Special Conditions: Gulfstream Model GVI Airplane; Automatic Speed Protection for Design Dive Speed, 31454-31456 [2011-13434]
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31454
Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations
special conditions are adopted as
proposed.
Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream model GVI airplane. Should
Gulfstream apply at a later date for a
change to the type certificate to include
another model incorporating the same
novel or unusual design features, these
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.
jlentini on DSK4TPTVN1PROD with RULES
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Gulfstream GVI
airplanes.
In addition to the airworthiness
standards in §§ 25.562 and 25.785, the
following special conditions provide
injury criteria and installation/testing
guidelines that represent the minimum
acceptable airworthiness standard for
single-occupant side-facing seats:
A. The Injury Criteria
1. Existing Criteria: All injury
protection criteria of § 25.562(c)(1)
through (c)(6) apply to the occupant of
a side-facing seat. Head injury criterion
(HIC) assessments are only required for
head contact with the seat and/or
adjacent structures.
2. Body-to-Wall/Furnishing Contact:
The seat must be installed aft of a
structure such as an interior wall or
furnishing that will support the pelvis,
upper arm, chest, and head of an
occupant seated next to the structure. A
conservative representation of the
structure and its stiffness must be
included in the tests. It is
recommended, but not required, that the
contact surface of this structure be
covered with at least two inches of
energy absorbing protective padding
(foam or equivalent), such as Ensolite.
3. Thoracic Trauma: Thoracic trauma
index (TTI) injury criterion must be
substantiated by dynamic test or by
rational analysis based on previous
test(s) of a similar seat installation.
VerDate Mar<15>2010
17:41 May 31, 2011
Jkt 223001
Testing must be conducted with a side
impact dummy (SID), as defined by
Title 49, Code of Federal Regulations
(49 CFR) part 572, subpart F, or its
equivalent. TTI must be less than 85, as
defined in 49 CFR part 572, subpart F.
SID TTI data must be processed as
defined in Federal Motor Vehicle Safety
Standard (FMVSS) part 571.214, section
S6.13.5.
4. Pelvis: Pelvic lateral acceleration
must be shown by dynamic test or by
rational analysis based on previous
test(s) of a similar seat installation not
to exceed 130g. Pelvic acceleration data
must be processed as defined in FMVSS
part 571.214, section S6.13.5.
5. Shoulder Strap Loads: Where upper
torso straps (shoulder straps) are used
for occupants, tension loads in
individual straps must not exceed 1,750
pounds. If dual straps are used for
restraining the upper torso, the total
strap tension loads must not exceed
2,000 pounds.
B. General Test Guidelines
1. One longitudinal test with the SID
or its equivalent, undeformed floor, no
yaw, with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: TTI and
pelvic acceleration.
2. One longitudinal test with the
Hybrid II anthropomorphic test dummy
(ATD), deformed floor, yaw at 10
degrees, with all lateral structural
support (armrests/walls).
Pass/fail injury assessments: HIC; and
upper torso restrain load, restraint
system retention and pelvic
acceleration.
3. Vertical (14g) test with modified
Hybrid II ATDs using existing pass/fail
criteria.
Issued in Renton, Washington, on May 20,
2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–13435 Filed 5–31–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM445; Special Conditions No.
25–429–SC]
Special Conditions: Gulfstream Model
GVI Airplane; Automatic Speed
Protection for Design Dive Speed
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
PO 00000
Frm 00004
Fmt 4700
Sfmt 4700
These special conditions are
issued 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. These
design features include a high speed
protection system. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: Effective Date: July 1, 2011.
FOR FURTHER INFORMATION CONTACT: Carl
Niedermeyer, FAA, Airframe/Cabin
Safety Branch, ANM–115, Transport
Standards Staff, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356;
telephone (425) 227–2279; electronic
mail Carl.Niedermeyer@faa.gov.
SUPPLEMENTARY INFORMATION:
SUMMARY:
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. 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.
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
E:\FR\FM\01JNR1.SGM
01JNR1
Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations
would also apply to the other model
under provisions of § 21.101.
In addition to complying with the
applicable airworthiness regulations
and special conditions, the GVI must
comply with the fuel vent and exhaust
emission requirements of 14 CFR part
34 and the noise certification
requirements of 14 CFR part 36. The
FAA must 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).
jlentini on DSK4TPTVN1PROD with RULES
Novel or Unusual Design Features
The Gulfstream Model GVI airplane is
equipped with a high speed protection
system that limits nose down pilot
authority at speeds above VC/MC, and
prevents the airplane from actually
performing the maneuver required
under § 25.335(b)(1). The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature. These special
conditions are identical or nearly
identical to those previously required
for type certification of other airplane
models.
Discussion
Gulfstream proposes to reduce the
speed margin between VC and VD
required by § 25.335(b), based on the
incorporation of a high speed protection
system in the GVI flight control laws.
The GVI is equipped with a high speed
protection system that limits nose down
pilot authority at speeds above VC/MC
and prevents the airplane from actually
performing the maneuver required
under § 25.335(b)(1).
Section 25.335(b)(1) is an analytical
envelope condition which was
originally adopted in Part 4b of the Civil
Air Regulations to provide an acceptable
speed margin between design cruise
speed and design dive speed. Freedom
from flutter and the airframe design
loads are affected by the design dive
speed. While the initial condition for
the upset specified in the rule is 1g level
flight, protection is afforded for other
inadvertent overspeed conditions as
well. Section 25.335(b)(1) is intended as
a conservative enveloping condition for
all potential overspeed conditions,
including non-symmetric ones.
To establish that all potential
overspeed conditions are enveloped, the
applicant would demonstrate that the
dive speed will not be exceeded during
pilot-induced or gust-induced upsets in
non-symmetric attitudes.
VerDate Mar<15>2010
17:41 May 31, 2011
Jkt 223001
In addition, the high speed protection
system in the GVI must have a high
level of reliability.
Discussion of Comments
Notice of proposed special conditions
No. 25–11–04–SC for Gulfstream GVI
airplanes was published in the Federal
Register on February 16, 2011 (76 FR
8917). One supportive comment was
received.
On March 29, 2011, Advisory Circular
(AC) 25–7B, Flight Test Guide for
Certification of Transport Category
Airplanes, was issued. This revision
supersedes the reference to AC 25–7A,
Change 1, in special condition 2 of the
proposed special conditions. Therefore,
the reference to AC 25–7A, Change 1,
section 32, paragraphs c.(3)(i) and (iii)
has been updated to AC 25–7B, section
32, paragraph c.3(a) and (c), and the title
of the AC has been included. Except for
the updated AC reference in special
condition 2, these special conditions are
adopted as proposed.
Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream Model GVI airplane. Should
Gulfstream apply at a later date for a
change to the type certificate to include
another model incorporating the same
novel or unusual design features, these
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 Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Gulfstream GVI
airplanes.
1. In lieu of compliance with
§ 25.335(b)(1), if the flight control
system includes functions that act
automatically to initiate recovery before
the end of the 20 second period
specified in § 25.335(b)(1), VD/MD must
be determined from the greater of the
speeds resulting from conditions (a) and
(b) below. The speed increase occurring
in these maneuvers may be calculated if
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
31455
reliable or conservative aerodynamic
data are used.
(a) From an initial condition of
stabilized flight at VC/MC, the airplane
is upset so as to take up a new flight
path 7.5 degrees below the initial path.
Control application, up to full authority,
is made to try to maintain this new
flight path. Twenty seconds after
initiating the upset, manual recovery is
made at a load factor of 1.5 g (0.5
acceleration increment), or a greater
load factor that is automatically applied
by the system with the pilot’s pitch
control neutral. Power, as specified in
§ 25.175(b)(1)(iv), is assumed until
recovery is initiated, at which time
power reduction and the use of pilot
controlled drag devices may be used.
(b) From a speed below VC/MC, with
power to maintain stabilized level flight
at this speed, the airplane is upset so as
to accelerate through VC/MC at a flight
path 15 degrees below the initial path
(or at the steepest nose down attitude
that the system will permit with full
control authority if less than 15
degrees). The pilot’s controls may be in
the neutral position after reaching VC/
MC and before recovery is initiated.
Recovery may be initiated three seconds
after operation of high speed warning
system by application of a load factor of
1.5g (0.5 acceleration increment), or
such greater load factor that is
automatically applied by the system
with the pilot’s pitch control neutral.
Power may be reduced simultaneously.
All other means of decelerating the
airplane, the use of which are
authorized up to the highest speed
reached in the maneuver, may be used.
The interval between successive pilot
actions must not be less than one
second.
2. The applicant must also
demonstrate that the speed margin,
established as above, will not be
exceeded in inadvertent or gust induced
upsets resulting in initiation of the dive
from non-symmetric attitudes, unless
the airplane is protected by the flight
control laws from getting into nonsymmetric upset conditions. The upset
maneuvers described in AC 25–7B,
Flight Test Guide for Certification of
Transport Category Airplanes, section
32, paragraphs c.3(a) and (c) may be
used to comply with this requirement.
3. Any failure of the high speed
protection system that would affect the
speed margin determined by paragraphs
1. and 2. must be improbable (occur at
a rate less than 10¥5 per flight hour).
4. Failures of the system must be
annunciated to the pilots, and flight
manual instructions must be provided
to reduce the maximum operating
speeds, VMO/MMO. The operating speed
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01JNR1
31456
Federal Register / Vol. 76, No. 105 / Wednesday, June 1, 2011 / Rules and Regulations
must be reduced to a value that
maintains a speed margin between VMO/
MMO and VD/MD that is consistent with
showing compliance with § 25.335(b)
without the benefit of the high speed
protection system.
5. Master minimum equipment list
(MMEL) relief for the high speed
protection system may be considered by
the FAA Flight Operations Evaluation
Board (FOEB) provided that the flight
manual instructions indicate reduced
maximum operating speeds as described
in paragraph 4., and that no additional
hazards are introduced with the high
speed protection system inoperative. In
addition, the cockpit display of the
reduced operating speeds, as well as the
overspeed warning for exceeding those
speeds, must be equivalent to that of the
normal airplane with the high speed
protection system operative.
Issued in Renton, Washington, on May 24,
2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–13434 Filed 5–31–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM446; Special Conditions No.
25–427–SC]
Special Conditions: Gulfstream Model
GVI Airplane; Electronic Flight Control
System: Control Surface Position
Awareness
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued 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. These
design features include an electronic
flight control system. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for these design features. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: Effective Date: July 1, 2011.
FOR FURTHER INFORMATION CONTACT: Joe
Jacobsen, FAA, Airplane and Flightcrew
jlentini on DSK4TPTVN1PROD with RULES
SUMMARY:
VerDate Mar<15>2010
17:41 May 31, 2011
Jkt 223001
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:
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
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.
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
Novel or Unusual Design Features
The Gulfstream Model GVI airplane
has an electronic flight control system
and no direct coupling from the cockpit
controller to the control surface, so the
pilot may not be aware of the actual
surface position utilized to fulfill the
requested command. Some unusual
flight conditions, such as those arising
from atmospheric conditions, aircraft
malfunctions, or engine failures, may
result in full or near-full control surface
deflection. Unless the flightcrew is
made aware of excessive deflection or
impending control surface limiting,
piloted or auto-flight system control of
the airplane might be inadvertently
continued to a point that could cause a
loss of aircraft control or other unsafe
stability or performance characteristic.
Because electronic flight control system
technology has outpaced existing
regulations, a special condition is
proposed to ensure control surface
position awareness by the flightcrew.
Discussion
This special condition requires that
suitable flight control position
annunciation be provided to the
flightcrew when a flight condition exists
in which near-full surface authority (not
crew-commanded) is being utilized. The
suitability of such an annunciation must
take into account that some pilotdemanded maneuvers, such as a rapid
roll, are necessarily associated with
intended full performance, and which
may saturate the control surface. Simple
alerting systems which would
annunciate either intended or
unexpected control-limiting situations
must be properly balanced between
providing necessary crew awareness
and avoiding undesirable nuisance
warnings.
This special condition establishes a
level of safety equivalent to that
provided by a conventional flight
control system and that contemplated in
existing regulations.
Discussion of Comments
Notice of proposed special conditions
No. 25–11–05–SC for Gulfstream GVI
airplanes was published in the Federal
Register on February 17, 2011 (76 FR
9265). One supportive comment was
received and these special conditions
are adopted as proposed.
Applicability
As discussed above, this special
condition is applicable to the
Gulfstream Model GVI airplane. Should
Gulfstream apply at a later date for a
change to the type certificate to include
another model incorporating the same
novel or unusual design features, this
E:\FR\FM\01JNR1.SGM
01JNR1
]]>Agencies
[Federal Register Volume 76, Number 105 (Wednesday, June 1, 2011)]
[Rules and Regulations]
[Pages 31454-31456]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-13434]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM445; Special Conditions No. 25-429-SC]
Special Conditions: Gulfstream Model GVI Airplane; Automatic
Speed Protection for Design Dive Speed
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Gulfstream 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. These design features
include a high speed protection system. These special conditions
contain the additional safety standards that the Administrator
considers necessary to establish a level of safety equivalent to that
established by the existing airworthiness standards.
DATES: Effective Date: July 1, 2011.
FOR FURTHER INFORMATION CONTACT: Carl Niedermeyer, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Standards Staff, Transport Airplane
Directorate, Aircraft Certification Service, 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; telephone (425) 227-2279; electronic
mail Carl.Niedermeyer@faa.gov.
SUPPLEMENTARY INFORMATION:
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. 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.
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
[[Page 31455]]
would also apply to the other model under provisions of Sec. 21.101.
In addition to complying with the applicable airworthiness
regulations and special conditions, the GVI must comply with the fuel
vent and exhaust emission requirements of 14 CFR part 34 and the noise
certification requirements of 14 CFR part 36. The FAA must 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).
Novel or Unusual Design Features
The Gulfstream Model GVI airplane is equipped with a high speed
protection system that limits nose down pilot authority at speeds above
VC/MC, and prevents the airplane from actually
performing the maneuver required under Sec. 25.335(b)(1). The
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature. These special
conditions are identical or nearly identical to those previously
required for type certification of other airplane models.
Discussion
Gulfstream proposes to reduce the speed margin between
VC and VD required by Sec. 25.335(b), based on
the incorporation of a high speed protection system in the GVI flight
control laws. The GVI is equipped with a high speed protection system
that limits nose down pilot authority at speeds above VC/
MC and prevents the airplane from actually performing the
maneuver required under Sec. 25.335(b)(1).
Section 25.335(b)(1) is an analytical envelope condition which was
originally adopted in Part 4b of the Civil Air Regulations to provide
an acceptable speed margin between design cruise speed and design dive
speed. Freedom from flutter and the airframe design loads are affected
by the design dive speed. While the initial condition for the upset
specified in the rule is 1g level flight, protection is afforded for
other inadvertent overspeed conditions as well. Section 25.335(b)(1) is
intended as a conservative enveloping condition for all potential
overspeed conditions, including non-symmetric ones.
To establish that all potential overspeed conditions are enveloped,
the applicant would demonstrate that the dive speed will not be
exceeded during pilot-induced or gust-induced upsets in non-symmetric
attitudes.
In addition, the high speed protection system in the GVI must have
a high level of reliability.
Discussion of Comments
Notice of proposed special conditions No. 25-11-04-SC for
Gulfstream GVI airplanes was published in the Federal Register on
February 16, 2011 (76 FR 8917). One supportive comment was received.
On March 29, 2011, Advisory Circular (AC) 25-7B, Flight Test Guide
for Certification of Transport Category Airplanes, was issued. This
revision supersedes the reference to AC 25-7A, Change 1, in special
condition 2 of the proposed special conditions. Therefore, the
reference to AC 25-7A, Change 1, section 32, paragraphs c.(3)(i) and
(iii) has been updated to AC 25-7B, section 32, paragraph c.3(a) and
(c), and the title of the AC has been included. Except for the updated
AC reference in special condition 2, these special conditions are
adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Gulfstream Model GVI airplane. Should Gulfstream apply at a later date
for a change to the type certificate to include another model
incorporating the same novel or unusual design features, these 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 Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Gulfstream GVI airplanes.
1. In lieu of compliance with Sec. 25.335(b)(1), if the flight
control system includes functions that act automatically to initiate
recovery before the end of the 20 second period specified in Sec.
25.335(b)(1), VD/MD must be determined from the
greater of the speeds resulting from conditions (a) and (b) below. The
speed increase occurring in these maneuvers may be calculated if
reliable or conservative aerodynamic data are used.
(a) From an initial condition of stabilized flight at
VC/MC, the airplane is upset so as to take up a
new flight path 7.5 degrees below the initial path. Control
application, up to full authority, is made to try to maintain this new
flight path. Twenty seconds after initiating the upset, manual recovery
is made at a load factor of 1.5 g (0.5 acceleration increment), or a
greater load factor that is automatically applied by the system with
the pilot's pitch control neutral. Power, as specified in Sec.
25.175(b)(1)(iv), is assumed until recovery is initiated, at which time
power reduction and the use of pilot controlled drag devices may be
used.
(b) From a speed below VC/MC, with power to
maintain stabilized level flight at this speed, the airplane is upset
so as to accelerate through VC/MC at a flight
path 15 degrees below the initial path (or at the steepest nose down
attitude that the system will permit with full control authority if
less than 15 degrees). The pilot's controls may be in the neutral
position after reaching VC/MC and before recovery
is initiated. Recovery may be initiated three seconds after operation
of high speed warning system by application of a load factor of 1.5g
(0.5 acceleration increment), or such greater load factor that is
automatically applied by the system with the pilot's pitch control
neutral. Power may be reduced simultaneously. All other means of
decelerating the airplane, the use of which are authorized up to the
highest speed reached in the maneuver, may be used. The interval
between successive pilot actions must not be less than one second.
2. The applicant must also demonstrate that the speed margin,
established as above, will not be exceeded in inadvertent or gust
induced upsets resulting in initiation of the dive from non-symmetric
attitudes, unless the airplane is protected by the flight control laws
from getting into non-symmetric upset conditions. The upset maneuvers
described in AC 25-7B, Flight Test Guide for Certification of Transport
Category Airplanes, section 32, paragraphs c.3(a) and (c) may be used
to comply with this requirement.
3. Any failure of the high speed protection system that would
affect the speed margin determined by paragraphs 1. and 2. must be
improbable (occur at a rate less than 10-\5\ per flight
hour).
4. Failures of the system must be annunciated to the pilots, and
flight manual instructions must be provided to reduce the maximum
operating speeds, VMO/MMO. The operating speed
[[Page 31456]]
must be reduced to a value that maintains a speed margin between
VMO/MMO and VD/MD that is
consistent with showing compliance with Sec. 25.335(b) without the
benefit of the high speed protection system.
5. Master minimum equipment list (MMEL) relief for the high speed
protection system may be considered by the FAA Flight Operations
Evaluation Board (FOEB) provided that the flight manual instructions
indicate reduced maximum operating speeds as described in paragraph 4.,
and that no additional hazards are introduced with the high speed
protection system inoperative. In addition, the cockpit display of the
reduced operating speeds, as well as the overspeed warning for
exceeding those speeds, must be equivalent to that of the normal
airplane with the high speed protection system operative.
Issued in Renton, Washington, on May 24, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-13434 Filed 5-31-11; 8:45 am]
BILLING CODE 4910-13-P
