This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

52165 

Vol. 79, No. 170 

Wednesday, September 3, 2014 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No.FAA–2014–0366; Special 

Conditions No. 25–564–SC] 

Special Conditions: Embraer S.A.; 

Model EMB–550 Airplane; Flight 

Envelope Protection: High Incidence 

Protection System 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Embraer S.A. Model 

EMB–550 airplane. This airplane will 

have a novel or unusual design feature 

when compared to the state of 

technology and design envisioned in the 

airworthiness standards for transport 

category airplanes. This design feature 

is a high incidence protection system 

that limits the angle of attack at which 

the airplane can be flown during normal 

low speed operation. 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: Effective date: September 3, 

2014. 

FOR FURTHER INFORMATION CONTACT: Joe 

Jacobsen, FAA, Airplane and Flight 

Crew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone (425) 227–2011; facsimile 

(425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On May 14, 2009, Embraer S.A. 

applied for a type certificate for its new 

Model EMB–550 airplane, which was 

subsequently revised to August 29, 

2009. The Model EMB–550 airplane is 

the first of a new family of jet airplanes 

designed for corporate flight, fractional, 

charter, and private owner operations. 

The airplane has a configuration with 

low wing and T-tail empennage. The 

primary structure is metal with 

composite empennage and control 

surfaces. The Model EMB–550 airplane 

is designed for 8 passengers, with a 

maximum of 12 passengers. It is 

equipped with two Honeywell AS907– 

3–1E medium bypass ratio turbofan 

engines mounted on aft fuselage pylons. 

Each engine produces approximately 

6,540 pounds of thrust for normal 

takeoff. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Embraer S.A. must show that the Model 

EMB–550 meets the applicable 

provisions of part 25, as amended by 

Amendments 25–1 through 25–128 

thereto. 

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 Model EMB–550 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, the Model EMB–550 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, and 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 EMB–550 will incorporate 

the following novel or unusual design 

features: A high incidence protection 

system that replaces the stall warning 

system during normal operating 

conditions, prohibits the airplane from 

stalling, limits the angle of attack at 

which the airplane can be flown during 

normal low speed operation, and that 

cannot be overridden by the flightcrew. 

The application of this angle-of-attack 

limit impacts the stall speed 

determination, the stall characteristics 

and stall warning demonstration, and 

the longitudinal handling 

characteristics. The current regulations 

do not address this type of protection 

feature. 

Discussion 

The high incidence protection 

function prevents the airplane from 

stalling at low speeds, and, therefore, a 

stall warning system is not needed 

during normal flight conditions. 

However, if there is a failure of the high 

incidence protection function that is not 

shown to be extremely improbable, stall 

warning must be provided in a 

conventional manner. Also the flight 

characteristics at the angle of attack for 

maximum lift coefficient (CLmax) must 

be suitable in the traditional sense. 

These special conditions address this 

novel or unusual design feature on the 

EMB–550. These special conditions, 

which include airplane performance 

requirements, establish a level of safety 

equivalent to the current regulations for 

reference stall speeds, stall warning, 

stall characteristics, and miscellaneous 

other minimum reference speeds. 

Discussion of the Comments 

Notice of proposed special conditions 

No. 25–14–04–SC for the Embraer 

Model EMB–550 airplane was published 

in the Federal Register on June 10, 

2014, (79 FR 33140). No comments were 

received, and the special conditions are 

adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

Model EMB–550 airplane. Should 

Embraer S.A. apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 


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novel or unusual design feature, the 

special conditions would apply to that 

model as well. 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

certification date for the Embraer Model 

EMB–550 airplane is imminent, the 

FAA finds that good cause exists to 

make these special conditions effective 

upon publication. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. 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, the Federal Aviation 

Administration (FAA) issues the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550. 

Flight Envelope Protection: High 

Incidence Protection System 

The current airworthiness standards 

do not contain adequate safety 

standards for the unique features of the 

high incidence protection system on the 

Embraer EMB–550. Part I of the 

following special conditions are issued 

in lieu of the specified paragraphs of 

§§ 25.21, 25.103, 25.145, 25.201, 25.203, 

25.207, and 25.1323. Part II are in lieu 

of the specified paragraphs of §§ 25.103, 

25.105, 25.107, 25.121, 25.123, 25.125, 

25.143, and 25.207. 

Special Conditions Part I 

Stall Protection and Scheduled 

Operating Speeds 

The following special conditions are 

in lieu of §§ 25.21(b), 25.103, 25.145(a), 

25.145(b)(6), 25.201, 25.203, 25.207, and 

25.1323(d). 

Foreword 

In the following paragraphs, ‘‘in icing 

conditions’’ means with the ice 

accretions (relative to the relevant flight 

phase) as defined in 14 CFR part 25, 

Amendment 121, appendix C. 

1. Definitions. 

These special conditions address a 

novel or unusual design feature of the 

EMB–550 airplane and use terminology 

that does not appear in 14 CFR part 25. 

These terms relating to the novel or 

unusual design feature addressed by 

these special conditions are the 

following: 

• High incidence protection system: 

A system that operates directly and 

automatically on the airplane’s flying 

controls to limit the maximum angle of 

attack that can be attained to a value 

below that at which an aerodynamic 

stall would occur. 

• Alpha-limit: The maximum angle of 

attack at which the airplane stabilizes 

with the high incidence protection 

system operating and the longitudinal 

control held on its aft stop. 

• Vmin: The minimum steady flight 

speed in the airplane configuration 

under consideration with the high 

incidence protection system operating. 

See section 3 Part I of these special 

conditions. 

• Vmin1g: Vmin corrected to 1g 

conditions. See section 3 of Part I of 

these special conditions. It is the 

minimum calibrated airspeed at which 

the airplane can develop a lift force 

normal to the flight path and equal to 

its weight when at an angle of attack not 

greater than that determined for Vmin. 

2. Capability and Reliability of the High 

Incidence Protection System 

The capability and reliability of the 

high incidence protection system can be 

established by flight test, simulation, 

and analysis as appropriate. The 

capability and reliability required are as 

follows: 

1. It must not be possible during pilotinduced maneuvers to encounter a stall, 

and handling characteristics must be 

acceptable, as required by section 5 of 

Part I of these special conditions. 

2. The airplane must be protected 

against stalling due to the effects of 

wind-shears and gusts at low speeds as 

required by section 6 of Part I of these 

special conditions. 

3. The ability of the high incidence 

protection system to accommodate any 

reduction in stalling incidence must be 

verified in icing conditions. 

4. The high incidence protection 

system must be provided in each 

abnormal configuration of the high lift 

devices that is likely to be used in flight 

following system failures. 

5. The reliability of the system and 

the effects of failures must be acceptable 

in accordance with § 25.1309. 

3. Minimum Steady Flight Speed and 

Reference Stall Speed 

In lieu of § 25.103, we propose the 

following requirements: 

(a) The minimum steady flight speed, 

Vmin, is the final stabilized calibrated 

airspeed obtained when the airplane is 

decelerated until the longitudinal 

control is on its stop in such a way that 

the entry rate does not exceed 1 knot per 

second. 

(b) The minimum steady flight speed, 

Vmin, must be determined in icing and 

non-icing conditions with: 

(1) The high incidence protection 

system operating normally; 

(2) Idle thrust and automatic thrust 

system (if applicable) inhibited; 

(3) All combinations of flap settings 

and landing gear position for which Vmin

is required to be determined; 

(4) The weight used when reference 

stall speed, VSR, is being used as a factor 

to determine compliance with a 

required performance standard; 

(5) The most unfavorable center of 

gravity allowable; and 

(6) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) The 1-g minimum steady flight 

speed, Vmin1g, is the minimum 

calibrated airspeed at which the 

airplane can develop a lift force (normal 

to the flight path) equal to its weight, 

while at an angle of attack not greater 

than that at which the minimum steady 

flight speed of subparagraph (a) was 

determined. It must be determined in 

icing and non-icing conditions. 

(d) The reference stall speed, VSR, is 

a calibrated airspeed defined by the 

applicant. VSR may not be less than a 1g 

stall speed. VSR must be determined in 

non-icing conditions and expressed as: 


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(e) VCLmax is determined in non-icing 

conditions with: 

(1) Engines idling, or, if that resultant 

thrust causes an appreciable decrease in 

stall speed, not more than zero thrust at 

the stall speed; 

(2) The airplane in other respects 

(such as flaps and landing gear) in the 

condition existing in the test or 

performance standard in which VSR is 

being used; 

(3) The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard; 

(4) The center of gravity position that 

results in the highest value of reference 

stall speed; 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system, but not less than 

1.13 VSR and not greater than 1.3 VSR; 

and 

(6) The high incidence protection 

system adjusted, at the option of the 

applicant, to allow higher incidence 

than is possible with the normal 

production system. 

(7) Starting from the stabilized trim 

condition, apply the longitudinal 

control to decelerate the airplane so that 

the speed reduction does not exceed 1 

knot per second. 

4. Stall Warning 

In lieu of § 25.207, we propose the 

following requirements: 

4.1 Normal Operation 

If the capabilities of the high 

incidence protection system are met, 

then the conditions of section 2, 

‘‘Capability and Reliability of the High 

Incidence Protection System,’’ are 

satisfied. These conditions provide 

safety equivalent to § 25.207, Stall 

warning, so the provision of an 

additional, unique warning device is not 

required. 

4.2 High Incidence Protection System 

Failure 

Following failures of the high 

incidence protection system, not shown 

to be extremely improbable, such that 

the capability of the system no longer 

satisfies items (a), (b), and (c) of section 

2, ‘‘Capability and Reliability of the 

High Incidence Protection System,’’ stall 

warning must be provided and must 

protect against encountering 

unacceptable stall characteristics and 

against encountering stall. 

(a) Stall warning with the flaps and 

landing gear in any normal position 

must be clear and distinctive to the pilot 

and meet the requirements specified in 

paragraphs (d) and (e) below. 

(b) Stall warning must also be 

provided in each abnormal 

configuration of the high lift devices 

that is likely to be used in flight 

following system failures. 

(c) The warning may be furnished 

either through the inherent aerodynamic 

qualities of the airplane or by a device 

that will give clearly distinguishable 

indications under expected conditions 

of flight. However, a visual stall warning 

device that requires the attention of the 

crew within the cockpit is not 

acceptable by itself. If a warning device 

is used, it must provide a warning in 

each of the airplane configurations 

prescribed in paragraph (a) above and 

for the conditions prescribed in 

paragraphs (d) and (e) below. 

(d) In non-icing conditions stall 

warning must provide sufficient margin 

to prevent encountering unacceptable 

stall characteristics and encountering 

stall in the following conditions: 

(1) In power off straight deceleration 

not exceeding 1 knot per second to a 

speed 5 knots or 5 percent calibrated 

airspeed, whichever is greater, below 

the warning onset. 

(2) In turning flight stall deceleration 

at entry rates up to 3 knots per second 

when recovery is initiated not less than 

1 second after the warning onset. 

(e) In icing conditions stall warning 

must provide sufficient margin to 

prevent encountering unacceptable 

characteristics and encountering stall, in 

power-off straight and turning flight 

decelerations not exceeding 1 knot per 

second, when the pilot starts a recovery 

maneuver not less than three seconds 

after the onset of stall warning. 

(f) An airplane is considered stalled 

when the behavior of the airplane gives 

the pilot a clear and distinctive 

indication of an acceptable nature that 

the airplane is stalled. Acceptable 


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indications of a stall, occurring either 

individually or in combination are: 

(1) A nose-down pitch that cannot be 

readily arrested; 

(2) Buffeting, of a magnitude and 

severity that is strong and effective 

deterrent to further speed reduction; or 

(3) The pitch control reaches the aft 

stop and no further increase in pitch 

attitude occurs when the control is held 

full aft for a short time before recovery 

is initiated. 

(g) An aircraft exhibits unacceptable 

characteristics during straight or turning 

flight decelerations if it is not always 

possible to produce and to correct roll 

and yaw by unreversed use of aileron 

and rudder controls, or abnormal noseup pitching occurs. 

5. Handling Characteristics at High 

Incidence 

In lieu of both §§ 25.201 and 25.203, 

we propose the following requirements: 

5.1 High Incidence Handling 

Demonstration 

In lieu of § 25.201: 

(a) Maneuvers to the limit of the 

longitudinal control, in the nose-up 

pitch, must be demonstrated in straight 

flight and in 30° banked turns with: 

(1) The high incidence protection 

system operating normally; 

(2) Initial power conditions of: 

i. Power off; and 

ii. The power necessary to maintain 

level flight at 1.5 VSR1, where VSR1 is the 

reference stall speed with flaps in 

approach position, the landing gear 

retracted, and maximum landing 

weight; 

(3) Flaps, landing gear, and 

deceleration devices in any likely 

combination of positions; 

(4) Representative weights within the 

range for which certification is 

requested; and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) The following procedures must be 

used to show compliance in non-icing 

and icing conditions: 

(1) Starting at a speed sufficiently 

above the minimum steady flight speed 

to ensure that a steady rate of speed 

reduction can be established, apply the 

longitudinal control so that the speed 

reduction does not exceed 1 knot per 

second until the control reaches the 

stop; 

(2) The longitudinal control must be 

maintained at the stop until the airplane 

has reached a stabilized flight condition 

and must then be recovered by normal 

recovery techniques; 

(3) Maneuvers with increased 

deceleration rates: 

(i) In non-icing conditions, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to the maximum rate 

achievable; and 

(ii) In icing conditions, with the antiice system working normally, the 

requirements must also be met with 

increased rates of entry to the incidence 

limit, up to 3 knots per second; and 

(4) Maneuver with ice accretion prior 

to operation of the normal anti-ice 

system. With the ice accretion prior to 

operation of the normal anti-ice system, 

the requirements must also be met in 

deceleration at 1 knot per second up to 

full back stick. 

5.2 Characteristics in High Incidence 

Maneuvers 

In lieu of § 25.203: 

In icing and non-icing conditions: 

(a) Throughout maneuvers with a rate 

of deceleration of not more than 1 knot 

per second, both in straight flight and in 

30° banked turns, the airplane’s 

characteristics must be as follows: 

(1) There must not be any abnormal 

nose-up pitching. 

(2) There must not be any 

uncommanded nose-down pitching, 

which would be indicative of stall. 

However, reasonable attitude changes 

associated with stabilizing the incidence 

at Alpha limit as the longitudinal 

control reaches the stop would be 

acceptable. 

(3) There must not be any 

uncommanded lateral or directional 

motion and the pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

(4) The airplane must not exhibit 

buffeting of a magnitude and severity 

that would act as a deterrent from 

completing the maneuver specified in 

paragraph 5.1(a). 

(b) In maneuvers with increased rates 

of deceleration, some degradation of 

characteristics is acceptable, associated 

with a transient excursion beyond the 

stabilized Alpha limit. However, the 

airplane must not exhibit dangerous 

characteristics or characteristics that 

would deter the pilot from holding the 

longitudinal control on the stop for a 

period of time appropriate to the 

maneuver. 

(c) It must always be possible to 

reduce incidence by conventional use of 

the controls. 

(d) The rate at which the airplane can 

be maneuvered from trim speeds 

associated with scheduled operating 

speeds such as V2 and VREF up to Alpha 

limit must not be unduly damped or be 

significantly slower than can be 

achieved on conventionally controlled 

transport airplanes. 

5.3 Characteristics Up to Maximum 

Lift Angle of Attack 

Also in lieu of § 25.201: 

(a) In non-icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the angle of attack at which VCLmax

was obtained as defined in section 3, 

‘‘Minimum Steady Flight Speed and 

Reference Stall Speed,’’ must be 

demonstrated in straight flight and in 

30° banked turns in the following 

configurations: 

(1) The high incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system; 

(2) Automatic thrust increase system 

inhibited (if applicable); 

(3) Engines idling; 

(4) Flaps and landing gear in any 

likely combination of positions; and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(b) In icing conditions: 

Maneuvers with a rate of deceleration 

of not more than 1 knot per second up 

to the maximum angle of attack reached 

during maneuvers from paragraph 

5.1(b)(3)(ii) must be demonstrated in 

straight flight with: 

(1) The high incidence protection 

deactivated or adjusted, at the option of 

the applicant, to allow higher incidence 

than is possible with the normal 

production system; 

(2) Automatic thrust increase system 

inhibited (if applicable); 

(3) Engines idling; 

(4) Flaps and landing gear in any 

likely combination of positions, and 

(5) The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

(c) During the maneuvers used to 

show compliance with paragraphs (a) 

and (b) above, the airplane must not 

exhibit dangerous characteristics, and it 

must always be possible to reduce angle 

of attack by conventional use of the 

controls. The pilot must retain good 

lateral and directional control, by 

conventional use of the controls, 

throughout the maneuver. 

6. Atmospheric Disturbances 

Operation of the high incidence 

protection system must not adversely 

affect aircraft control during expected 

levels of atmospheric disturbances, nor 

impede the application of recovery 

procedures in case of wind-shear. This 

must be demonstrated in non-icing and 

icing conditions. 


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7. Proof of Compliance 

We propose the following 

requirement be added in lieu of 

§ 25.21(b), [Reserved]: 

(b) The flying qualities must be 

evaluated at the most unfavorable 

center-of-gravity position. 

8. Sections 25.145(a), 25.145(b)(6), and 

25.1323(d) 

We propose the following 

requirements: 

• For § 25.145(a), add ‘‘Vmin’’ in lieu 

of ‘‘stall identification.’’ 

• For § 25.145(b)(6), and ‘‘Vmin’’ in 

lieu of ‘‘VSW.’’ 

• For § 25.1323(d), add ‘‘From 1.23 

VSR to Vmin . . .,’’ in lieu of, ‘‘1.23 VSR

to stall warning speed . . .,’’ and, ‘‘. . . 

speeds below Vmin . . .’’ in lieu of, ‘‘. . . 

speeds below stall warning. . . .’’ 

Special Conditions Part II 

Credit for Robust Envelope Protection 

in Icing Conditions 

The following special conditions are 

in lieu of the specified paragraphs of 

§§ 25.103, 25.105, 25.107, 25.121, 

25.123, 25.125, 25.143, and 25.207. 

1. Define the stall speed as provided 

in these special conditions, Part I, in 

lieu of § 25.103. 

2. We propose the following 

requirements in lieu of § 25.105(a)(2)(i): 

In lieu of § 25.105(a)(2)(i) Takeoff: 

(i) The V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the takeoff configuration, 

or 

3. In lieu of § 25.107(c) and (g) we 

propose the following requirements, 

with additional sections (cb) and (gb): 

In lieu of § 25.107(c) and (g) Takeoff 

speeds: 

(c) In non-icing conditions V2, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(b) but may not be less than— 

(1) V2MIN; 

(2) VR plus the speed increment 

attained (in accordance with 

§ 25.111(c)(2)) before reaching a height 

of 35 feet above the takeoff surface; and 

(3) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(cb) In icing conditions with the 

‘‘takeoff ice’’ accretion defined in part 

25, appendix C, V2 may not be less 

than— 

(1) The V2 speed determined in nonicing conditions; and 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(g) In non-icing conditions, VFTO, in 

terms of calibrated airspeed, must be 

selected by the applicant to provide at 

least the gradient of climb required by 

§ 25.121(c), but may not be less than— 

(1) 1.18 VSR; and 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

(gb) In icing conditions with the 

‘‘final takeoff ice’’ accretion defined in 

part 25, appendix C, VFTO, may not be 

less than— 

(1) The VFTO speed determined in 

non-icing conditions. 

(2) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h). 

4. In lieu of §§ 25.121(b)(2)(ii)(A), 

25.121(c)(2)(ii)(A), and 25.121(d)(2)(ii), 

we propose the following requirements: 

In lieu of § 25.121(b)(2)(ii)(A): 

(A) The V2 speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the takeoff configuration; 

or 

In lieu of § 25.121(c)(2)(ii)(A): 

(A) The VFTO speed scheduled in nonicing conditions does not provide the 

maneuvering capability specified in 

§ 25.143(h) for the en-route 

configuration; or 

In lieu of § 25.121(d)(2)(ii): 

(d)(2) The requirements of 

subparagraph (d)(1) of this paragraph 

must be met: 

(ii) In icing conditions with the 

approach ice accretion defined in 

appendix C, in a configuration 

corresponding to the normal all-enginesoperating procedure in which Vmin1g for 

this configuration does not exceed 

110% of the Vmin1g for the related allengines-operating landing configuration 

in icing, with a climb speed established 

with normal landing procedures, but not 

more than 1.4 VSR (VSR determined in 

non-icing conditions). 

5. In lieu of § 25.123(b)(2)(i) we 

propose the following requirements: 

In lieu of § 25.123(b)(2)(i): 

(i) The minimum en-route speed 

scheduled in non-icing conditions does 

not provide the maneuvering capability 

specified in § 25.143(h) for the en-route 

configuration, or 

6. In lieu of § 25.125(b)(2)(ii)(B) and 

§ 25.125(b)(2)(ii)(C), we propose the 

following requirement: 

(B) A speed that provides the 

maneuvering capability specified in 

§ 25.143(h) with the landing ice 

accretion defined in part 25, appendix 

C. 

7. In lieu of § 25.143(j)(2)(i), we 

propose the following requirement: 

(i) The airplane is controllable in a 

pull-up maneuver up to 1.5 g load factor 

or lower if limited by angle of attack 

protection; and 

8. In lieu of § 25.207, Stall warning, to 

read as the requirements defined in 

these special conditions Part I, Section 

4. 

Issued in Renton, Washington, on August 

27, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–20893 Filed 9–2–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2014–0419; Special 

Conditions No. 25–563–SC] 

Special Conditions: Gulfstream 

Aerospace Corporation, Model GVI; 

Electro-Hydraulically Actuated Seats 

Equipped With a Backup Power Supply 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special condition; request 

for comments. 

SUMMARY: These special conditions are 

issued for Gulfstream Aerospace 

Corporation Model GVI airplane. This 

airplane, as modified by Gulfstream 

Aerospace Corporation, will have novel 

or unusual design features associated 

with the installation of electrohydraulically operated seats with a 

backup power supply (BPS) and 

hydraulic reservoir, pump, and 

actuators, as well as massage and 

heating functions. 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: The effective date of these 

special conditions is September 3, 2014. 

We must receive your comments by 

October 20, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0419 

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 

Building Ground Floor, Washington, DC 

20590–0001. 


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