apr 21, 2016 Jkt 238001 PO 00000 Frm 00010 Fmt 4700 Sfmt 9990 E:\FR\FM\22APR1.SGM 22APR1](https://thefederalregister.org/doc/81_FR_23648/page/3.svg)
Document Created: 2017-08-22 23:37:31
Document Modified: 2017-08-22 23:37:31
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Rules and Regulations | |
| Action | Final special conditions; request for comments. | |
| Dates | This action is effective on Gulfstream Aerospace Corporation on April 22, 2016. We must receive your comments by June 6, 2016. | |
| Contact | Dale Dunford, FAA, Airplane and Flightcrew Interface Branch, ANM-111, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 425-227-2239; facsimile 425-227-1320. | |
| FR Citation | 81 FR 23570 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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