83 FR 22214 - Special Conditions: Gulfstream Aerospace Corporation Model GVII-G500 Series Airplanes; Flight Envelope Protection-High Incidence Protection System.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 83, Issue 93 (May 14, 2018)
Federal Aviation Administration
Federal Register Volume 83, Issue 93 (May 14, 2018)
| Page Range | 22214-22219 | |
| FR Document | 2018-10168 |
[Federal Register Volume 83, Number 93 (Monday, May 14, 2018)] [Proposed Rules] [Pages 22214-22219] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2018-10168] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 Docket No. FAA-2015-0310; Notice No. 25-18-02-SC] Special Conditions: Gulfstream Aerospace Corporation Model GVII- G500 Series Airplanes; Flight Envelope Protection--High Incidence Protection System. AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. ----------------------------------------------------------------------- SUMMARY: This action proposes special conditions for the Gulfstream Aerospace Corporation (Gulfstream) Model GVII-G500 series airplanes. These airplanes will have a novel or unusual design feature when compared to the state of technology and design envisioned in the airworthiness standards for transport category airplanes. This design feature is a high incidence protection system that limits the angle of attack at which the airplane can be flown during normal low speed operation. 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: Send your comments on or before June 4, 2018. ADDRESSES: Send comments identified by docket number FAA-2015-0310 using any of the following methods:Federal eRegulations Portal: Go to http://www.regulations.gov/ and follow the online instructions for sending your comments electronically. Mail: Send comments to Docket Operations, M-30, U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12-140, West Building Ground Floor, Washington, DC 20590-0001. Hand Delivery or Courier: Take comments to Docket Operations in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. Fax: Fax comments to Docket Operations at 202-493-2251. Privacy: The FAA will post all comments it receives, without change, to http://www.regulations.gov/, including any personal information the commenter provides. Using the search function of the docket website, anyone can find and read the electronic form of all comments received into any FAA docket, including the name of the individual sending the comment (or signing the comment for an association, business, labor union, etc.). DOT's complete Privacy Act Statement can be found in the Federal Register published on April 11, 2000 (65 FR 19477-19478). Docket: Background documents or comments received may be read at http://www.regulations.gov/ at any time. Follow the online instructions for accessing the docket or go to Docket Operations in Room W12-140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, Airframe & Flight Crew Interface Section, AIR-671, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 SE 216th Street, Des Moines, Washington 98098; telephone and facsimile 206-231-3158; email Joe.Jacobsen@faa.gov. SUPPLEMENTARY INFORMATION: Certification of the Gulfstream Model GVII- G500 series airplanes is currently scheduled for July 2018. Because a delay in design approval would significantly affect the certification of the airplane and thus delivery of the airplane, we are shortening the public-comment period to 20 days. 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 June 30, 2013, Gulfstream Aerospace Corporation applied for a type certificate for its new Model GVII-G500 series airplane. The Gulfstream Model GVII-G500 series airplane will be a business jet with seating for up to 19 passengers. It will incorporate a low, swept-wing design with a T-tail. The powerplant will consist of two aft-fuselage- mounted turbofan engines. The Gulfstream Model GVII-G500 series airplane's maximum takeoff weight will be approximately 79,600 lbs. The high incidence protection system prevents the airplane from stalling at low speeds and, therefore, a stall warning system is not needed during normal flight conditions. Type Certification Basis Under the provisions of title 14, Code of Federal Regulations (14 CFR) 21.17, Gulfstream Aerospace Corporation 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 25-137. 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 Gulfstream 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 novel or unusual design feature, these special conditions would also apply to the other model under Sec. 21.101. In addition to the applicable airworthiness regulations and special conditions, the Gulfstream Model GVII- [[Page 22215]] G500 series airplanes 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 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 series airplane will incorporate the following novel or unusual design feature: A high incidence protection system, which limits the angle of attack at which the airplane can be flown during normal low speed operation, prohibits the airplane from stalling, and cannot be overridden by the flightcrew. The application of this angle of attack limit influences the stall speed determination, stall characteristics, stall warning demonstration, and longitudinal handling characteristics of the airplane. Existing airworthiness regulations do not contain adequate standards to address this feature. Discussion The high incidence protection system prevents the airplane from stalling at low speeds and, therefore, a stall warning system is not needed during normal flight conditions. However, during failures, which are not shown to be extremely improbable, the requirements of Sec. Sec. 25.203 and 25.207 apply, although slightly modified by these conditions. If there are failures of the high incidence protection system that are not shown to be extremely improbable, the flight characteristics at the angle of attack for C LMAX must be suitable in the traditional sense, and stall warning must be provided in a conventional manner. Part I of the following special conditions is in lieu of Sec. Sec. 25.21(b), 25.103, 25.145(a), 25.145(b)(6), 25.175(c) and (d), 25.201, 25.203, 25.207, and 25.1323(d). Part II is in lieu of Sec. Sec. 25.21(g)(1), 25.105(a)(2)(i), 25.107(c) and (g), 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), 25.121(d)(2)(ii), 25.123(b)(2)(i), 25.125(b)(2)(ii)(B), and 25.143(j). These proposed special conditions address this novel or unusual design feature on the Gulfstream Model GVII-G500 airplane, and contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. These proposed special conditions are different from special conditions previously issued on this topic. In Part 1, sections 3.b.iv., 3.b.vi., 3.e.vi., 5.a.i.1., 5.a.i.4., 5.a.i.6., 5.a.i.7., 5.c.i.4., 5.c.i.5., 5.c.i.6, 5.c.ii.4., and 5.cii.5., previously used verbiage was updated to reflect language recommended in the ARAC Flight Test Harmonization Working Group (FTHWG) Phase 2 report. This language more accurately describes the actions required and formulas to be used to obtain the required result. In Part 1, sections 3.b.ii and 5.a.ii.4., the ARAC FTHWG language was adapted to reflect specific Gulfstream design features. In several previous special conditions on this subject, we used the nomenclature VCLMAX . To avoid confusion with previous Gulfstream special conditions, we have changed the nomenclature to VCLMAX Demo to highlight a difference. The difference is not significant, but the change in nomenclature was considered clarifying and therefore was adopted in this instance. Applicability As discussed above, these special conditions are applicable to the Gulfstream Model GVII-G500 series airplanes. Should Gulfstream Aerospace Corporation apply at a later date for a change to the type certificate to include another model incorporating the same novel or unusual design feature, these special conditions would apply to that model as well. Conclusion This action affects only certain novel or unusual design features on Gulfstream Model GVII-G500 series of airplanes. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting, and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702, 44704. The Proposed Special Conditions Accordingly, the Federal Aviation Administration (FAA) proposes the following special conditions as part of the type certification basis for Gulfstream Model GVII-G500 series airplanes. Part I: Stall Protection and Scheduled Operating Speeds In the following sections, ``in icing conditions,'' means with ice accretions (relative to the relevant flight phase) as defined in appendix C to part 25, at amendment 25-121. 1. Definitions These special conditions use terminology that does not appear in 14 CFR part 25. For the purpose of these special conditions, the following terms describe certain aspects of this novel or unusual design feature: High-Incidence Protection System A system that operates directly and automatically on the airplane's flight controls to limit the maximum angle of attack that can be attained to a value below that at which an aerodynamic stall would occur. Alpha-Limit The maximum angle of attack at which an airplane stabilizes with the high incidence protection system operating and the longitudinal control held on its aft stop. VMIN The minimum steady flight speed in the airplane's configuration under consideration with the high incidence protection system operating. See Part I, Section 3, ``Minimum Steady Flight Speed and Reference Stall Speed,'' of these special conditions. VMIN1g VMIN corrected to 1g acceleration of gravity conditions. See Part I, Section 3, ``Minimum Steady Flight Speed and Reference Stall Speed,'' of these special conditions. This is the minimum calibrated airspeed at which the airplane can develop a lift force normal to the flight path and equal to its weight when at an angle of attack not greater than that determined for VMIN . 2. Capability and Reliability of the High Incidence Protection System The applicant must establish the capability and reliability of the high incidence protection system. The applicant may establish this capability and reliability by flight testing, simulation, or analysis as appropriate. The capability and reliability required are: a. It must not be possible to encounter a stall during the pilot- induced maneuvers required by Part I, section 5(a), ``High Incidence Handling Demonstrations,'' and the handling characteristics must be acceptable as required by Part I, section 5(b), ``Characteristics in High Incidence Maneuvers'' of these special conditions; b. The airplane must be protected against stalling due to the effects of wind shears and gusts at low speeds as required by Section 6, ``Atmospheric Disturbances'' of these special conditions; [[Page 22216]] c. The ability of the high incidence protection system to accommodate any reduction in stalling incidence must be verified in icing conditions; d. The high incidence protection system must be provided in each abnormal configuration of the high lift devices that is likely to be used in flight following system failures; and e. The reliability of the system and the effects of failures must be acceptable in accordance with Sec. 25.1309. 3. Minimum Steady Flight Speed and Reference Stall Speed In lieu of Sec. 25.103, ``Stall speed,'' the following applies: a. The minimum steady flight speed, VMIN , is the final, stabilized, calibrated airspeed obtained when an airplane is decelerated until the longitudinal control is on its stop in such a way that the entry rate does not exceed 1 knot per second. b. The minimum steady flight speed, VMIN , must be determined in icing and non-icing conditions with: i. The high incidence protection system operating normally; ii. Idle thrust; iii. All combinations of flap settings and landing gear positions for which VMIN is required to be determined; iv. The weight used when the reference stall speed, VSR , is used as a factor to determine compliance with a required performance standard; v. The most unfavorable center of gravity (CG) allowable; and vi. The airplane trimmed for straight flight at a speed selected by the applicant, but not less than 1.13 VSR and not greater than 1.3 VSR . c. The 1g minimum steady flight speed, VMIN1g , is the minimum calibrated airspeed at which an airplane can develop a lift force (normal to the flight path) equal to its weight, while at an angle of attack not greater than that at which the minimum steady flight speed referenced in section 3(a) of this special condition is determined. These minimum calibrated airspeeds must be determined for both icing and non-icing conditions. d. The reference stall speed, VSR , is a calibrated airspeed defined by the applicant. VSR may not be less than a 1g stall speed. VSR must be determined in non-icing conditions and expressed as: [GRAPHIC] [TIFF OMITTED] TP14MY18.000 Where: VCLMAX Demo = Demonstrated calibrated airspeed obtained when the corrected lift coefficient of the load factor [GRAPHIC] [TIFF OMITTED] TP14MY18.001 is first a maximum during the maneuver prescribed in section 3(e)(viii) of this special condition. nZW = Load factor normal to the flight path at VCLMAX Demo W = Airplane gross weight; S = Aerodynamic reference wing area; and q = Dynamic pressure. e. VCLMAX Demo is determined in non-icing conditions with: i. Engines idling, or, if that resultant thrust causes an appreciable decrease in stall speed, not more than zero thrust at the stall speed; ii. The airplane in other respects (such as flaps and landing gear) in the condition existing in the test or performance standard in which VSR is being used; iii. The weight used when VSR is being used as a factor to determine compliance with a required performance standard; iv. The CG position that results in the highest value of the reference stall speed; v. The airplane trimmed for straight flight at a speed selected by the applicant, but not less than 1.13 VSR and not greater than 1.3 VSR ; vi. At the option of the applicant, the high incidence protection system can be disabled or adjusted to allow full development of the maneuver to the angle of attack corresponding to VSR ; and vii. Starting from the stabilized trim condition, with an application of the longitudinal control to decelerate the airplane so that the speed reduction does not exceed 1 knot per second. 4. Stall Warning In lieu of Sec. 25.207, the following apply: a. Normal Operation If the design meets all conditions of Part I, section 2 of these special conditions, then the airplane need not provide stall warning during normal operation. The conditions of Part I, section 2 provide a level of safety equal to the intent of Sec. 25.207, ``Stall warning,'' so the provision of an additional, unique warning device for normal operations is not required. b. High Incidence Protection System Failure For any failures of the high incidence protection system that the applicant cannot show to be extremely improbable, and that result in the capability of the system no longer satisfying any part of sections 2(a), (b), and (c) of Part I of these special conditions: The design must provide stall warning that protects against encountering unacceptable characteristics and against encountering stall. i. This stall warning, with the flaps and landing gear in any normal position, must be clear and distinctive to the pilot, and must meet the requirements specified in sections 4(b)(iv) and 4(b)(v) of Part I of these special conditions. ii. The design must also provide this stall warning in each abnormal configuration of the high lift devices that is likely to be used in flight following system failures. iii. The design may furnish this stall warning either through the inherent aerodynamic qualities of the airplane or by a device that will provide clearly distinguishable indications to the flightcrew under all expected conditions of flight. However, a visual stall warning device that requires the attention of the flightcrew within the flight deck is not acceptable by itself. If a warning device is used, it must provide a warning in each of the airplane configurations prescribed in section 4(b)(i), above, and for the conditions prescribed in sections 4(b)(iv) and 4(b)(v) of Part I of these special conditions. iv. In non-icing conditions, the stall warning must provide sufficient margin to prevent encountering unacceptable characteristics and encountering stall in the following conditions: 1. In power-off straight deceleration not exceeding 1 knot per second to a speed of 5 knots or 5 percent calibrated airspeed (CAS), whichever is greater, below the warning onset; and 2. In turning flight, stall deceleration at entry rates up to 3 knots per second when recovery is initiated not less than 1 second after the warning onset. v. In icing conditions, the stall warning must provide sufficient margin to prevent encountering unacceptable characteristics and encountering stall in power-off straight and turning flight decelerations not exceeding 1 knot per second, when the pilot starts a recovery maneuver not less than three seconds after the onset of stall warning. vi. An airplane is considered stalled when the behavior of the airplane gives the pilot a clear, distinctive, and acceptable indication that the airplane is stalled. Acceptable indications of a stall, occurring either individually or in combination, are: 1. A nose-down pitch that cannot be readily arrested; 2. Buffeting of a magnitude and severity that is strong and thereby an [[Page 22217]] effective deterrent to further speed reduction; or 3. The pitch control reaches the aft stop, and no further increase in pitch attitude occurs when the control is held full aft for a short time before recovery is initiated. vii. An airplane exhibits unacceptable characteristics during straight or turning flight decelerations if it is not always possible to produce and to correct roll and yaw by unreversed use of aileron and rudder controls, or abnormal nose-up pitching occurs. 5. Handling Characteristics at High Incidence a. High Incidence Handling Demonstrations In lieu of Sec. 25.201, ``Stall demonstration,'' the following is required: i. Maneuvers to the limit of the longitudinal control, in the nose- up sense, must be demonstrated in straight flight and in 30-degree banked turns with: 1. The high incidence protection system operating normally; 2. Initial power conditions of: a. Power off; and b. Power necessary to maintain level flight at 1.5 VSR1 , where VSR1 is the reference stall speed with flaps in approach position, landing gear retracted, and maximum landing weight; 3. None; 4. Flaps, landing gear, and deceleration devices in any likely combination of positions not prohibited by the airplane flight manual (AFM); 5. Representative weights within the range for which certification is requested; 6. The most adverse CG for recovery; and 7. The airplane trimmed for straight flight at the speed prescribed in section 3(e)(v) of these special conditions. ii. The following procedures must be used to show compliance in non-icing and icing conditions: 1. Starting at a speed sufficiently above the minimum steady flight speed to ensure that a steady rate of speed reduction can be established, apply the longitudinal control so that the speed reduction does not exceed 1 knot per second until the control reaches the stop. 2. The longitudinal control must be maintained at the stop until the airplane has reached a stabilized flight condition, and must then be recovered by normal recovery techniques. 3. Maneuvers with increased deceleration rates: a. In non-icing conditions, the requirements must also be met with increased rates of entry to the incidence limit, up to the maximum rate achievable. b. In icing conditions, with the anti-ice system working normally, the requirements must also be met with increased rates of entry to the incidence limit, up to three knots per second. 4. Maneuvers with ice accretion prior to normal operation of the ice protection system: For flight in icing conditions before the ice protection system has been activated and is performing its intended function, the handling demonstration requirements identified in section 5(a)(i) must be satisfied using the procedures specified in sections 5(a)(ii)(1) and 5(a)(ii)(2) of these special conditions. The airplane configurations required to be tested must be in accordance with the limitations and procedures for operating the ice protection system provided in the AFM, per Sec. 25.21(g)(1), as modified by and Part II of these special conditions. b. Characteristics in High Incidence Maneuvers In lieu of Sec. 25.203, ``Stall characteristics,'' the following apply: i. Throughout maneuvers with a rate of deceleration of not more than 1 knot per second, both in straight flight and in 30-degree banked turns, the airplane's characteristics must be as follows: 1. There must not be any abnormal nose-up pitching; 2. There must not be any uncommanded nose-down pitching, which would be indicative of stall. However, reasonable attitude changes associated with stabilizing the incidence at Alpha limit, as the longitudinal control reaches the stop would be acceptable; 3. There must not be any uncommanded lateral or directional motion, and the pilot must retain good lateral and directional control by conventional use of the controls throughout the maneuver; and 4. The airplane must not exhibit buffeting of a magnitude and severity that would act as a deterrent from completing the maneuver specified in section 5(a)(i) of these special conditions. ii. In maneuvers with increased rates of deceleration, some degradation of characteristics is acceptable, associated with a transient excursion beyond the stabilized Alpha limit. However, the airplane must not exhibit dangerous characteristics or characteristics that would deter the pilot from holding the longitudinal control on the stop for a period of time appropriate to the maneuver. iii. It must always be possible for flightcrew to reduce incidence by conventional use of the controls. iv. The rate at which the airplane can be maneuvered from trim speeds, associated with scheduled operating speeds such as V2 and VREF up to Alpha limit, must not be unduly damped or be significantly slower than can be achieved on conventionally controlled transport airplanes. c. Characteristics Up to the Maximum Lift Angle of Attack In addition to the requirements in section 5(b) of this special condition, the following requirements apply: i. In non-icing conditions, maneuvers with a rate of deceleration of not more than 1 knot per second, up to the angle of attack corresponding to VSR obtained using sections 3(d) and (e) of this special condition, must be demonstrated in straight flight and in 30-degree banked turns in the following configurations: 1. The high incidence protection system deactivated or adjusted, at the option of the applicant, to allow higher incidence than is possible with the normal production system; 2. Automatic-thrust-increase system inhibited (if applicable); 3. Engines idling; 4. Flaps, landing gear, and deceleration devices in any likely combination of positions not prohibited by the AFM; 5. The most adverse CG for recovery; and 6. The airplane trimmed for straight flight at the speed prescribed in section 3(e)(v) of this special condition. ii. In icing conditions, maneuvers with a rate of deceleration of not more than 1 knot per second up to the maximum angle of attack reached during maneuvers from section 5(a)(ii)(3)(b) must be demonstrated in straight flight with: 1. The high incidence protection system deactivated or adjusted, at the option of the applicant, to allow higher incidence than is possible with the normal production system; 2. Automatic-thrust-increase system inhibited (if applicable); 3. Engines idling; 4. Flaps, landing gear, and deceleration devices in any likely combination of positions not prohibited by the AFM; 5. The most adverse CG for recovery; and 6. The airplane trimmed for straight flight at the speed prescribed in section 3(e)(v) of this special condition. [[Page 22218]] iii. During the maneuvers used to show compliance with sections 5(c)(i) and 5(c)(ii) of Part I of these special conditions, the airplane must not exhibit dangerous characteristics and it must always be possible for flightcrew to reduce angle of attack by conventional use of the controls. The pilot must retain good lateral and directional control, by conventional use of the controls, throughout the maneuver. 6. Atmospheric Disturbances Operation of the high incidence protection system must not adversely affect airplane control during expected levels of atmospheric disturbances, nor impede the application of recovery procedures in case of wind shear. This must be demonstrated in non-icing and icing conditions. 7. None 8. Proof of Compliance Add the following requirement to that of Sec. 25.21: (b) The flying qualities will be evaluated at the most unfavorable CG position. 9. The Design Must Meet the Following Modified Requirements ------------------------------------------------------------------------ 14 CFR section Change ------------------------------------------------------------------------ 25.145(a)................................. ``VMIN'' in lieu of ``stall identification''. 25.145(b)(6).............................. ``VMIN'' in lieu of ``VSW''. 25.175(c) and (d)......................... ``VMIN'' in lieu of ``VSW''. 25.1323(d)................................ ``From 1.23 VSR to VMIN'' in lieu of ``From 1.23 VSR to the speed at which stall warning begins;'' and ``speeds below VMIN'' in lieu of ``speeds below stall warning speed.'' ------------------------------------------------------------------------ Part II: Credit for Robust Envelope Protection in Icing Conditions 1. In lieu of Sec. 25.21(g)(1), the following applies: (g) The requirements of this subpart associated with icing conditions apply only if certification for flight in icing conditions is desired. If certification for flight in icing conditions is desired, the following requirements also apply (see AC 25-25): (1) Each requirement of this subpart, except Sec. Sec. 25.121(a), 25.123(c), 25.143(b)(1) and (b)(2), 25.149, 25.201(c)(2), 25.207(c) and (d), and 25.251(b) through (e), must be met in icing conditions. Compliance must be shown using the ice accretions defined in appendix C to part 25, assuming normal operation of the airplane and its ice protection system in accordance with the operating limitations and operating procedures established by the applicant and provided in the Airplane Flight Manual. 2. In lieu of Sec. 25.103, ``Stall speed,'' define the stall speed as provided in Special Conditions Part I, section 3, ``Minimum Steady Flight Speed and Reference Stall Speed.'' 3. In lieu of Sec. 25.105(a)(2)(i) to read as follows: (2) In icing conditions, if in the configuration of Sec. 25.121(b) with the ``Takeoff Ice'' accretion defined in appendix C to part 25: (i) the V2 speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the takeoff configuration, or 4. In lieu of Sec. 25.107(c) and (g), the following apply, with additional sections (c') and (g'): (c) In non-icing conditions, V2 , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by Sec. 25.121(b) but may not be less than-- 1. V2MIN ; 2. VR plus the speed increment attained (in accordance with Sec. 25.111(c)(2)) before reaching a height of 35 feet above the takeoff surface; and 3. A speed that provides the maneuvering capability specified in Sec. 25.143(h). (c') In icing conditions with the ``Takeoff Ice'' accretion defined in appendix C to part 25, V2 may not be less than-- 1. The V2 speed determined in non-icing conditions. 2. A speed that provides the maneuvering capability specified in Sec. 25.143(h). (g) In non-icing conditions, VFTO , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by Sec. 25.121(c), but may not be less than-- 1. 1.18 VSR ; and 2. A speed that provides the maneuvering capability specified in Sec. 25.143(h). (g') In icing conditions with the ``Final Takeoff Ice'' accretion defined in appendix C to part 25, VFTO may not be less than-- 1. The VFTO speed determined in non-icing conditions. 2. A speed that provides the maneuvering capability specified in Sec. 25.143(h). 5. In lieu of Sec. Sec. 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), the following apply: Sec. 25.121 Climb: One-engine inoperative: (b) Takeoff; landing gear retracted. In the takeoff configuration existing at the point of the flight path at which the landing gear is fully retracted, and in the configuration used in Sec. 25.111, but without ground effect, * * * 2. The requirements of subparagraph (b)(1) of this section must be met: * * * (ii) In icing conditions with the ``Takeoff Ice'' accretion defined in appendix C of part 25, if in the configuration of Sec. 25.121(b) with the ``Takeoff Ice'' accretion: (A) The V2 speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the takeoff configuration; or (c) Final takeoff. In the en route configuration at the end of the takeoff path determined in accordance with Sec. 25.111: * * * 2. The requirements of subparagraph (c)(1) of this section must be met: * * * (ii) In icing conditions with the ``Final Takeoff Ice'' accretion defined in appendix C of part 25, if: (A) The VFTO speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the en route configuration; or (d) Approach. In a configuration corresponding to the normal all- engines operating procedure in which VSR for this configuration does not exceed 110 percent of the VSR for the related all-engines-operating landing configuration: * * * * * 2. The requirements of sub-paragraph (d)(1) of this section must be met: * * * * * (ii) In icing conditions with the ``Approach Ice'' accretion defined in appendix C to part 25, in a configuration corresponding to the normal all-engines-operating procedure in which VMIN1g for this configuration does not exceed 110% of the VMIN1g for the related all engines-operating landing configuration in icing, with a climb speed established with normal landing procedures, but not more than 1.4 VSR (VSR determined in non-icing conditions). 6. In lieu of Sec. 25.123 (b)(2)(i), the following applies: Sec. 25.123 En route flight paths: (b) The one-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 1.1 percent for two-engine airplanes, 1.4 percent for three-engine airplanes, and 1.6 percent for four-engine airplanes. * * * * * 2. In icing conditions with the ``En route Ice'' accretion defined in appendix C to part 25 if: [[Page 22219]] (i) The minimum en route speed scheduled in non-icing conditions does not provide the maneuvering capability specified in Sec. 25.143(h) for the en route configuration, or 7. In lieu of Sec. 25.125(b)(2)(ii)(B) and Sec. 25.125(b)(2)(ii)(C), the following applies: Sec. 25.125 Landing. (b) In determining the distance in (a): * * * * * 2. A stabilized approach, with a calibrated airspeed of not less than VREF , must be maintained down to the 50-foot height. * * * * * (ii) In icing conditions, VREF may not be less than: (A) The speed determined in sub-paragraph (b)(2)(i) of this section; (B) A speed that provides the maneuvering capability specified in Sec. 25.143(h) with the ``Landing Ice'' accretion defined in appendix C to part 25. 8. In lieu of Sec. 25.143(j), the following applies: Sec. 25.143 General. (j) For flight in icing conditions--before the ice protection system has been activated and is performing its intended function--the following requirements apply: (1) If activating the ice protection system depends on the pilot seeing a specified ice accretion on a reference surface (not just the first indication of icing), the requirements of Sec. 25.143 apply with the ice accretion defined in part II(e) of appendix C to part 25. (2) For other means of activating the ice protection system, it must be demonstrated in flight with the ice accretion defined in part II(e) of appendix C to part 25 that: (i) The airplane is controllable in a pull-up maneuver up to 1.5 g load factor or lower if limited by AOA protection; and (ii) There is no reversal of pitch control force during a pushover maneuver down to 0.5 g load factor. 9. In lieu of Sec. 25.207, ``Stall warning,'' to read as the requirements defined in Part I of these special conditions. Issued in Renton, Washington, on May 8, 2018. Victor Wicklund, Manager, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service. [FR Doc. 2018-10168 Filed 5-11-18; 8:45 am] BILLING CODE 4910-13-P
![22214 Federal Register / Vol. 83, No. 93 / Monday, May 14, 2018 / Proposed Rules
of this action, nor have any compliance standards that the Administrator significantly affect the certification of
requirements changed. Also, this action considers necessary to establish a level the airplane and thus delivery of the
does not provide for any new or of safety equivalent to that established airplane, we are shortening the public-
changed reporting and recordkeeping by the existing airworthiness standards. comment period to 20 days.
requirements. Accordingly, all DATES: Send your comments on or Comments Invited
supporting forms for the proposed before June 4, 2018.
program will be withdrawn. We invite interested people to take
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Termination of Proceeding by docket number FAA–2015–0310
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determined that the rulemaking http://www.regulations.gov/ and follow specific portion of the special
proceeding proposing to establish a the online instructions for sending your conditions, explain the reason for any
national research and promotion comments electronically. recommended change, and include
program for certified organic products • Mail: Send comments to Docket supporting data.
should be and is hereby terminated. Operations, M–30, U.S. Department of We will consider all comments we
Transportation (DOT), 1200 New Jersey receive by the closing date for
List of Subjects in 7 CFR Part 1255 comments. We may change these special
Avenue SE, Room W12–140, West
Administrative practice and Building Ground Floor, Washington, DC conditions based on the comments we
procedure, Advertising, Consumer 20590–0001. receive.
information, Marketing agreements, • Hand Delivery or Courier: Take Background
Organic, Promotion, Reporting and comments to Docket Operations in
recordkeeping requirements. On June 30, 2013, Gulfstream
Room W12–140 of the West Building
Aerospace Corporation applied for a
Authority: 7 U.S.C. 7411–7425; 7 U.S.C. Ground Floor at 1200 New Jersey
7401.
type certificate for its new Model GVII–
Avenue SE, Washington, DC, between 9
G500 series airplane. The Gulfstream
Dated: May 8, 2018. a.m. and 5 p.m., Monday through
Model GVII–G500 series airplane will be
Bruce Summers, Friday, except Federal holidays.
• Fax: Fax comments to Docket a business jet with seating for up to 19
Acting Administrator, Agricultural Marketing passengers. It will incorporate a low,
Service. Operations at 202–493–2251.
Privacy: The FAA will post all swept-wing design with a T-tail. The
[FR Doc. 2018–10131 Filed 5–11–18; 8:45 am]
comments it receives, without change, powerplant will consist of two aft-
BILLING CODE 3410–02–P
to http://www.regulations.gov/, fuselage-mounted turbofan engines. The
including any personal information the Gulfstream Model GVII–G500 series
commenter provides. Using the search airplane’s maximum takeoff weight will
DEPARTMENT OF TRANSPORTATION function of the docket website, anyone be approximately 79,600 lbs.
can find and read the electronic form of The high incidence protection system
Federal Aviation Administration prevents the airplane from stalling at
all comments received into any FAA
docket, including the name of the low speeds and, therefore, a stall
14 CFR Part 25 warning system is not needed during
individual sending the comment (or
Docket No. FAA–2015–0310; Notice No. 25– signing the comment for an association, normal flight conditions.
18–02–SC] business, labor union, etc.). DOT’s Type Certification Basis
complete Privacy Act Statement can be Under the provisions of title 14, Code
Special Conditions: Gulfstream found in the Federal Register published
Aerospace Corporation Model GVII– of Federal Regulations (14 CFR) 21.17,
on April 11, 2000 (65 FR 19477–19478). Gulfstream Aerospace Corporation must
G500 Series Airplanes; Flight Envelope Docket: Background documents or
Protection—High Incidence Protection show that the Model GVII–G500 series
comments received may be read at
System. airplane meets the applicable provisions
http://www.regulations.gov/ at any time.
of 14 CFR part 25, as amended by
AGENCY: Federal Aviation Follow the online instructions for
amendments 25–1 through 25–137.
Administration (FAA), DOT. accessing the docket or go to Docket If the Administrator finds that the
Operations in Room W12–140 of the applicable airworthiness regulations
ACTION: Notice of proposed special
West Building Ground Floor at 1200 (i.e., 14 CFR part 25) do not contain
conditions. New Jersey Avenue SE, Washington, adequate or appropriate safety standards
SUMMARY: This action proposes special DC, between 9 a.m. and 5 p.m., Monday for the Gulfstream Model GVII–G500
conditions for the Gulfstream Aerospace through Friday, except Federal holidays. series airplane because of a novel or
Corporation (Gulfstream) Model GVII– FOR FURTHER INFORMATION CONTACT: Joe unusual design feature, special
G500 series airplanes. These airplanes Jacobsen, Airframe & Flight Crew conditions are prescribed under the
will have a novel or unusual design Interface Section, AIR–671, Transport provisions of § 21.16.
feature when compared to the state of Standards Branch, Policy and Special conditions are initially
technology and design envisioned in the Innovation Division, Aircraft applicable to the model for which they
airworthiness standards for transport Certification Service, Federal Aviation are issued. Should the type certificate
category airplanes. This design feature Administration, 2200 SE 216th Street, for that model be amended later to
amozie on DSK3GDR082PROD with PROPOSALS
is a high incidence protection system Des Moines, Washington 98098; include any other model that
that limits the angle of attack at which telephone and facsimile 206–231–3158; incorporates the same novel or unusual
the airplane can be flown during normal email Joe.Jacobsen@faa.gov. design feature, these special conditions
low speed operation. The applicable SUPPLEMENTARY INFORMATION: would also apply to the other model
airworthiness regulations do not contain Certification of the Gulfstream Model under § 21.101.
adequate or appropriate safety standards GVII–G500 series airplanes is currently In addition to the applicable
for this design feature. These special scheduled for July 2018. Because a airworthiness regulations and special
conditions contain the additional safety delay in design approval would conditions, the Gulfstream Model GVII–
VerDate Sep<11>2014 16:11 May 11, 2018 Jkt 244001 PO 00000 Frm 00002 Fmt 4702 Sfmt 4702 E:\FR\FM\14MYP1.SGM 14MYP1](https://thefederalregister.org/doc/83_FR_22307/page/1.svg)
![Federal Register / Vol. 83, No. 93 / Monday, May 14, 2018 / Proposed Rules 22219
(i) The minimum en route speed DEPARTMENT OF TRANSPORTATION this material at the FAA, call 206–231–
scheduled in non-icing conditions does 3195.
not provide the maneuvering capability Federal Aviation Administration
Examining the AD Docket
specified in § 25.143(h) for the en route
configuration, or 14 CFR Part 39 You may examine the AD docket on
7. In lieu of § 25.125(b)(2)(ii)(B) and the internet at http://
[Docket No. FAA–2018–0364; Product
§ 25.125(b)(2)(ii)(C), the following Identifier 2017–NM–154–AD] www.regulations.gov by searching for
applies: and locating Docket No. FAA–2018–
RIN 2120–AA64 0364; or in person at the Docket
§ 25.125 Landing. Management Facility between 9 a.m.
(b) In determining the distance in (a): Airworthiness Directives; Airbus and 5 p.m., Monday through Friday,
Airplanes except Federal holidays. The AD docket
* * * * *
AGENCY: Federal Aviation contains this NPRM, the regulatory
2. A stabilized approach, with a
Administration (FAA), DOT. evaluation, any comments received, and
calibrated airspeed of not less than
ACTION: Notice of proposed rulemaking other information. The street address for
VREF, must be maintained down to the
(NPRM). the Docket Operations office (telephone
50-foot height.
800–647–5527) is in the ADDRESSES
* * * * * SUMMARY: We propose to adopt a new section. Comments will be available in
(ii) In icing conditions, VREF may not airworthiness directive (AD) for all the AD docket shortly after receipt.
be less than: Airbus Model A300 and A310 series FOR FURTHER INFORMATION CONTACT: Dan
(A) The speed determined in sub- airplanes; Model A300 B4–600, B4– Rodina, Aerospace Engineer,
paragraph (b)(2)(i) of this section; 600R, and F4–600R series airplanes, and International Section, Transport
Model A300 C4–605R Variant F Standards Branch, FAA, 2200 South
(B) A speed that provides the
airplanes (collectively called Model 216th St., Des Moines, WA 98198;
maneuvering capability specified in
A300–600 series airplanes). This telephone and fax 206–231–3225.
§ 25.143(h) with the ‘‘Landing Ice’’
proposed AD was prompted by a SUPPLEMENTARY INFORMATION:
accretion defined in appendix C to part
determination that new or more
25. Comments Invited
restrictive maintenance requirements
8. In lieu of § 25.143(j), the following and airworthiness limitations are We invite you to send any written
applies: necessary. This proposed AD would relevant data, views, or arguments about
§ 25.143 General. require revising the maintenance or this proposal. Send your comments to
(j) For flight in icing conditions— inspection program, as applicable, to an address listed under the ADDRESSES
before the ice protection system has incorporate new or more restrictive section. Include ‘‘Docket No. FAA–
been activated and is performing its maintenance requirements and 2018–0364; Product Identifier 2017–
intended function—the following airworthiness limitations. We are NM–154–AD’’ at the beginning of your
requirements apply: proposing this AD to address the unsafe comments. We specifically invite
condition on these products. comments on the overall regulatory,
(1) If activating the ice protection
DATES: We must receive comments on economic, environmental, and energy
system depends on the pilot seeing a
this proposed AD by June 28, 2018. aspects of this NPRM. We will consider
specified ice accretion on a reference
ADDRESSES: You may send comments, all comments received by the closing
surface (not just the first indication of
using the procedures found in 14 CFR date and may amend this NPRM based
icing), the requirements of § 25.143
11.43 and 11.45, by any of the following on those comments.
apply with the ice accretion defined in
methods: We will post all comments we
part II(e) of appendix C to part 25.
• Federal eRulemaking Portal: Go to receive, without change, to http://
(2) For other means of activating the http://www.regulations.gov. Follow the www.regulations.gov, including any
ice protection system, it must be instructions for submitting comments. personal information you provide. We
demonstrated in flight with the ice • Fax: 202–493–2251. will also post a report summarizing each
accretion defined in part II(e) of • Mail: U.S. Department of substantive verbal contact we receive
appendix C to part 25 that: Transportation, Docket Operations, M– about this NPRM.
(i) The airplane is controllable in a 30, West Building Ground Floor, Room Discussion
pull-up maneuver up to 1.5 g load factor W12–140, 1200 New Jersey Avenue SE,
or lower if limited by AOA protection; Washington, DC 20590. The European Aviation Safety Agency
and • Hand Delivery: Deliver to Mail (EASA), which is the Technical Agent
address above between 9 a.m. and 5 for the Member States of the European
(ii) There is no reversal of pitch
p.m., Monday through Friday, except Union, has issued EASA Airworthiness
control force during a pushover
Federal holidays. Directive 2017–0204, dated October 12,
maneuver down to 0.5 g load factor.
For service information identified in 2017 (referred to after this as the
9. In lieu of § 25.207, ‘‘Stall warning,’’ this NPRM, contact Airbus SAS, Mandatory Continuing Airworthiness
to read as the requirements defined in Airworthiness Office—EAW, 1 Rond Information, or ‘‘the MCAI’’), to correct
Part I of these special conditions. Point Maurice Bellonte, 31707 Blagnac an unsafe condition for all Airbus
amozie on DSK3GDR082PROD with PROPOSALS
Issued in Renton, Washington, on May 8, Cedex, France; telephone +33 5 61 93 36 Model A300 and A310 series airplanes,
2018. 96; fax +33 5 61 93 44 51; email and Model A300 B4–600, B4–600R, and
Victor Wicklund, account.airworth-eas@airbus.com; F4–600R series airplanes, and Model
Manager, Transport Standards Branch, Policy internet http://www.airbus.com. You A300 C4–605R Variant F airplanes
and Innovation Division, Aircraft may view this service information at the (collectively called Model A300–600
Certification Service. FAA, Transport Standards Branch, 2200 series airplanes). The MCAI states:
[FR Doc. 2018–10168 Filed 5–11–18; 8:45 am] South 216th Street, Des Moines, WA. The airworthiness limitations for the
BILLING CODE 4910–13–P For information on the availability of Airbus A300, A310, A300–600 and A300–
VerDate Sep<11>2014 16:11 May 11, 2018 Jkt 244001 PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 E:\FR\FM\14MYP1.SGM 14MYP1](https://thefederalregister.org/doc/83_FR_22307/page/6.svg)
Document Created: 2018-05-12 01:11:27
Document Modified: 2018-05-12 01:11:27
| 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 June 4, 2018. | |
| Contact | Joe Jacobsen, Airframe & Flight Crew Interface Section, AIR-671, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 SE 216th Street, Des Moines, Washington 98098; telephone and facsimile 206-231-3158; email [email protected] | |
| FR Citation | 83 FR 22214 | |
| CFR Associated | Aircraft; Aviation Safety; Reporting and Recordkeeping Requirements |
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