Federal Register / Vol. 76, No. 53 / Friday, March 18, 2011 / Rules and Regulations 14795 

Model 747–8 airplanes. Should Boeing 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design features, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features of the Boeing 

Model 747–8 airplane. 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 the Boeing Model 

747–8 airplane. 

The design must prevent all inadvertent or 

malicious changes to, and all adverse impacts 

upon, all systems, networks, hardware, 

software, and data in the Aircraft Control 

Domain and in the Airline Information 

Domain from all points within the Passenger 

Information and Entertainment Domain. 

Issued in Renton, Washington, on March 9, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6323 Filed 3–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. NM437; Special Conditions No. 

25–422–SC] 

Special Conditions: Gulfstream Model 

GVI Airplane; Electronic Flight Control 

System Mode Annunciation. 

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 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: April 18, 2011. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, 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) 227–2011; 

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. 

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 the 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). 

Novel or Unusual Design Features 

The GVI will have a fly-by-wire 

electronic flight control system. This 

system provides an electronic interface 

between the pilot’s flight controls and 

the flight control surfaces for both 

normal and failure states, and it 

generates the actual surface commands 

that provide for stability augmentation 

and control about all three airplane 

axes. Because electronic flight control 

system technology has outpaced 

existing regulations (primarily §§ 25.671 

and 25.672), a special condition is 

needed to ensure appropriate mode 

recognition by the flight crew for events 

which significantly change the 

operating mode of the electronic flight 

control system. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–10–02–SC for Gulfstream GVI 

airplanes was published in the Federal 

Register on December 13, 2010 (75 FR 

77569). Only one comment was 

received. 

Clarification of Conditions That Should 

Be Annunciated 

The commenter, Gulfstream, 

requested that the special conditions be 

revised to clarify the conditions in 

which the mode annunciation should 

occur. Gulfstream suggested that 

additional annunciation should not be 

required when transitioning from one 

normal operation mode to another in 

response to flight crew actions, such as 

extending flaps or landing gear. 

We do not agree with the commenter’s 

recommendation. The current verbiage 

clearly states that the mode 

annunciation is only required when 

‘‘normal handling or operational 

characteristics’’ of the airplane are 

significantly changed or degraded. In 

the scenario that Gulfstream refers to, 

there would be no change to the ‘‘normal 

handling or operational characteristics.’’ 

Therefore, no annunciation would be 

required. No changes were made as a 

result of this comment and the special 

conditions are adopted as proposed. 

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14796 Federal Register / Vol. 76, No. 53 / Friday, March 18, 2011 / Rules and Regulations 

Applicability 

As discussed above, these special 

conditions are applicable to the GVI. 

Should Gulfstream apply at a later date 

for a change to the type certificate to 

include another model on the same type 

certificate incorporating the same novel 

or unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one 

airplane model. 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. 

If the design of the flight control system 

has multiple modes of operation, a means 

must be provided to indicate to the flight 

crew any mode that significantly changes or 

degrades the normal handling or operational 

characteristics of the airplane. 

Issued in Renton, Washington, on March 9, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6333 Filed 3–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–24145; Directorate 

Identifier 2006–NE–06–AD; Amendment 39– 

16638; AD 2011–07–01] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company CF6–45 and CF6–50 

Series Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

General Electric Company (GE) CF6–45 

and CF6–50 series turbofan engines. 

That AD currently requires replacing 

certain forward and aft centerbodies of 

the long fixed core exhaust nozzle 

(LFCEN) assembly. This AD adds 

certain new forward and aft centerbody 

part numbers (P/Ns) to the list requiring 

replacement. This AD was prompted by 

the discovery of more LFCEN forward 

and aft centerbody 

P/Ns that require replacement. We are 

issuing this AD to prevent the forward 

and aft centerbody of the LFCEN 

assembly from separating from the 

engine, causing damage to the engine, 

and damage to the airplane. 

DATES: This AD is effective April 22, 

2011. 

ADDRESSES: For service information 

identified in this AD, contact GE– 

Aviation M/D Rm. 285, One Neumann 

Way, Cincinnati, OH 45215, telephone 

513–552–3272; e-mail: 

geae.aoc@ge.com. You may review 

copies of the referenced service 

information at the FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA. For 

information on the availability of this 

material at the FAA, call 781–238–7125. 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Tomasz Rakowski, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate; phone: 781– 

238–7735; fax: 781–238–7199; e-mail: 

tomasz.rakowski@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede airworthiness 

directive (AD) 2009–04–17, Amendment 

39–15823 (74 FR 8735, February 26, 

2009). That AD applies to the specified 

products. The NPRM published in the 

Federal Register on January 4, 2011 (76 

FR 292). That NPRM proposed to add 

forward centerbody 

P/Ns 9076M28G05, G06, and G08, P/Ns 

9076M82G01 and G03, and aft 

centerbody P/Ns 9076M46G02 and G04 

to the P/Ns in AD 2009–04–17 that are 

required to be removed from service. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comment 

received on the proposal and the FAA’s 

response to the comment. 

Request 

One commenter, Boeing Commercial 

Airplanes, pointed out that the 

McDonnell Douglas airplanes affected 

by the proposed AD should be listed out 

as DC–10–15, DC–10–30, DC–10–30F, 

KC–10, KDC–10, and MD–10–30F. The 

commenter stated that the proposed AD 

only listed these airplanes as a series. 

We agree. We revised this AD as 

requested, except we listed KC–10 as 

KC–10A as it appears in the Type 

Certificate Data Sheet. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

Costs of Compliance 

We estimate that this AD will affect 

383 GE CF6–45 and CF6–50 series 

turbofan engines installed on airplanes 

of U.S. registry. We also estimate that it 

will take about 44 work hours per 

engine to perform the actions required 

by this AD, and that the average labor 

rate is $85 per work-hour. Required 

parts will cost about $11,000 per engine. 

Based on these figures, we estimate the 

total cost of this AD to U.S. operators to 

be $5,645,420. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

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