Special Conditions: Gulfstream Model GVI Airplane; High Incidence Protection, 80735-80738 [2010-32236]

Download as PDF srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules and provide evidence to support your answers. 7. How should total fraction exposure data be compared to inhalable fraction exposure measurements? Please explain your answer and provide evidence to support your answer. 8. Should surface area action levels be established, or should DOE consider controlling the health risk of surface levels by establishing a low airborne action level that precludes beryllium settling out on surfaces, and administrative controls that prevent the buildup of beryllium on surfaces? If surface area action levels are established, what should be the DOE surface area action levels? If a low airborne action level should be established in lieu of the surface area action level, what should that airborne action level be? What, if any, additional administrative controls to prevent the buildup on surfaces should be established? Please explain each of your answers and provide evidence to support your answers. 9. Should warning labels be required for the transfer, to either another DOE entity or to an entity to whom this rule does not apply, of items with surface areas that are free of removable surface levels of beryllium but which may contain surface contamination that is inaccessible or has been sealed with hard-to-remove substances, e.g., paint? Please explain your answer and provide evidence to support your answer. 10. Should the Department establish both surface level and aggressive air sampling criteria (modeled after the U.S. Environmental Protection Agency’s aggressive air sampling criteria to clear an area after asbestos abatement) for releasing areas in a facility, or should the Department consider establishing only the aggressive air sampling criteria? Please explain your answers and provide evidence to support your answers. 11. Currently, after the site occupational medicine director has determined that a beryllium worker should be medically removed from exposure to beryllium, the worker must consent to the removal. Should the Department continue to require the worker’s consent for medical removal, or require mandatory medical removal? Please explain your answers. Issued in Washington, DC, on December 20, 2010. Glenn S. Podonsky, Chief Health, Safety and Security Officer, Office of Health, Safety and Security. [FR Doc. 2010–32258 Filed 12–22–10; 8:45 am] BILLING CODE 6450–01–P VerDate Mar<15>2010 16:52 Dec 22, 2010 Jkt 223001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. NM438 Special Conditions No. 25–10–03–SC] Special Conditions: Gulfstream Model GVI Airplane; High Incidence Protection Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. AGENCY: This action proposes special conditions for the Gulfstream GVI airplane. This airplane will have novel or unusual design features when compared to the state of technology envisioned in the airworthiness standards for transport category airplanes associated with the use of high incidence protection. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for these design features. These proposed special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: We must receive your comments by February 7, 2011. ADDRESSES: You must mail two copies of your comments to: Federal Aviation Administration, Transport Airplane Directorate, Attn: Rules Docket (ANM– 113), Docket No. NM438, 1601 Lind Avenue, SW., Renton, Washington 98057–3356. You may deliver two copies to the Transport Airplane Directorate at the above address. You must mark your comments: Docket No. NM438. You can inspect comments in the Rules Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m. FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane & Flightcrew Interface Branch, ANM–111, Transport Standards Staff, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW., Renton, Washington, 98057–3356; telephone (425) 227–2011; facsimile (425) 227–1320. SUPPLEMENTARY INFORMATION: SUMMARY: 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 PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 80735 conditions, explain the reason for any recommended change, and include supporting data. We ask that you send us two copies of written comments. We will file in the docket all comments we receive, as well as a report summarizing each substantive public contact with FAA personnel concerning these special conditions. You can inspect the docket before and after the comment closing date. If you wish to review the docket in person, go to the address in the ADDRESSES section of this preamble between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal holidays. We will consider all comments we receive on or before the closing date for comments. We will consider comments filed late if it is possible to do so without incurring expense or delay. We may change these special conditions based on the comments we receive. If you want us to acknowledge receipt of your comments on this proposal, include with your comments a selfaddressed, stamped postcard on which you have written the docket number. We will stamp the date on the postcard and mail it back to you. Background On March 29, 2005, Gulfstream Aerospace Corporation (hereafter referred to as ‘‘Gulfstream’’) applied for an FAA type certificate for its new Gulfstream Model GVI passenger airplane. Gulfstream later applied for, and was granted, an extension of time for the type certificate, which changed the effective application date to September 28, 2006. The Gulfstream Model GVI airplane will be an all-new, two-engine jet transport airplane with an executive cabin interior. The maximum takeoff weight will be 99,600 pounds, with a maximum passenger count of 19 passengers. Type Certification Basis Under provisions of Title 14, Code of Federal Regulations (14 CFR) 21.17, Gulfstream must show that the Gulfstream Model GVI airplane (hereafter referred to as ‘‘the GVI’’) meets the applicable provisions of 14 CFR part 25, as amended by Amendments 25–1 through 25–119, 25–122, and 25–124. 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 GVI because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16. In addition to complying with the applicable airworthiness regulations and special conditions, the GVI must E:\FR\FM\23DEP1.SGM 23DEP1 80736 Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules 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 also issue a finding of regulatory adequacy pursuant to section 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 § 11.38, and they become part of the type certification basis under § 21.17(a)(2). 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 features, the special conditions would also apply to the other model under provisions of § 21.101. Novel or Unusual Design Features The GVI is equipped with a novel or unusual design feature: A high incidence protection system that replaces the stall warning system during normal operating conditions, prohibits the airplane from stalling, limits the angle of attack at which the airplane can be flown during normal low speed operation, and cannot be overridden by the flight crew. The system’s application of this angle of attack limit impacts the stall speed determination, the stall characteristics, the stall warning demonstration, and the longitudinal airplane handling characteristics. The current regulations, including §§ 25.103, 25.145, 25.201, 25.203, 25.207 and 25.1323, do not address this type of protection feature. Discussion of Proposed Special Conditions Special conditions are proposed to address this novel or unusual design feature of the GVI. These special conditions, which include airplane performance requirements, will establish a level of safety equivalent to the current regulations for reference stall speeds, stall warning, stall characteristics, and miscellaneous other minimum reference speeds. srobinson on DSKHWCL6B1PROD with PROPOSALS Applicability As discussed above, these proposed special conditions are applicable to the high incidence protection system on the GVI. 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 features, these proposed special conditions would apply to that model as well. VerDate Mar<15>2010 16:52 Dec 22, 2010 Jkt 223001 Conclusion This action affects only certain novel or unusual design features of the GVI. It is not a rule of general applicability. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. The Proposed Special Conditions Accordingly, the Federal Aviation Administration (FAA) proposes the following special conditions as part of the type certification basis for the GVI airplanes. 1. Definitions. For terminology that does not appear in the regulations, the following definitions apply to these proposed special conditions: (a) Electronic Flight Control System (EFCS)—The electronic and software command and control elements of the flight control system. (b) High Incidence Protection Function—An airplane level function that automatically limits the maximum angle of attack that can be attained to a value below that at which an aerodynamic stall would occur. (c) Alpha-Limit—The maximum angle of attack at which the airplane stabilizes with the high incidence protection function operating and the longitudinal control held on its aft stop. (d) Vmin—The minimum stabilized flight speed in calibrated airspeed obtained when the airplane is decelerated at an entry rate not exceeding 1 knot/sec until the longitudinal pilot control is on the aft stop with the high incidence protection function operating. (e) Vmin1g—Vmin corrected to 1g conditions. 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—In lieu of §§ 25.103, 25.145, 25.201, 25.203, 25.207 and 25.1323 the following special conditions are proposed for capability and reliability requirements: (a) It must not be possible during pilot-induced maneuvers to encounter a stall, and handling characteristics must be acceptable as required by paragraphs 5 and 6 of this proposed special condition. (b) The airplane must be protected against stalling due to the effects of environmental conditions such as PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 windshear and gusts at low speeds as required by paragraph 7 of this proposed special condition. (c) The ability of the high incidence protection function to accommodate any reduction in stalling angle of attack resulting from flight in the atmospheric icing conditions of 14 CFR part 25, appendix C, must be verified. (d) The reliability of the high incidence protection function and the effects of failures must be acceptable in accordance with § 25.1309. (e) The high incidence protection function must not impede maneuvering for pitch angles up to the maximum required for normal maneuvering including an all-engines operating takeoff plus a suitable margin to allow for satisfactory speed control. 3. Minimum Steady Flight Speed and Reference Stall Speed—In lieu of the requirements of § 25.103, the following special condition is proposed: (a) Vmin—The minimum steady flight speed, for the airplane configuration under consideration and with the high incidence protection function operating, is the final stabilized calibrated airspeed obtained when the airplane is decelerated at an entry rate not exceeding 1 knot per second until the longitudinal pilot control is on its stop. (b) The minimum steady flight speed, Vmin, must be determined with: (1) The high incidence protection function operating normally. (2) Idle thrust. (3) All combinations of flap settings and landing gear positions. (4) The weight used when VSR is being used as a factor to determine compliance with a required performance standard. (5) The most unfavorable center of gravity allowable. (6) 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. (7) The settings of the high incidence protection function, stall warning system, and stall identification system (if applicable) set at the low angle of attack tolerance limit, unless the production tolerances are acceptably small so as to produce insignificant changes in performance determinations. (c) Vmin1g—Vmin corrected to 1g conditions, which 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. Vmin1g is defined as follows: E:\FR\FM\23DEP1.SGM 23DEP1 Where: VCLMAX is the calibrated airspeed obtained when the load factor-corrected lift coefficient srobinson on DSKHWCL6B1PROD with PROPOSALS is first a maximum during the maneuver prescribed in paragraph 3(e)(7) of this special condition. nZW = Load factor normal to the flight path at VCLMAX W = Airplane gross weight; S = Aerodynamic reference wing area; and q = Dynamic pressure. (e) VSR must be determined with the following conditions: (1) Engines idling, or, if that resultant thrust causes an appreciable decrease in stall speed, not more than zero thrust at the stall speed. (2) 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. (3) The weight used when VSR is being used as a factor to determine compliance with a required performance standard. (4) The center of gravity position that results in the highest value of reference stall speed. (5) 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. (6) The high incidence protection function disabled, or adjusted to a high enough incidence to allow full development of the maneuver to the angle of attack corresponding to VSR. (7) From the stabilized trim condition, apply the longitudinal control to decelerate the airplane so that the speed reduction does not exceed one knot per second. (f) The flight characteristics at the angle of attack corresponding to VSR must be suitable in the traditional sense at forward and aft center of gravity in straight and turning flight at IDLE power. VerDate Mar<15>2010 16:52 Dec 22, 2010 Jkt 223001 4. Stall Warning (a) Normal Operation—If the conditions of paragraph 2 of this proposed special condition are satisfied, a level of safety equivalent to that intended by § 25.207, Stall warning, will have been met. (b) Failure Cases—Following failures of the high incidence protection function not shown to be extremely improbable, if the function no longer satisfies paragraphs 2(a), 2(b), and 2(c) of this proposed special condition, stall warning must be provided in accordance with § 25.207. The stall warning should prevent inadvertent stall in the following conditions: (1) Power off straight stall approaches to a speed 5 percent below the warning onset. (2) Turning flight stall approaches with at least 1.5g load factor normal to the flight path at an entry rate of at least 2 knots per second when recovery is initiated not less than one second after the warning onset. 5. High Incidence Handling Demonstrations—In lieu of the requirements of § 25.201, the following special conditions are proposed: (a) Maneuvers to the limit of the longitudinal control, in the nose up direction, must be demonstrated in straight flight and in 30 degree banked turns under the following conditions: (1) The high incidence protection function operating normally. (2) Power off. (3) At a power level necessary to maintain level flight at 1.5 VSR1, where VSR1 is the reference stall speed with the flaps in the approach position, the landing gear retracted, and with the aircraft at its maximum landing weight. The flap position to be used to determine this power setting is that position in which the stall speed, VSR1, does not exceed 110% of the stall speed, VSR0, with the flaps in the most extended landing position. (b) In each condition required by paragraph (a) of this section, it must be possible to meet the applicable requirements of § 25.203 defined in paragraph 6 of this proposed special condition with: (1) Flaps, landing gear, and deceleration devices in any likely combination of positions not prohibited. (2) Deceleration devices include spoilers and other drag devices when PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 E:\FR\FM\23DEP1.SGM 23DEP1 EP23DE10.006</GPH> (d) The reference stall speed, VSR, is a calibrated airspeed selected by the applicant. VSR may not be less than a 1g stall speed. VSR is expressed as: used as air brakes, and thrust reversers. High incidence maneuver demonstrations with deceleration devices deployed should be carried out with power off except where power is normally applied during operations (e.g., use of extended airbrakes during landing). (3) Representative weights within the range for which certification is requested. (4) The most adverse center of gravity. (5) The airplane trimmed for straight flight at the speed prescribed in paragraph 3(e)(5) of this proposed special condition. (6) The settings of the high incidence protection function, stall warning system, and stall identification system (if applicable) set at the high angle of attack tolerance limit, unless the production tolerances are acceptably small so as to produce insignificant changes in performance determinations. (c) The following procedures must be used to show compliance with § 25.203 as amended by paragraph 6 of this proposed special condition: (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 one 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 then recovered by normal recovery techniques. (3) The requirements for turning flight maneuver demonstrations must also be met with accelerated rates of entry to the incidence limit, up to the maximum rate achievable. 6. Characteristics in High Incidence Maneuvers—In lieu of the requirements of § 25.203, the following special condition is proposed: (a) Throughout maneuvers with a rate of deceleration of not more than 1 knot per second, both in straight flight and in 30 degree banked turns, the airplane’s characteristics must be as follows: (1) No abnormal airplane nose-up pitching. (2) No uncommanded nose-down pitching (which is indicative of stall). However, reasonable attitude changes associated with stabilizing the incidence at alpha limit as the longitudinal control reaches the stop is acceptable. Any reduction of pitch attitude associated with stabilizing the incidence at the alpha limit should be achieved smoothly and at a low pitch rate, so it is not likely to be mistaken for natural stall identification. EP23DE10.005</GPH> Where: nZW = load factor normal to the flight path at Vmin. (g) If VSR is chosen equal to VMIN,1g, an equivalent safety finding to the intent of § 25.103 may be considered to have been met. The applicant may choose VSR to be less than VMIN,1g but not less than VS1g if compensating factors are provided to ensure safe characteristics. 80737 EP23DE10.004</GPH> Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules srobinson on DSKHWCL6B1PROD with PROPOSALS 80738 Federal Register / Vol. 75, No. 246 / Thursday, December 23, 2010 / Proposed Rules (3) No uncommanded lateral or directional motion, and the pilot must retain good lateral and directional control by conventional use of the cockpit controls throughout the maneuver. (4) The airplane must not exhibit buffeting of a magnitude or severity that would act as a deterrent to completing the maneuver specified in § 25.201(a) as amended by this proposed special condition. (b) In maneuvers with increased rates of deceleration, some degradation of characteristics associated with a transient excursion beyond the stabilized alpha-limit is acceptable. However, the airplane must not exhibit dangerous characteristics or characteristics that would deter the pilot from holding the longitudinal control on the aft stop for a period of time appropriate to the maneuvers. (c) It must always be possible to reduce incidence by conventional use of the longitudinal control. (d) The rate at which the airplane can be maneuvered from trim speeds associated with scheduled operating speeds, such as V2 and VREF up to alphalimit, should not be unduly damped or significantly slower than can be achieved on conventionally controlled transport airplanes. 7. Atmospheric Disturbances— Operation of the high incidence protection function must not adversely affect aircraft control during expected levels of atmospheric disturbances, nor impede the application of recovery procedures in case of windshear. Simulator tests and analysis may be used to evaluate such conditions, but must be validated by limited flight testing to confirm handling qualities at critical loading conditions. 8. Longitudinal Control—In lieu of the requirements of § 25.145(a), (a)(1) and (b)(6), the following special conditions are proposed: (a) It must be possible, at any point between the trim speed prescribed in § 25.103(b)(6) as amended by this proposed special condition and Vmin, to pitch the nose downward so that the acceleration to this selected trim speed is prompt. (b) With the landing gear extended, no change in trim control, or exertion of more than 50 pounds control force (representative of the maximum shortterm force that can be applied readily by one hand) may be required for the following maneuver: With power off, flaps extended and the airplane trimmed at 1.3 VSR1, obtain and maintain airspeeds between Vmin and either 1.6VSR1 or VFE, whichever is lower. VerDate Mar<15>2010 16:52 Dec 22, 2010 Jkt 223001 9. Airspeed Indicating System—In lieu of § 25.1323(c)(1) and (c)(2), the following special conditions are proposed: (a) VMO to Vmin with the flaps retracted; and (b) Vmin to VFE with flaps in the landing position. Issued in Renton, Washington, on December 13, 2010. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–32236 Filed 12–22–10; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2008–0847; Directorate Identifier 2008–NM–056–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Model 777–200, –200LR, –300, and –300ER Series Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of comment period. AGENCY: We are revising an earlier proposed airworthiness directive (AD) for certain Model 777–200, –200LR, –300, and –300ER series airplanes. The original NPRM would have required doing an inspection to identify the part number of the motor operated valve (MOV) actuators of the main and center fuel tanks; replacing certain MOV actuators with new MOV actuators; and measuring the electrical resistance of the bond from the adapter plate to the airplane structure, and doing corrective actions if necessary. The original NPRM also would have required revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness. The original NPRM resulted from fuel system reviews conducted by the manufacturer. This action revises the original NPRM by adding airplanes to the applicability. This action also revises the original NPRM by removing the requirement for revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness. We are proposing this supplemental NPRM to prevent electrical current from flowing through an MOV actuator into a fuel tank, which could create a potential ignition source inside the fuel tank. This condition, in SUMMARY: PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. We must receive comments on this supplemental NPRM by January 18, 2011. DATES: You may send comments by any of the following methods: • Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P. O. Box 3707, MC 2H–65, Seattle, Washington 98124– 2207; telephone 206–544–5000, extension 1; fax 206–766–5680; e-mail me.boecom@boeing.com; Internet https://www.myboeingfleet.com. You may review copies of the referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227– 1221. ADDRESSES: Examining the AD Docket You may examine the AD docket on the Internet at http:// www.regulations.gov; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (telephone 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. Tak Kobayashi, Aerospace Engineer, Propulsion Branch, ANM–140S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 917–6499; fax (425) 917–6590. FOR FURTHER INFORMATION CONTACT: SUPPLEMENTARY INFORMATION: E:\FR\FM\23DEP1.SGM 23DEP1

Agencies

[Federal Register Volume 75, Number 246 (Thursday, December 23, 2010)]
[Proposed Rules]
[Pages 80735-80738]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-32236]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM438 Special Conditions No. 25-10-03-SC]


Special Conditions: Gulfstream Model GVI Airplane; High Incidence 
Protection

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Gulfstream GVI 
airplane. This airplane will have novel or unusual design features when 
compared to the state of technology envisioned in the airworthiness 
standards for transport category airplanes associated with the use of 
high incidence protection. The applicable airworthiness regulations do 
not contain adequate or appropriate safety standards for these design 
features. These proposed special conditions contain the additional 
safety standards that the Administrator considers necessary to 
establish a level of safety equivalent to that established by the 
existing airworthiness standards.

DATES: We must receive your comments by February 7, 2011.

ADDRESSES: You must mail two copies of your comments to: Federal 
Aviation Administration, Transport Airplane Directorate, Attn: Rules 
Docket (ANM-113), Docket No. NM438, 1601 Lind Avenue, SW., Renton, 
Washington 98057-3356. You may deliver two copies to the Transport 
Airplane Directorate at the above address. You must mark your comments: 
Docket No. NM438. You can inspect comments in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, FAA, Airplane & 
Flightcrew Interface Branch, ANM-111, Transport Standards Staff, 
Transport Airplane Directorate, Aircraft Certification Service, 1601 
Lind Avenue, SW., Renton, Washington, 98057-3356; telephone (425) 227-
2011; facsimile (425) 227-1320.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, or views. The most helpful comments 
reference a specific portion of the special conditions, explain the 
reason for any recommended change, and include supporting data. We ask 
that you send us two copies of written comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning these special conditions. You can inspect the docket before 
and after the comment closing date. If you wish to review the docket in 
person, go to the address in the ADDRESSES section of this preamble 
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    We will consider all comments we receive on or before the closing 
date for comments. We will consider comments filed late if it is 
possible to do so without incurring expense or delay. We may change 
these special conditions based on the comments we receive. If you want 
us to acknowledge receipt of your comments on this proposal, include 
with your comments a self-addressed, stamped postcard on which you have 
written the docket number. We will stamp the date on the postcard and 
mail it back to you.

Background

    On March 29, 2005, Gulfstream Aerospace Corporation (hereafter 
referred to as ``Gulfstream'') applied for an FAA type certificate for 
its new Gulfstream Model GVI passenger airplane. Gulfstream later 
applied for, and was granted, an extension of time for the type 
certificate, which changed the effective application date to September 
28, 2006. The Gulfstream Model GVI airplane will be an all-new, two-
engine jet transport airplane with an executive cabin interior. The 
maximum takeoff weight will be 99,600 pounds, with a maximum passenger 
count of 19 passengers.

Type Certification Basis

    Under provisions of Title 14, Code of Federal Regulations (14 CFR) 
21.17, Gulfstream must show that the Gulfstream Model GVI airplane 
(hereafter referred to as ``the GVI'') meets the applicable provisions 
of 14 CFR part 25, as amended by Amendments 25-1 through 25-119, 25-
122, and 25-124. 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 GVI because of a novel 
or unusual design feature, special conditions are prescribed under the 
provisions of Sec.  21.16.
    In addition to complying with the applicable airworthiness 
regulations and special conditions, the GVI must

[[Page 80736]]

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 also issue a finding of regulatory adequacy pursuant to 
section 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).
    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 features, the special conditions would also apply to the 
other model under provisions of Sec.  21.101.

Novel or Unusual Design Features

    The GVI is equipped with a novel or unusual design feature: A high 
incidence protection system that replaces the stall warning system 
during normal operating conditions, prohibits the airplane from 
stalling, limits the angle of attack at which the airplane can be flown 
during normal low speed operation, and cannot be overridden by the 
flight crew. The system's application of this angle of attack limit 
impacts the stall speed determination, the stall characteristics, the 
stall warning demonstration, and the longitudinal airplane handling 
characteristics. The current regulations, including Sec. Sec.  25.103, 
25.145, 25.201, 25.203, 25.207 and 25.1323, do not address this type of 
protection feature.

Discussion of Proposed Special Conditions

    Special conditions are proposed to address this novel or unusual 
design feature of the GVI. These special conditions, which include 
airplane performance requirements, will establish a level of safety 
equivalent to the current regulations for reference stall speeds, stall 
warning, stall characteristics, and miscellaneous other minimum 
reference speeds.

Applicability

    As discussed above, these proposed special conditions are 
applicable to the high incidence protection system on the GVI. 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 
features, these proposed special conditions would apply to that model 
as well.

Conclusion

    This action affects only certain novel or unusual design features 
of the GVI. It is not a rule of general applicability.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for the GVI airplanes.
    1. Definitions. For terminology that does not appear in the 
regulations, the following definitions apply to these proposed special 
conditions:
    (a) Electronic Flight Control System (EFCS)--The electronic and 
software command and control elements of the flight control system.
    (b) High Incidence Protection Function--An airplane level function 
that automatically limits the maximum angle of attack that can be 
attained to a value below that at which an aerodynamic stall would 
occur.
    (c) Alpha-Limit--The maximum angle of attack at which the airplane 
stabilizes with the high incidence protection function operating and 
the longitudinal control held on its aft stop.
    (d) Vmin--The minimum stabilized flight speed in calibrated 
airspeed obtained when the airplane is decelerated at an entry rate not 
exceeding 1 knot/sec until the longitudinal pilot control is on the aft 
stop with the high incidence protection function operating.
    (e) Vmin1g--Vmin corrected to 1g conditions. 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--In lieu of Sec. Sec.  25.103, 25.145, 25.201, 25.203, 25.207 
and 25.1323 the following special conditions are proposed for 
capability and reliability requirements:
    (a) It must not be possible during pilot-induced maneuvers to 
encounter a stall, and handling characteristics must be acceptable as 
required by paragraphs 5 and 6 of this proposed special condition.
    (b) The airplane must be protected against stalling due to the 
effects of environmental conditions such as windshear and gusts at low 
speeds as required by paragraph 7 of this proposed special condition.
    (c) The ability of the high incidence protection function to 
accommodate any reduction in stalling angle of attack resulting from 
flight in the atmospheric icing conditions of 14 CFR part 25, appendix 
C, must be verified.
    (d) The reliability of the high incidence protection function and 
the effects of failures must be acceptable in accordance with Sec.  
25.1309.
    (e) The high incidence protection function must not impede 
maneuvering for pitch angles up to the maximum required for normal 
maneuvering including an all-engines operating takeoff plus a suitable 
margin to allow for satisfactory speed control.
    3. Minimum Steady Flight Speed and Reference Stall Speed--In lieu 
of the requirements of Sec.  25.103, the following special condition is 
proposed:
    (a) Vmin--The minimum steady flight speed, for the airplane 
configuration under consideration and with the high incidence 
protection function operating, is the final stabilized calibrated 
airspeed obtained when the airplane is decelerated at an entry rate not 
exceeding 1 knot per second until the longitudinal pilot control is on 
its stop.
    (b) The minimum steady flight speed, Vmin, must be determined with:
    (1) The high incidence protection function operating normally.
    (2) Idle thrust.
    (3) All combinations of flap settings and landing gear positions.
    (4) The weight used when VSR is being used as a factor 
to determine compliance with a required performance standard.
    (5) The most unfavorable center of gravity allowable.
    (6) 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.
    (7) The settings of the high incidence protection function, stall 
warning system, and stall identification system (if applicable) set at 
the low angle of attack tolerance limit, unless the production 
tolerances are acceptably small so as to produce insignificant changes 
in performance determinations.
    (c) Vmin1g--Vmin corrected to 1g conditions, which 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. Vmin1g is defined as 
follows:

[[Page 80737]]

[GRAPHIC] [TIFF OMITTED] TP23DE10.004

Where:

nZW = load factor normal to the flight path at 
Vmin.

    (d) The reference stall speed, VSR, is a calibrated 
airspeed selected by the applicant. VSR may not be less than 
a 1g stall speed. VSR is expressed as:
[GRAPHIC] [TIFF OMITTED] TP23DE10.005

Where:

VCLMAX is the calibrated airspeed obtained when the load factor-
corrected lift coefficient
[GRAPHIC] [TIFF OMITTED] TP23DE10.006

is first a maximum during the maneuver prescribed in paragraph 
3(e)(7) of this special condition.
nZW = Load factor normal to the flight path at 
VCLMAX
W = Airplane gross weight;
S = Aerodynamic reference wing area; and
q = Dynamic pressure.

    (e) VSR must be determined with the following 
conditions:
    (1) Engines idling, or, if that resultant thrust causes an 
appreciable decrease in stall speed, not more than zero thrust at the 
stall speed.
    (2) 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.
    (3) The weight used when VSR is being used as a factor 
to determine compliance with a required performance standard.
    (4) The center of gravity position that results in the highest 
value of reference stall speed.
    (5) 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.
    (6) The high incidence protection function disabled, or adjusted to 
a high enough incidence to allow full development of the maneuver to 
the angle of attack corresponding to VSR.
    (7) From the stabilized trim condition, apply the longitudinal 
control to decelerate the airplane so that the speed reduction does not 
exceed one knot per second.
    (f) The flight characteristics at the angle of attack corresponding 
to VSR must be suitable in the traditional sense at forward 
and aft center of gravity in straight and turning flight at IDLE power.
    (g) If VSR is chosen equal to VMIN,1g, an 
equivalent safety finding to the intent of Sec.  25.103 may be 
considered to have been met. The applicant may choose VSR to 
be less than VMIN,1g but not less than VS1g if 
compensating factors are provided to ensure safe characteristics.

4. Stall Warning

    (a) Normal Operation--If the conditions of paragraph 2 of this 
proposed special condition are satisfied, a level of safety equivalent 
to that intended by Sec.  25.207, Stall warning, will have been met.
    (b) Failure Cases--Following failures of the high incidence 
protection function not shown to be extremely improbable, if the 
function no longer satisfies paragraphs 2(a), 2(b), and 2(c) of this 
proposed special condition, stall warning must be provided in 
accordance with Sec.  25.207. The stall warning should prevent 
inadvertent stall in the following conditions:
    (1) Power off straight stall approaches to a speed 5 percent below 
the warning onset.
    (2) Turning flight stall approaches with at least 1.5g load factor 
normal to the flight path at an entry rate of at least 2 knots per 
second when recovery is initiated not less than one second after the 
warning onset.
    5. High Incidence Handling Demonstrations--In lieu of the 
requirements of Sec.  25.201, the following special conditions are 
proposed:
    (a) Maneuvers to the limit of the longitudinal control, in the nose 
up direction, must be demonstrated in straight flight and in 30 degree 
banked turns under the following conditions:
    (1) The high incidence protection function operating normally.
    (2) Power off.
    (3) At a power level necessary to maintain level flight at 1.5 
VSR1, where VSR1 is the reference stall speed 
with the flaps in the approach position, the landing gear retracted, 
and with the aircraft at its maximum landing weight. The flap position 
to be used to determine this power setting is that position in which 
the stall speed, VSR1, does not exceed 110% of the stall 
speed, VSR0, with the flaps in the most extended landing 
position.
    (b) In each condition required by paragraph (a) of this section, it 
must be possible to meet the applicable requirements of Sec.  25.203 
defined in paragraph 6 of this proposed special condition with:
    (1) Flaps, landing gear, and deceleration devices in any likely 
combination of positions not prohibited.
    (2) Deceleration devices include spoilers and other drag devices 
when used as air brakes, and thrust reversers. High incidence maneuver 
demonstrations with deceleration devices deployed should be carried out 
with power off except where power is normally applied during operations 
(e.g., use of extended airbrakes during landing).
    (3) Representative weights within the range for which certification 
is requested.
    (4) The most adverse center of gravity.
    (5) The airplane trimmed for straight flight at the speed 
prescribed in paragraph 3(e)(5) of this proposed special condition.
    (6) The settings of the high incidence protection function, stall 
warning system, and stall identification system (if applicable) set at 
the high angle of attack tolerance limit, unless the production 
tolerances are acceptably small so as to produce insignificant changes 
in performance determinations.
    (c) The following procedures must be used to show compliance with 
Sec.  25.203 as amended by paragraph 6 of this proposed special 
condition:
    (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 one 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 then 
recovered by normal recovery techniques.
    (3) The requirements for turning flight maneuver demonstrations 
must also be met with accelerated rates of entry to the incidence 
limit, up to the maximum rate achievable.
    6. Characteristics in High Incidence Maneuvers--In lieu of the 
requirements of Sec.  25.203, the following special condition is 
proposed:
    (a) Throughout maneuvers with a rate of deceleration of not more 
than 1 knot per second, both in straight flight and in 30 degree banked 
turns, the airplane's characteristics must be as follows:
    (1) No abnormal airplane nose-up pitching.
    (2) No uncommanded nose-down pitching (which is indicative of 
stall). However, reasonable attitude changes associated with 
stabilizing the incidence at alpha limit as the longitudinal control 
reaches the stop is acceptable. Any reduction of pitch attitude 
associated with stabilizing the incidence at the alpha limit should be 
achieved smoothly and at a low pitch rate, so it is not likely to be 
mistaken for natural stall identification.

[[Page 80738]]

    (3) No uncommanded lateral or directional motion, and the pilot 
must retain good lateral and directional control by conventional use of 
the cockpit controls throughout the maneuver.
    (4) The airplane must not exhibit buffeting of a magnitude or 
severity that would act as a deterrent to completing the maneuver 
specified in Sec.  25.201(a) as amended by this proposed special 
condition.
    (b) In maneuvers with increased rates of deceleration, some 
degradation of characteristics associated with a transient excursion 
beyond the stabilized alpha-limit is acceptable. However, the airplane 
must not exhibit dangerous characteristics or characteristics that 
would deter the pilot from holding the longitudinal control on the aft 
stop for a period of time appropriate to the maneuvers.
    (c) It must always be possible to reduce incidence by conventional 
use of the longitudinal control.
    (d) The rate at which the airplane can be maneuvered from trim 
speeds associated with scheduled operating speeds, such as 
V2 and VREF up to alpha-limit, should not be 
unduly damped or significantly slower than can be achieved on 
conventionally controlled transport airplanes.
    7. Atmospheric Disturbances--Operation of the high incidence 
protection function must not adversely affect aircraft control during 
expected levels of atmospheric disturbances, nor impede the application 
of recovery procedures in case of windshear. Simulator tests and 
analysis may be used to evaluate such conditions, but must be validated 
by limited flight testing to confirm handling qualities at critical 
loading conditions.
    8. Longitudinal Control--In lieu of the requirements of Sec.  
25.145(a), (a)(1) and (b)(6), the following special conditions are 
proposed:
    (a) It must be possible, at any point between the trim speed 
prescribed in Sec.  25.103(b)(6) as amended by this proposed special 
condition and Vmin, to pitch the nose downward so that the acceleration 
to this selected trim speed is prompt.
    (b) With the landing gear extended, no change in trim control, or 
exertion of more than 50 pounds control force (representative of the 
maximum short-term force that can be applied readily by one hand) may 
be required for the following maneuver: With power off, flaps extended 
and the airplane trimmed at 1.3 VSR1, obtain and maintain 
airspeeds between Vmin and either 1.6VSR1 or VFE, 
whichever is lower.
    9. Airspeed Indicating System--In lieu of Sec.  25.1323(c)(1) and 
(c)(2), the following special conditions are proposed:
    (a) VMO to Vmin with the flaps retracted; and
    (b) Vmin to VFE with flaps in the landing position.

    Issued in Renton, Washington, on December 13, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-32236 Filed 12-22-10; 8:45 am]
BILLING CODE 4910-13-P