Federal Register / Vol. 65, No. 235 / Wednesday, December 6, 2000 / Rules and Regulations 76147

(2) * * *

(i) Such expenditures are in-kind

contributions to a Federal candidate if

they are coordinated general public

political communications under 11 CFR

100.23.

* * * * *

(ii) Such expenditures are

independent expenditures under 11

CFR part 109 if they are made for a

communication expressly advocating

the election or defeat of a clearly

identified Federal candidate that is not

a coordinated general public political

communication under 11 CFR 100.23.

* * * * *

(3) * * *

(iii) Such expenditures are not

chargeable to the presidential

candidate’s expenditure limitation

under 11 CFR 110.8 unless they were

coordinated general public political

communications under 11 CFR 100.23.

* * * * *

Dated: November 30, 2000.

Darryl R. Wold,

Chairman, Federal Election Commission.

[FR Doc. 00–31013 Filed 12–5–00; 8:45 am]

BILLING CODE 6715–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM179; Special Conditions No.

25–168–SC]

Special Conditions: Gulfstream

Aerospace Corporation Model G–1159,

G–1159A, and G–1159B Series

Airplanes as Modified by Duncan

Aviation; High Intensity Radiated

Fields (HIRF)

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final special conditions; request

for comments.

SUMMARY: These special conditions are

issued for the Gulfstream Model G–

1159, G–1159A, and G–1159B series

airplanes modified by Duncan Aviation.

These modified airplanes will have a

novel or unusual design feature(s)

associated with new avionics/

electronics and electrical systems that

will perform critical functions. The

applicable airworthiness regulations do

not contain adequate or appropriate

safety standards for the protection of

these systems from the effects of highintensity radiated fields (HIRF). These

special conditions contain the

additional safety standards 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 November 29,

2000. Comments must be received on or

before January 22, 2001.

ADDRESSES: Comments on these special

conditions may be mailed in duplicate

to: Federal Aviation Administration,

Transport Airplane Directorate,

Attention: Rules Docket (ANM–114),

Docket No. NM179, 1601 Lind Avenue

SW., Renton, Washington 98055–4056;

or delivered in duplicate to the

Transport Airplane Directorate at that

address. All comments must be marked:

Docket No. NM179. Comments may be

inspected in the Rules Docket

weekdays, except Federal holidays,

between 7:30 a.m. and 4:00 p.m.

FOR FURTHER INFORMATION CONTACT: For

information concerning the certification

program for Gulfstream Model G–1159,

G–1159A, and G–1159B series airplanes,

contact: Meghan Gordon, Federal

Aviation Administration, Transport

Airplane Directorate, Standardization

Branch, ANM–113, 1601 Lind Avenue

SW., Renton, Washington 98055–4056;

telephone (425) 227–2138; fax (425)

227–1149.

For information on the general subject

of HIRF, contact: Massoud Sadeghi,

Federal Aviation Administration,

Transport airplane Directorate, Airplane

and Flight Crew Interface Branch,

ANM–111, 1601 Lind Avenue SW.,

Renton, Washington 98055–4056;

telephone (425) 227–2117; fax (425)

227–1320.

SUPPLEMENTARY INFORMATION: The FAA

has determined that notice and

opportunity for prior public comment

hereon are impracticable because these

procedures would significantly delay

issuance of the approval design and

thus delivery of the affected aircraft. In

addition, 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

issuance.

Comments Invited

Although these special conditions are

being issued as final special conditions

without prior public notice, interested

persons are invited to submit such

written data, views, or arguments as

they may desire. Communications

should identify the regulatory docket

number and be submitted in duplicate

to the address specified above. All

communications received on or before

the closing date for comments will be

considered by the Administrator. The

special conditions may be changed in

light of the comments received. All

comments received will be available in

the Rules Docket for examination by

interested persons, both before and after

the closing date for comments. A report

summarizing each substantive public

contact with FAA personnel concerning

this rulemaking will be filed in the

docket. Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to these special

conditions must include a selfaddressed, stamped postcard on which

the following statement is made:

‘‘Comments to NM179.’’ The postcard

will be date stamped and returned to the

commenter.

Background

On September 13, 2000, and on

September 20, 2000, Duncan Aviation,

15745 South Airport Road, Battle Creek,

Michigan 49015, submitted applications

to the FAA for two Supplemental Type

Certificates (STC). These STC’s are for

modifying Gulfstream Aerospace Model

G–1159, G–1159A, and G–1159B series

airplanes to include:

• The Collins FDS–2000 Flight

Display System; and

• Dual Collins AHS–3000A Altitude

Heading Reference Systems.

The FDS–2000 system is a

replacement of the existing electromechanical Attitude Directional

Indicator (ADI) and Horizontal

Situational Indicator (HSI) flight

instruments. It also provides additional

functional capability and redundancy in

the system.

The AHS–3000A system is a

replacement for the existing electromechanical vertical and directional

gyros. It also provides additional

functional capability and redundancy in

the system.

The avionics/electronics and

electrical systems installed in the

Gulfstream Model G–1159, G–1159A,

and G–1159B airplanes have the

potential to be vulnerable to highintensity radiated fields (HIRF) external

to the airplane.

The subject Gulfstream airplanes are

T-tail, low swept-wing small transport

category airplanes. The Model G–1159

airplane is powered by two Rolls Royce

SPEY RB (163) 511–8 series engines

mounted on pylons extending from the

aft fuselage, and it has a maximum

takeoff weight of 64,800 pounds. The

Models G–1159A and G–1159B are

slightly larger than the Model G–1159.

These models are powered by two Rolls

Royce SPEY RB (163–25) 511–8 series

engines, and have a maximum takeoff

76148 Federal Register / Vol. 65, No. 235 / Wednesday, December 6, 2000 / Rules and Regulations

weight of 69,700 pounds. This series of

airplanes operates with a 2-pilot crew

and can hold up to 19 passengers.

Type Certification Basis

Under the provisions of 14 CFR

§ 21.101, Duncan Aviation must show

that the Gulfstream Models G–1159, G–

1159A, and G–1159B airplanes, as

modified, continue to meet the

applicable provisions of the regulations

incorporated by reference in Type

Certificate No. A12EA, or the applicable

regulations in effect on the date of

application for the modification. The

regulations incorporated by reference in

the type certificate are commonly

referred to as the ‘‘original type

certification basis.’’ The regulations

incorporated by reference in Type

Certificate No. A12EA are as follows:

1. For the Gulfstream Model G–1159

Airplane

• CAR 4b dated December 31, 1953,

including Amendments 4b-1 through

4b-14;

• Special Regulations SR422B and

SR450A;

• § 25.1325 (effective 2/1/65);

• § 25.175 (effective 3/1/65) in lieu of

4b.155(b);

• § 36.1(c)(2) for airplane serial

numbers (S/N) 1 through 165 and 775

approved for a 62,000 lb. takeoff weight;

• 14 CFR Part 36, Appendix C, for

airplane S/N 166 through 299, except

249, 252, and 775;

• Special Conditions in Attachment A

of FAA letter to Grumman, dated 9/27/

65;

• Exemption No. 695A, CAR 4b.437,

‘‘Fuel Jettisoning System.’’

2. For the Model G–1159A Airplane

• 14 CFR part 25 effective February 1,

1965, and Amendments 25–2 through

25–8, 25–10, 25–12, 25–16 through 25–

22, 25–24, 25–26, 25–27, 25–29 through

25–34, 25–37, 25–40 (as applicable to a

new APU installation);

• § 25.329 of Part 25 dated February

1, 1965 (as applied to a new autopilot

installation);

• § 25.581 (lightning protection) of

Amendment 25–23;

• § 25.771, Amendment 25–4. (A

lockable door is not required between

the pilot and passenger compartments.);

• § 25.994 (crashworthiness fuel

system components);

• § 25.1309 of Amendment 25–41;

• Special Federal Aviation Regulation

(SFAR) 27 through Amendment 2 (fuel

venting emission);

• 14 CFR part 36 through

Amendment 36–8 (noise requirements);

• Special Conditions contained in the

FAA’s letter to Grumman, dated 9/27/

65, applicable to the Gulfstream Model

G–1159 airplane, are also applicable to

the Gulfstream Model G–1159A

airplane, except that reference to

‘‘4b.450’’ in the ‘‘Cooling Systems’’

special conditions is replaced by ‘‘FAR

25.1043 contained in Part 25 of the FAR,

effective 2/1/65;’’

• Special Conditions pertaining to

dynamic gust loads contained in the

enclosure to FAA AEA–212 letter, dated

7/22/80.

3. For the Model G–1159B

• Fuselage, Empennage, Autopilot,

and Noise:

—Car 4b, dated December 31, 1953,

including Amendments 4b-1 through

4b-14;

—CAR 4b.450, Cooling Systems;

—Special Regulation SR450A;

—§ 25.175 (effective 3/1/65) in lieu of

CAR 4b.155(b);

—§ 25.771, Amendment 25–4. [A

lockable door is not required between

the pilot and passenger

compartments.]

—§ 25.1325 (effective 2/1/65);

—§ 36.7(d)(3)(ii);

—Special Conditions in Attachment A

of FAA letter to Grumman, dated 9/

27/65.

• Wing Assembly, Landing Gear,

Fuselage, and Empennage

Modifications:

—14 CFR part 25, effective February 1,

1965, Amendments 25–2 through 25–

8, 25–10, 25–12, 25–16 through 25–

22, 25–24, 25–26, except

§ 25.1203(b)(3), 25–27, 25–29 through

25–31,25–34, 25–37, 25–40 (as

applicable to a new APU installation);

—§ 25.581 (Lightning Protection) of

Amendment 25–23;

—§ 25.771, Amendment 4 (A lockable

door is not required between the pilot

and passenger compartments.);

—§ 25.994 (Crashworthiness Fuel

System Components);

—25.1309 of Amendment 25–41;

—§ 25.1329 (effective 2/1/65);

—SFAR 27 through Amendment 2 (Fuel

Venting Emissions);

—Special Conditions contained in the

FAA’s letter to Grumman, dated 9/27/

65, applicable to Gulfstream Model

G–1159 airplane, are also applicable

to the Gulfstream Model G–1159B

airplane;

—Special Conditions pertaining to

dynamic gust loads, contained in the

enclosure to FAA letter AEA–212,

dated 7/22/80, is applicable to the

Model G–1159B airplane.

The special conditions approved in

this document will form an additional

part of the type certification basis for

these airplanes.

If the Administrator finds that the

applicable airworthiness regulations

(i.e., 14 CFR part 25 as amended) do not

contain adequate or appropriate safety

standards for the Gulfstream Model G–

1159, 11–59A, and G–1159B airplanes

modified by Duncan Aviation because

of a novel or unusual design feature,

special conditions are prescribed under

the provisions of § 21.16.

Special conditions, as appropriate, are

issued in accordance with § 11.49, as

required by §§ 11.28 and 11.29(b), and

become part of the type certification

basis in accordance with § 21.101(b)(2).

Special conditions are initially

applicable to the model for which they

are issued. Should Duncan Aviation

apply at a later date for a supplemental

type certificate to modify any other

model already included on the same

type certificate to incorporate the same

novel or unusual design feature, these

special conditions would also apply to

the other model under the provisions of

§ 21.101(a)(1).

Novel or Unusual Design Features

The Gulfstream Model G–1159, G–

1159A, and G–1159B airplanes modified

by Duncan Aviation will incorporate

new avionics/electronics and electrical

systems that will perform critical

functions. These systems include a new

flight display system and a new attitude

heading reference system. These

systems may be vulnerable to HIRF

external to the airplane.

Discussion

There is no specific regulation that

addresses protection requirements for

electrical and electronic systems from

HIRF. Increased power levels from

ground-based radio transmitters and the

growing use of sensitive avionics/

electronics and electrical systems to

command and control airplanes have

made it necessary to provide adequate

protection.

To ensure that a level of safety is

achieved equivalent to that intended by

the regulations incorporated by

reference, special conditions are needed

for the Gulfstream Model G–1159, G–

1159A, and G–1159B airplanes modified

by Duncan Aviation. These special

conditions require that new avionics/

electronics and electrical systems that

perform critical functions be designed

and installed to preclude component

damage and interruption of function

due to both the direct and indirect

effects of HIRF.

High-Intensity Radiated Fields (HIRF)

With the trend toward increased

power levels from ground-based

transmitters, plus the advent of space

and satellite communications coupled

with electronic command and control of

Federal Register / Vol. 65, No. 235 / Wednesday, December 6, 2000 / Rules and Regulations 76149

the airplane, and the use of composite

material in the airplane structure, the

immunity of critical avionics/

electronics and electrical systems to

HIRF must be established.

It is not possible to precisely define

the HIRF to which the airplane will be

exposed in service. There is also

uncertainty concerning the effectiveness

of airframe shielding for HIRF.

Furthermore, coupling of

electromagnetic energy to cockpitinstalled equipment through the cockpit

window apertures is undefined. Based

on surveys and analysis of existing HIRF

emitters, an adequate level of protection

exists when compliance with the HIRF

protection special condition is shown

with either paragraph 1. or,

alternatively, paragraph 2., below:

1. A minimum threat of 100 volts rms

per meter electric field strength from 10

KHz to 18 GHz.

a. The threat must be applied to the

system elements and their associated

wiring harnesses without the benefit of

airframe shielding.

b. Demonstration of this level of

protection is established through system

tests and analysis.

Or

2. A threat external to the airframe for

both of the following field strengths for

the frequency ranges indicated. Both

peak and average field strength

components from Table 1 are to be

demonstrated.

TABLE 1

Frequency

Field

Strength

(volts per

meter)

Peak Average

10 kHz—100 kHz ................. 50 50

100 kHz—500 kHz ............... 50 50

500 kHz—2 MHz .................. 50 50

2 MHz—30 MHz ................... 100 100

30 MHz—70 MHz ................. 50 50

70 MHz—100 MHz ............... 50 50

100 MHz—200 MHz ............. 100 100

200 MHz—400 MHz ............. 100 100

400 MHz—700 MHz ............. 700 50

700 MHz—1 GHz ................. 700 100

1 GHz—2 GHz ..................... 2000 200

2 GHz—4 GHz ..................... 3000 200

4 GHz—6 GHz ..................... 3000 200

6 GHz—8 GHz ..................... 1000 200

8 GHz—12 GHz ................... 3000 300

12 GHz—18 GHz ................. 2000 200

18 GHz—40 GHz ................. 600 200

The field strengths are expressed in terms of

peak of the root-mean-square (rms) over

the complete modulation period.

The threat levels identified in Table 1

are the result of an FAA review of

existing studies on the subject of HIRF,

in light of the ongoing work of the

Electromagnetic Effects Harmonization

Working Group of the Aviation

Rulemaking Advisory Committee.

Applicability

As discussed above, these special

conditions are applicable to the

Gulfstream Model G–1159, G–1159A,

and G–1159B series airplanes modified

by Duncan Aviation. Should Duncan

Aviation apply at a later date for a

supplemental type certificate to modify

any other model included on Type

Certificate No. A12EA to incorporate the

same novel or unusual design feature,

the special conditions would apply to

that model as well under the provisions

of § 21.101(a)(1).

Conclusion

This action affects only certain novel

or unusual design features on

Gulfstream Model G–1159, G–1159A,

and G–1159B airplanes modified by

Duncan Aviation. It is not a rule of

general applicability and affects only

the applicant who applied to the FAA

for approval of these features on the

airplane.

As stated previously, 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.

For this reason, and because a delay

would significantly affect the

certification of the airplane, which is

imminent, the FAA has determined that

prior public notice and comment are

unnecessary and impracticable, and

good cause exists for adopting these

special conditions upon issuance. 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 Gulfstream

Aerospace Model G–1159, G–1159A,

and G–1159B airplanes modified by

Duncan Aviation:

1. Protection From Unwanted Effects

of High-Intensity Radiated Fields

(HIRF). Each electrical and electronic

system that performs critical functions

must be designed and installed to

ensure that the operation and

operational capability of these systems

to perform critical functions are not

adversely affected when the airplane is

exposed to high intensity radiated

fields.

2. For the purpose of this special

condition, the following definition

applies: Critical Functions. Functions

whose failure would contribute to or

cause a failure condition that would

prevent the continued safe flight and

landing of the airplane.

Issued in Renton, Washington, on

November 29, 2000.

Ali Bahrami,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–31085 Filed 12–5–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–27–AD; Amendment

39–12028; AD 2000–24–21]

RIN 2120–AA64

Airworthiness Directives; Siam Hiller

Holdings, Inc. Model UH–12, UH–12A,

UH–12B, UH–12C, UH–12D, UH–12E,

UH–12E–L, UH–12L, and UH–12L4

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD), for

Siam Hiller Holdings, Inc. (Hiller),

formerly Rogerson Hiller Corporation,

Model UH–12, UH–12A, UH–12B, UH–

12C, UH–12D, UH–12E, UH–12E–L,

UH–12L, and UH–12L4 helicopters, that

requires replacing all undrilled-shank

bolts at pivoting joints in the control

system linkage with drilled-shank bolts

and installing castellated nuts and cotter

pins. This amendment is prompted by

an accident caused by separation of the

control system linkage of a Model UH–

12E helicopter. The actions specified by

this AD are intended to prevent

separation of the control system

attachments at pivoting points and

subsequent loss of control of the

helicopter.