51086 Federal Register / Vol. 81, No. 149 / Wednesday, August 3, 2016 / Rules and Regulations 

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 Boeing Model 

777–300ER airplanes modified by 

Boeing. 

Oblique (Side-Facing) Seats Special 

Conditions 

In addition to the requirements of 

§ 25.562: 

1. Head Injury Criteria (HIC) 

Compliance with § 25.562(c)(5) is 

required, except that, if the 

anthropomorphic test device (ATD) has 

no apparent contact with the seat and 

related structure but has contact with an 

airbag, a HIC unlimited score in excess 

of 1000 is acceptable, provided the 

HIC15 score (calculated in accordance 

with 49 CFR 571.208) for that contact is 

less than 700. 

2. Body-to-Wall/Furnishing Contact 

If a seat is installed aft of structure 

(e.g. interior wall or furnishings) that 

does not provide a homogenous contact 

surface for the expected range of 

occupants and yaw angles, then 

additional analysis and tests may be 

required to demonstrate that the injury 

criteria are met for the area which an 

occupant could contact. For example, if 

different yaw angles could result in 

different airbag device performance, 

then additional analysis or separate tests 

may be necessary to evaluate 

performance. 

3. Neck Injury Criteria 

a. The seating system must protect the 

occupant from experiencing serious 

neck injury. The assessment of neck 

injury must be conducted with the 

airbag device activated, unless there is 

reason to also consider that the neckinjury potential would be higher for 

impacts below the airbag-device 

deployment threshold. 

b. The Nij, calculated in accordance 

with 49 CFR 571.208, must be below 

1.0, where Nij =Fz/Fzc + My/Myc, and Nij

critical values are: 

i. Fzc = 1530 lb for tension 

ii. Fzc = 1385 lb for compression 

iii. Myc = 229 lb-ft in flexion 

iv. Myc = 100 lb-ft in extension 

c. In addition, peak upper-neck Fz

must be below 937 lb in tension and 899 

lb in compression. 

d. Rotation of the head about its 

vertical axis relative to the torso is 

limited to 105 degrees in either 

direction from forward-facing. 

e. The neck must not impact any 

surface that would produce 

concentrated loading on the neck. 

4. Spine and Torso Injury Criteria 

a. The lumbar spine tension (Fz) 

cannot exceed 1200 lb. 

b. Significant concentrated loading on 

the occupant’s spine, in the area 

between the pelvis and shoulders 

during impact, including rebound, is 

not acceptable. During this type of 

contact, the interval for any rearward 

(X-axis direction) acceleration 

exceeding 20g must be less than 3 

milliseconds as measured by the 

thoracic instrumentation specified in 49 

CFR part 572, subpart E, filtered in 

accordance with SAE International 

(SAE) Recommended Practice J211/1, 

‘‘Instrumentation for Impact Test–Part 

1–Electronic Instrumentation.’’ 

c. The occupant must not interact 

with the armrest or other seat 

components in any manner significantly 

different than would be expected for a 

forward-facing seat installation. 

5. Pelvis Criteria 

Any part of the load-bearing portion 

of the bottom of the ATD pelvis must 

not translate beyond the edges of the 

seat bottom seat-cushion supporting 

structure. 

6. Femur Criteria 

Axial rotation of the upper leg (about 

the Z-axis of the femur, per SAE 

Recommended Practice J211/1) must be 

limited to 35 degrees in the strike 

direction from the nominal seating 

position. Evaluation during rebound 

need not be considered. 

7. ATD and Test Conditions 

Longitudinal tests conducted to 

measure the injury criteria above must 

be performed with the FAA Hybrid III 

ATD, as described in SAE 1999–01– 

1609, ‘‘A Lumbar Spine Modification to 

the Hybrid III ATD For Aircraft Seat 

Tests.’’ The tests must be conducted 

with an undeformed floor, at the mostcritical yaw cases for injury, and with 

all lateral structural supports (e.g. 

armrests or walls) installed. 

Inflatable Lapbelt Special Conditions 

The inflatable lapbelts must meet 

special conditions no. 25–187A–SC, 

‘‘Boeing Model 777 Series Airplanes; 

Seats with Inflatable Lapbelts.’’ 

Note: As indicated in special conditions 

no. 25–187A–SC, inflatable lapbelts must be 

shown to not affect emergency-egress 

capabilities in the main aisle, cross-aisle, and 

passageway. 

Issued in Renton, Washington, on July 8, 

2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–18323 Filed 8–2–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–7294; Special 

Conditions No. 25–628–SC] 

Special Conditions: Gulfstream 

Aerospace Corporation Model GVII– 

G500 Airplanes; Interaction of Systems 

and Structures Through a Three-Axis 

Fly-by-Wire System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Gulfstream Aerospace 

Corporation (Gulfstream) Model GVII– 

G500 airplane. This airplane will have 

a novel or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport-category 

airplanes. This design feature is a fly-bywire flight-control system that governs 

the pitch, yaw, and roll axes of the 

airplane. The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: This action is effective on 

Gulfstream on August 3, 2016. We must 

receive your comments by September 

19, 2016. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–7294 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 


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Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo. 

dot.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: Walt 

Sippel, FAA, Airframe and Cabin Safety 

Branch, ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone 425–227–2774; facsimile 

425–227–1320. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions is 

impracticable because the substance of 

these special conditions has been 

subject to the public comment process 

in several prior instances with no 

substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon publication in 

the Federal Register. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On March 29, 2012, Gulfstream 

applied for a type certificate for their 

new Model GVII–G500 airplane. This 

transport-category, twin-engine airplane 

will be a business jet capable of 

accommodating up to 19 passengers. 

The maximum takeoff weight is 91,000 

lbs. 

Type Certification Basis 

Under title 14, Code of Federal 

Regulations (14 CFR) 21.17, Gulfstream 

must show that the Model GVII–G500 

airplane meets the applicable provisions 

of 14 CFR part 25, as amended by 

Amendments 25–1 through 25–129. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., part 25) do not contain adequate or 

appropriate safety standards for the 

Model GVII–G500 airplane 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 or similar novel 

or unusual design feature, the special 

conditions would also apply to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, Model GVII–G500 airplanes 

must comply with the fuel-vent and 

exhaust-emission requirements of 14 

CFR part 34, and the noise-certification 

requirements of 14 CFR part 36. The 

FAA must issue a finding of regulatory 

adequacy under 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 Model GVII–G500 airplane will 

incorporate the following novel or 

unusual design feature: 

A fly-by-wire flight-control system 

that governs the pitch, yaw, and roll 

axes of the airplane. 

Discussion 

Active flight-control systems are 

capable of providing automatic 

responses to inputs from sources other 

than pilots. Active flight-control 

systems have been expanded in 

function, effectiveness, and reliability 

such that fly-by-wire flight controls, 

without a manual backup system to 

address system failures, are becoming 

standard equipment. As a result of these 

advancements in flight-control 

technology, the current safety standards 

contained in 14 CFR part 25 do not 

provide an adequate basis to address an 

acceptable level of safety for airplanes 

so equipped. Instead, certification of 

these systems has been achieved by 

issuance of special conditions under the 

provisions of § 21.16. 

For example, stability-augmentation 

systems (SASs), and to a lesser extent 

load alleviation systems (LASs), have 

been used on transport airplanes for 

many years. Past approvals of these 

systems were based on individual 

findings of equivalent level of safety 

with existing rules and through special 

conditions. Advisory circular 25.672–1 

was issued November 11, 1983, to 

provide an equivalent means of 

compliance under the provisions of 

§ 21.21(b)(1) for SAS, LAS, and flutter 

control systems (FCSs), another type of 

active flight-control system. 

Although autopilots are also 

considered active flight-control systems, 

their control authority has historically 

been limited such that the consequences 

of system failures could be readily 

counteracted by the pilot. Now, 

autopilot functions are integrated into 

the primary flight controls and given 

sufficient control authority to maneuver 

the airplane to its structural design 

limits. This advanced technology, with 

its expanded authority, requires a new 

approach to account for the interaction 

of control systems and structures. 

The usual deterministic approach to 

defining the loads envelope contained 

in 14 CFR part 25 does not fully account 

for system effectiveness and system 

reliability. These automatic systems 

may be inoperative, or may operate in 

a degraded mode with less than full 

system authority. Therefore, it is 

necessary to determine the structural 

factors of safety and operating margins 

such that the joint probability of 

structural failures, due to application of 

loads during system malfunctions, is not 

greater than that found in airplanes 

equipped with earlier-technology 

control systems. To achieve this 

objective, it is necessary to define the 

failure conditions with their associated 

frequency of occurrence to determine 

the structural factors of safety and 

operating margins that will ensure an 

acceptable level of safety. 

Earlier automatic control systems 

usually provided two states; either fully 


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functioning or totally inoperative. The 

flightcrew readily detected these 

conditions. The new active flightcontrol systems have failure modes that 

allow the system to function in a 

degraded mode without full authority. 

The flightcrew do not readily detect 

these degraded modes. Therefore, 

monitoring systems are required on 

these new systems to provide an 

annunciation of degraded system 

capability. 

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. 

Applicability 

As discussed above, these special 

conditions are applicable to the 

Gulfstream Model GVII–G500 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 feature, 

these special conditions would apply to 

that model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model series of airplane. It is not a rule 

of general applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, good cause 

exists for adopting these special 

conditions upon publication in the 

Federal Register. 

The FAA is requesting comments to 

allow interested persons to submit 

views that may not have been submitted 

in response to the prior opportunities 

for comment described above. 

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 Gulfstream 

Model GVII–G500 airplane. 

For airplanes equipped with systems 

that affect structural performance, either 

directly or as a result of a failure or 

malfunction, the influence of these 

systems and their failure conditions 

must be taken into account when 

showing compliance with the 

requirements of 14 CFR part 25, 

subparts C and D. 

The following criteria must be used 

for showing compliance with these 

special conditions for airplanes 

equipped with flight-control systems, 

autopilots, stability-augmentation 

systems, load-alleviation systems, 

flutter-control systems, fuelmanagement systems, and other systems 

that either directly, or as a result of 

failure or malfunction, affect structural 

performance. If these special conditions 

are used for other systems, it may be 

necessary to adapt the criteria to the 

specific system. 

1. The criteria defined herein only 

address the direct structural 

consequences of the system responses 

and performance. They cannot be 

considered in isolation, but should be 

included in the overall safety evaluation 

of the airplane. These criteria may, in 

some instances, duplicate standards 

already established for this evaluation. 

These criteria are only applicable to 

structure the failure of which could 

prevent continued safe flight and 

landing. Specific criteria that define 

acceptable limits on handling 

characteristics or stability requirements, 

when operating in the system degraded 

or inoperative mode, are not provided in 

these special conditions. 

2. Depending upon the specific 

characteristics of the airplane, 

additional studies that go beyond the 

criteria provided in these special 

conditions may be required to 

demonstrate the airplane’s capability to 

meet other realistic conditions, such as 

alternative gust or maneuver 

descriptions for an airplane equipped 

with a load-alleviation system. 

3. The following definitions are 

applicable to these special conditions. 

a. Structural performance: Capability 

of the airplane to meet the structural 

requirements of 14 CFR part 25. 

b. Flight limitations: Limitations that 

can be applied to the airplane flight 

conditions following an in-flight 

occurrence, and that are included in the 

airplane flight manual (e.g., speed 

limitations, avoidance of severe weather 

conditions, etc.). 

c. Operational limitations: 

Limitations, including flight limitations, 

that can be applied to the airplane 

operating conditions before dispatch 

(e.g., fuel, payload and master 

minimum-equipment list limitations). 

d. Probabilistic terms: Terms such as 

probable, improbable, and extremely 

improbable, as used in these special 

conditions, are the same as those used 

in § 25.1309. 

e. Failure condition: This term is the 

same as that used in § 25.1309. 

However, these special conditions apply 

only to system-failure conditions that 

affect the structural performance of the 

airplane (e.g., system-failure conditions 

that induce loads, change the response 

of the airplane to inputs such as gusts 

or pilot actions, or lower flutter 

margins). 

Effects of Systems on Structures 

1. General. The following criteria will 

be used in determining the influence of 

a system and its failure conditions on 

the airplane structure. 

2. System fully operative. With the 

system fully operative, the following 

apply: 

a. Limit loads must be derived in all 

normal operating configurations of the 

system from all the limit conditions 

specified in 14 CFR part 25, subpart C 

(or defined by special conditions or 

equivalent level of safety in lieu of those 

specified in subpart C), taking into 

account any special behavior of such a 

system or associated functions, or any 

effect on the structural performance of 

the airplane that may occur up to the 

limit loads. In particular, any significant 

nonlinearity (rate of displacement of 

control surface, thresholds, or any other 

system nonlinearities) must be 

accounted for in a realistic or 

conservative way when deriving limit 

loads from limit conditions. 

b. The airplane must meet the 

strength requirements of 14 CFR part 25 

(static strength, residual strength), using 

the specified factors to derive ultimate 

loads from the limit loads defined 

above. The effect of nonlinearities must 

be investigated beyond limit conditions 

to ensure that the behavior of the system 

presents no anomaly compared to the 

behavior below limit conditions. 

However, conditions beyond limit 

conditions need not be considered when 

it can be shown that the airplane has 

design features that will not allow it to 

exceed those limit conditions. 

c. The airplane must meet the 

aeroelastic stability requirements of 

§ 25.629. 

3. System in the failure condition. For 

any system-failure condition not shown 

to be extremely improbable, the 

following apply: 

a. At the time of occurrence. Starting 

from 1g level flight conditions, a 

realistic scenario, including pilot 

corrective actions, must be established 

to determine the loads occurring at the 


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time of failure and immediately after the 

failure. 

i. For static-strength substantiation, 

these loads, multiplied by an 

appropriate factor of safety that is 

related to the probability of occurrence 

of the failure, are ultimate loads to be 

considered for design. The factor of 

safety is defined in Figure 1, below. 

ii. For residual-strength 

substantiation, the airplane must be able 

to withstand two thirds of the ultimate 

loads defined in special condition 

3.a.(i). For pressurized cabins, these 

loads must be combined with the 

normal operating differential pressure. 

iii. Freedom from aeroelastic 

instability must be shown up to the 

speeds defined in § 25.629(b)(2). For 

failure conditions that result in speeds 

beyond VC/MC, freedom from 

aeroelastic instability must be shown to 

increased speeds, so that the margins 

intended by § 25.629(b)(2) are 

maintained. 

iv. Failures of the system that result 

in forced structural vibrations 

(oscillatory failures) must not produce 

loads that could result in detrimental 

deformation of primary structure. 

b. For the continuation of the flight. 

For the airplane in the system-failed 

state, and considering any appropriate 

reconfiguration and flight limitations, 

the following apply: 

i. The loads derived from the 

following conditions (or used in lieu of 

the following conditions) at speeds up 

to VC/MC (or the speed limitation 

prescribed for the remainder of the 

flight) must be determined: 

1. The limit symmetrical maneuvering 

conditions specified in §§ 25.331 and 

25.345. 

2. the limit gust and turbulence 

conditions specified in §§ 25.341 and 

25.345. 

3. the limit rolling conditions 

specified in § 25.349, and the limit 

unsymmetrical conditions specified in 

§§ 25.367, and 25.427(b) and (c). 

4. the limit yaw-maneuvering 

conditions specified in § 25.351. 

5. the limit ground-loading conditions 

specified in §§ 25.473 and 25.491. 

ii. For static-strength substantiation, 

each part of the structure must be able 

to withstand the loads in special 

condition 3.b.(i), multiplied by a factor 

of safety depending on the probability of 

being in this failure state. The factor of 

safety is defined in Figure 2, below. 

Where: 

Qj = (Tj)(Pj) 

Qj = Probability of being in failure mode j 

Tj = Average time spent in failure mode j (in 

hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then a 1.5 factor of safety must be 

applied to all limit load conditions specified 

in 14 CFR part 25, subpart C. 

iii. For residual-strength 

substantiation, the airplane must be able 

to withstand two-thirds of the ultimate 

loads defined in paragraph 3.b.(ii) of 

these special conditions. For 

pressurized cabins, these loads must be 

combined with the normal operating 

differential pressure. 

iv. If the loads induced by the failure 

condition have a significant effect on 

fatigue or damage tolerance, then their 

effects must be taken into account. 

v. Freedom from aeroelastic 

instability must be shown up to a speed 

determined from Figure 3, below. 

Flutter clearance speeds V′ and V′′ may 

be based on the speed limitation 

specified for the remainder of the flight 

using the margins defined by 

§ 25.629(b). 


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V′ = Clearance speed as defined by 

§ 25.629(b)(2). 

V′′ = Clearance speed as defined by 

§ 25.629(b)(1). 

Where: 

Qj = (Tj)(Pj) where: 

Qj = Probability of being in failure mode j 

Tj = Average time spent in failure mode j (in 

hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then the flutter clearance speed must 

not be less than V′′. 

vi. Freedom from aeroelastic 

instability must also be shown up to V′ 

in Figure 3, above, for any probable 

system-failure condition, combined 

with any damage required or selected 

for investigation by § 25.571(b). 

b. Consideration of certain failure 

conditions may be required by other 

sections of 14 CFR part 25 regardless of 

calculated system reliability. Where 

analysis shows the probability of these 

failure conditions to be less than 10¥9, 

criteria other than those specified in this 

paragraph may be used for structural 

substantiation to show continued safe 

flight and landing. 

4. Failure indications. For systemfailure detection and indication, the 

following apply: 

a. The system must be checked for 

failure conditions, not extremely 

improbable, that degrade the structural 

capability below the level required by 

14 CFR part 25, or that significantly 

reduce the reliability of the remaining 

system. As far as reasonably practicable, 

the flightcrew must be made aware of 

these failures before flight. Certain 

elements of the control system, such as 

mechanical and hydraulic components, 

may use special periodic inspections, 

and electronic components may use 

daily checks, in lieu of detection and 

indication systems, to achieve the 

objective of this requirement. These 

certification-maintenance requirements 

must be limited to components that are 

not readily detectable by normal 

detection-and-indication systems, and 

where service history shows that 

inspections will provide an adequate 

level of safety. 

b. The existence of any failure 

condition, not extremely improbable, 

during flight, that could significantly 

affect the structural capability of the 

airplane, and for which the associated 

reduction in airworthiness can be 

minimized by suitable flight limitations, 

must be signaled to the flightcrew. For 

example, failure conditions that result 

in a factor of safety between the airplane 

strength and the loads of 14 CFR part 

25, subpart C below 1.25, or flutter 

margins below V′′, must be signaled to 

the crew during flight. 

5. Dispatch with known failure 

conditions. If the airplane is to be 

dispatched in a known system-failure 

condition that affects structural 

performance, or that affects the 

reliability of the remaining system to 

maintain structural performance, then 

the provisions of these special 

conditions must be met, including the 

provisions of special condition 2 for the 

dispatched condition, and special 

condition 3 for subsequent failures. 

Expected operational limitations may be 

taken into account in establishing Pj as 

the probability of failure occurrence for 

determining the safety margin in Figure 

1. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition and the 

subsequent failure condition for the 

safety margins in Figures 2 and 3. These 

limitations must be such that the 

probability of being in this combined 

failure state, and then subsequently 

encountering limit load conditions, is 

extremely improbable. No reduction in 

these safety margins is allowed if the 

subsequent system-failure rate is greater 

than 10¥3 per hour. 

Issued in Renton, Washington, on July 27, 

2016. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–18448 Filed 8–2–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2016–3872; Special 

Conditions No. 25–629–SC] 

Special Conditions: Embraer S.A. 

Model EMB–545 and EMB–550 

airplanes, Synthetic Vision System and 

Enhanced Flight Vision System on 

Head-Up Display 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

request for comments. 

SUMMARY: These special conditions are 

issued for the Embraer S.A. (Embraer) 

Model EMB–545 and EMB–550 

airplanes. These airplanes will have a 

novel or unusual design feature 

associated with a vision system that 

displays video imagery on the head-up 

display. The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: This action is effective on 

Embraer S.A. on August 3, 2016. We 

must receive your comments by 

September 19, 2016. 

ADDRESSES: Send comments identified 

by docket number FAA–2016–3872 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/and follow 


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