Special Conditions: Gulfstream Model GVI Airplane; Operation Without Normal Electric Power, 36864-36865 [2011-15707]
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Federal Register / Vol. 76, No. 121 / Thursday, June 23, 2011 / Rules and Regulations
certification basis for Gulfstream GVI
airplanes.
1. The applicant must ensure
electronic system security protection for
the aircraft control domain and airline
information domain from access by
unauthorized sources external to the
airplane, including those possibly
caused by maintenance activity.
2. The applicant must ensure that
electronic system security threats from
external sources are identified and
assessed, and that effective electronic
system security protection strategies are
implemented to protect the airplane
from all adverse impacts on safety,
functionality, and continued
airworthiness.
Background
Issued in Renton, Washington, on June 13,
2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
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
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).
[FR Doc. 2011–15706 Filed 6–22–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM444; Special Conditions No.
25–435–SC]
Special Conditions: Gulfstream Model
GVI Airplane; Operation Without
Normal Electric Power
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
The Gulfstream GVI airplane
will have numerous electrically
operated systems whose function is
needed for continued safe flight and
landing of the airplane. 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: Effective Date: July 25, 2011.
FOR FURTHER INFORMATION CONTACT:
Nazih Khaouly, FAA, Airplane and
Flight Crew Interface Branch, ANM–
111, Transport Standards Staff,
Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–2432;
facsimile (425) 227–1320.
SUPPLEMENTARY INFORMATION:
erowe on DSK5CLS3C1PROD with RULES
SUMMARY:
VerDate Mar<15>2010
15:03 Jun 22, 2011
Jkt 223001
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
Novel or Unusual Design Features
The GVI incorporates an electronic
flight control system that requires a
continuous source of electrical power in
order to keep the system operable. Due
to rapid improvements in airplane
technology, the applicable airworthiness
regulations do not contain adequate or
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
appropriate safety standards for these
design features.
Discussion
The GVI incorporates an electronic
flight control system that requires a
continuous source of electrical power in
order to keep the system operable. The
criticality of this system is such that
their failure will either reduce the
capability of the airplane or the ability
of the crew to cope with adverse
operating conditions, or prevent
continued safe flight and landing of the
airplane. The airworthiness standards of
part 25 do not contain adequate or
appropriate standards for protection of
these systems from the adverse effects of
operation without normal electrical
power.
The current rule, § 25.1351(d),
Amendment 25–72, requires safe
operation under visual flight rules (VFR)
conditions for at least five minutes after
loss of all normal electrical power. This
rule was structured around traditional
airplane designs that used mechanical
control cables and linkages for flight
control. These manual controls allowed
the crew to maintain aerodynamic
control of the airplane for an indefinite
period of time after loss of all electrical
power. Under these conditions, the
mechanical flight control system
provided the crew with the ability to fly
the airplane while attempting to identify
the cause of the electrical failure, start
the engine(s) if necessary, and
reestablish some of the electrical power
generation capability, if possible.
To maintain the same level of safety
associated with traditional designs, the
GVI must be designed for operation with
the normal sources of engine and
auxiliary power unit (APU) generated
electrical power inoperative. Service
experience has shown that loss of all
electrical power from the airplane’s
engine and APU driven generators is not
extremely improbable. Thus, Gulfstream
must demonstrate that the airplane is
capable of recovering adequate primary
electrical power generation for safe
flight and landing.
For compliance purposes, a test
demonstration of the loss of normal
engine generator must be established
such that:
1. The failure condition should be
assumed to occur during night
instrument meteorological conditions
(IMC) at the most critical phase of the
flight relative to the electrical power
system design and distribution of
equipment loads on the system.
2. After the unrestorable loss of
normal engine generator power, the
airplane engine restart capability must
E:\FR\FM\23JNR1.SGM
23JNR1
Federal Register / Vol. 76, No. 121 / Thursday, June 23, 2011 / Rules and Regulations
be provided and operations continued
in IMC.
3. The airplane should be
demonstrated to be capable of
continuous safe flight and landing. The
length of time must be computed based
on the maximum diversion time
capability for which the airplane is
being certified. Consideration for speed
reductions resulting from the associated
failure must be made.
4. Availability of APU operation
should not be considered in establishing
emergency power system adequacy.
Discussion of Comments
Notice of proposed special conditions
No. 25–11–03–SC for Gulfstream GVI
airplanes was published in the Federal
Register on February 14, 2011 (76 FR
8314). Only one comment was received,
which was supportive, so 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
special condition 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:
erowe on DSK5CLS3C1PROD with RULES
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Condition
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
condition is issued as part of the type
certification basis for the Gulfstream
GVI airplanes.
Since the total loss of normal
generated electrical power in twoengine airplanes has not achieved the
extremely improbable level, and since
the loss of all electrical power may be
catastrophic to airplanes utilizing an
electronic flight control system, the
following special condition is in lieu of
14 CFR 25.1351(d):
It must be demonstrated by test or a
combination of test and analysis that the
airplane can continue safe flight and landing
with inoperative normal engine and APU
generator electrical power (electrical power
VerDate Mar<15>2010
15:03 Jun 22, 2011
Jkt 223001
sources excluding the battery and any other
standby electrical sources). The airplane
operation should be considered at the critical
phase of flight and include the ability to
restart the engines and maintain flight for the
maximum diversion time capability being
certified.
Issued in Renton, Washington, on June 13,
2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–15707 Filed 6–22–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM442; Special Conditions No.
25–434–SC]
Special Conditions: Gulfstream Model
GVI Airplane; Interaction of Systems
and Structures
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 systems that
affect the structural capability of the
airplane. 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 25, 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,
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
36865
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.
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.
Novel or Unusual Design Features
The Gulfstream Model GVI airplane
will incorporate novel or unusual
design features. These features are
systems that may affect the airplane’s
structural performance, either directly
or as a result of failure or malfunction.
That is, the airplane’s systems affect
how it responds in maneuver and gust
conditions, and thereby affect its
structural capability. These systems may
also affect the aeroelastic stability of the
airplane. These systems include the
GVI’s flight control systems, autopilots,
stability augmentation systems, load
alleviation systems, and fuel
E:\FR\FM\23JNR1.SGM
23JNR1
]]>Agencies
[Federal Register Volume 76, Number 121 (Thursday, June 23, 2011)]
[Rules and Regulations]
[Pages 36864-36865]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-15707]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM444; Special Conditions No. 25-435-SC]
Special Conditions: Gulfstream Model GVI Airplane; Operation
Without Normal Electric Power
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: The Gulfstream GVI airplane will have numerous electrically
operated systems whose function is needed for continued safe flight and
landing of the airplane. 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: Effective Date: July 25, 2011.
FOR FURTHER INFORMATION CONTACT: Nazih Khaouly, FAA, Airplane and
Flight Crew Interface Branch, ANM-111, Transport Standards Staff,
Transport Airplane Directorate, Aircraft Certification Service, 1601
Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 227-
2432; 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. 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 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 GVI incorporates an electronic flight control system that
requires a continuous source of electrical power in order to keep the
system operable. Due to rapid improvements in airplane technology, the
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for these design features.
Discussion
The GVI incorporates an electronic flight control system that
requires a continuous source of electrical power in order to keep the
system operable. The criticality of this system is such that their
failure will either reduce the capability of the airplane or the
ability of the crew to cope with adverse operating conditions, or
prevent continued safe flight and landing of the airplane. The
airworthiness standards of part 25 do not contain adequate or
appropriate standards for protection of these systems from the adverse
effects of operation without normal electrical power.
The current rule, Sec. 25.1351(d), Amendment 25-72, requires safe
operation under visual flight rules (VFR) conditions for at least five
minutes after loss of all normal electrical power. This rule was
structured around traditional airplane designs that used mechanical
control cables and linkages for flight control. These manual controls
allowed the crew to maintain aerodynamic control of the airplane for an
indefinite period of time after loss of all electrical power. Under
these conditions, the mechanical flight control system provided the
crew with the ability to fly the airplane while attempting to identify
the cause of the electrical failure, start the engine(s) if necessary,
and reestablish some of the electrical power generation capability, if
possible.
To maintain the same level of safety associated with traditional
designs, the GVI must be designed for operation with the normal sources
of engine and auxiliary power unit (APU) generated electrical power
inoperative. Service experience has shown that loss of all electrical
power from the airplane's engine and APU driven generators is not
extremely improbable. Thus, Gulfstream must demonstrate that the
airplane is capable of recovering adequate primary electrical power
generation for safe flight and landing.
For compliance purposes, a test demonstration of the loss of normal
engine generator must be established such that:
1. The failure condition should be assumed to occur during night
instrument meteorological conditions (IMC) at the most critical phase
of the flight relative to the electrical power system design and
distribution of equipment loads on the system.
2. After the unrestorable loss of normal engine generator power,
the airplane engine restart capability must
[[Page 36865]]
be provided and operations continued in IMC.
3. The airplane should be demonstrated to be capable of continuous
safe flight and landing. The length of time must be computed based on
the maximum diversion time capability for which the airplane is being
certified. Consideration for speed reductions resulting from the
associated failure must be made.
4. Availability of APU operation should not be considered in
establishing emergency power system adequacy.
Discussion of Comments
Notice of proposed special conditions No. 25-11-03-SC for
Gulfstream GVI airplanes was published in the Federal Register on
February 14, 2011 (76 FR 8314). Only one comment was received, which
was supportive, so 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 special
condition 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 Condition
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special condition is issued as part of the
type certification basis for the Gulfstream GVI airplanes.
Since the total loss of normal generated electrical power in two-
engine airplanes has not achieved the extremely improbable level, and
since the loss of all electrical power may be catastrophic to airplanes
utilizing an electronic flight control system, the following special
condition is in lieu of 14 CFR 25.1351(d):
It must be demonstrated by test or a combination of test and
analysis that the airplane can continue safe flight and landing with
inoperative normal engine and APU generator electrical power
(electrical power sources excluding the battery and any other
standby electrical sources). The airplane operation should be
considered at the critical phase of flight and include the ability
to restart the engines and maintain flight for the maximum diversion
time capability being certified.
Issued in Renton, Washington, on June 13, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-15707 Filed 6-22-11; 8:45 am]
BILLING CODE 4910-13-P
