16626 Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Rules and Regulations 

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 novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Dassault Model Falcon 

6X airplane must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. 

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 Dassault Model Falcon 6X 

airplane will incorporate the following 

novel or unusual design feature: 

An overspeed protection system in 

the normal mode, designed to prevent 

the pilot from inadvertently or 

intentionally exceeding certain airplane 

speeds. 

Discussion 

Current part 25 sections do not relate 

to a high-speed limiter that might 

preclude or modify flying qualities 

assessments in the overspeed region. 

This high-speed limiter incorporates an 

overspeed protection system in the 

normal mode that prevents the pilot 

from inadvertently or intentionally 

exceeding a speed approximately 

equivalent to VFC (maximum speed for 

stability characteristics) or attaining VDF

(demonstrated flight diving speed). 

These special conditions establish 

requirements to ensure operation of the 

high-speed limiter that might preclude 

or modify flying qualities assessments 

in the overspeed region. 

This special conditions document 

contains 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 Dassault 

Model Falcon 6X airplane. Should 

Dassault 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 of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 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 Dassault 

Aviation Model Falcon 6X airplane. 

In addition to the requirements of title 

14, Code of Federal Regulations 25.143, 

the following requirements apply: 

Operation of the high-speed limiter 

during all routine and descentprocedure flight must not impede 

normal attainment of speeds up to 

overspeed warning. 

Issued in Kansas City, Missouri, on March 

18, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–06176 Filed 3–23–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–FAA–2021–0630; Special 

Conditions No. 25–801–SC] 

Special Conditions: Dassault Aviation 

Model Falcon 6X Airplane; Interaction 

of Systems and Structures 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Dassault Aviation 

(Dassault) Model Falcon 6X 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 installed systems that, directly 

or as a result of failure or malfunction, 

affect airplane structural performance. 

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 

Dassault on March 24, 2022. Send 

comments on or before May 9, 2022. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2021–0630 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. 

• 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: Except for Confidential 

Business Information (CBI) as described 

in the following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received without change to http://

www.regulations.gov/, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information: 

Confidential Business Information (CBI) 

is commercial or financial information 

that is both customarily and actually 

treated as private by its owner. Under 

the Freedom of Information Act (FOIA) 

(5 U.S.C. 552), CBI is exempt from 

public disclosure. If your comments 

responsive to these special conditions 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 


khammond on DSKJM1Z7X2PROD with RULES
Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Rules and Regulations 16627 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to the Information 

Contact below. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for these special 

conditions. 

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: 

Todd Martin, Materials and Structural 

Properties Section, AIR–621, Technical 

Innovation Policy Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone and fax 206–231–3210; email 

todd.martin@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been published in the Federal 

Register for public comment in several 

prior instances with no substantive 

comments received. Therefore, the FAA 

finds, pursuant to § 11.38(b), that new 

comments are unlikely, and notice and 

comment prior to this publication are 

unnecessary. 

Comments Invited 

The FAA invites 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. 

The FAA will consider all comments 

received by the closing date for 

comments. The FAA may change these 

special conditions based on the 

comments received. 

Background 

On February 1, 2018, Dassault applied 

for a type certificate for their new Model 

Falcon 6X airplane. This airplane is a 

twin-engine business jet with seating for 

19 passengers and a maximum takeoff 

weight of 77,460 pounds. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Dassault must show that the Model 

Falcon 6X airplane meets the applicable 

provisions of part 25, as amended by 

amendments 25–1 through 25–146. 

If the Administrator finds that the 

applicable airworthiness regulations 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Dassault Model Falcon 6X 

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 novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Dassault Model Falcon 

6X airplane must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification requirements of 14 CFR 

part 36. 

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 Dassault Model Falcon 6X 

airplane will incorporate the following 

novel or unusual design feature: 

Installed systems that, directly or as a 

result of failure or malfunction, affect 

airplane structural performance. 

Discussion 

The Dassault Model Falcon 6X 

airplane is equipped with systems that 

directly, or as a result of failure or 

malfunction, affect its structural 

performance. These systems include the 

digital flight-control system, which 

includes maneuver-load and gust-load 

alleviation, and the fuel-management 

system. Current FAA regulations do not 

take into account the effects of systems 

on structural performance, including 

normal operation and failure conditions. 

Special conditions are needed to 

account for these features. These special 

conditions define criteria to be used in 

the assessment of the effects of these 

systems on structures. The general 

approach of accounting for the effect of 

system failures on structural 

performance is extended to include any 

system in which partial or complete 

failure, alone or in combination with 

other system partial or complete 

failures, would affect structural 

performance. 

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. 

These special conditions are similar 

to those previously applied to other 

airplane models. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Model Falcon 6X airplane. Should 

Dassault 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 of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 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 Dassault 

Model Falcon 6X 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 


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16628 Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Rules and Regulations 

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 

The following criteria will be used in 

determining the influence of a system 

and its failure conditions on the 

airplane structure. 

1. 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. 

2. 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 

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 2.a.i 

above. 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: 


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Figure 1: Factor of safety (FS) at the time of occurrence 

FS 

1.5 

1.25 

10-9 10-5 

Pj - Probabilty of occurrence of failure mode j (per hour) 
Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Rules and Regulations 16629 

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 2.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. 

Q j = (Tj)(Pj) 

Where: 

Q j = 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 special condition 2.b.ii. 

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). 

V′ = Clearance speed as defined by 

§ 25.629(b)(2). 

V′′ = Clearance speed as defined by 

§ 25.629(b)(1). 

Q j = (Tj)(Pj) 

where: 

Q j = 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). 

c. 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

per flight hour, criteria other than those 

specified in this paragraph may be used 

for structural substantiation to show 

continued safe flight and landing. 

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

following apply: 

a. The system must be checked for 

failure conditions, not extremely 


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Figure 2: Factor of safety (FS) for continuation of flight 

FS 

1.5 

1.0 -~ 

I 

10-8 

Qj - Probability of being in failure condition j 

Figure 3: Clearance speed 

V" 

V' 

Qj - Probability of being in failure condition j 
16630 Federal Register / Vol. 87, No. 57 / Thursday, March 24, 2022 / Rules and Regulations 

improbable, that degrade the structural 

capability below the level required by 

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 part 25, 

subpart C, below 1.25, or flutter margins 

below V’’, must be signaled to the crew 

during flight. 

4. 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 1, 

‘‘System Fully Operative’’ for the 

dispatched condition, and special 

condition 2, ‘‘System in the Failure 

Condition’’ 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 flight hour. 

Issued in Kansas City, Missouri, on March 

18, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–06178 Filed 3–23–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2021–0896; Special 

Conditions No. 25–812–SC] 

Special Conditions: Dassault Aviation 

Model Falcon 6X Airplane; ElectronicSystem Security Protection From 

Unauthorized Internal Access 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Dassault Aviation 

(Dassault) Model Falcon 6X 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 digital systems architecture 

for the installation of a system with 

wireless and hardwired network and 

hosted application functionality that 

allows access, from sources internal to 

the airplane, to the airplane’s internal 

electronic components. 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 

Dassault on March 24, 2022. Send 

comments on or before May 9, 2022. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2021–0896 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

https://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. 

• 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: Except for Confidential 

Business Information (CBI) as described 

in the following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post all comments 

received without change to https://

www.regulations.gov/, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information: 

Confidential Business Information (CBI) 

is commercial or financial information 

that is both customarily and actually 

treated as private by its owner. Under 

the Freedom of Information Act (FOIA) 

(5 U.S.C. 552), CBI is exempt from 

public disclosure. If your comments 

responsive to these special conditions, 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to these special conditions. 

Notice, it is important that you clearly 

designate the submitted comments as 

CBI. Please mark each page of your 

submission containing CBI as 

‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and the indicated 

comments will not be placed in the 

public docket of these special 

conditions. Send submissions 

containing CBI to the Information 

Contact below. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for this rulemaking. 

Docket: Background documents or 

comments received may be read at 

https://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: 

Thuan T. Nguyen, Aircraft Information 

Systems, AIR–622, Technical 

Innovation Policy Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone and fax 206–231–3365; email 

thuan.t.nguyen@faa.gov. 


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