Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 2035 

the airplane and occupants. Previously 

certified non-rechargeable lithium 

battery installations, as used in this 

paragraph, are those installations 

approved for certification projects 

applied for on or before the effective 

date of these special conditions. A 

cosmetic change is a change in 

appearance only, and does not change 

any function or safety characteristic of 

the battery installation. These special 

conditions are also not applicable to 

unchanged, previously certified nonrechargeable lithium battery 

installations that are affected by a 

change in a manner that improves the 

safety of its installation. The FAA 

determined that these exclusions are in 

the public interest because the need to 

meet all of the special conditions might 

otherwise deter these design changes 

that improve safety. 

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 record keeping 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 Dassault Model Falcon 5X 

airplane. 

Non-Rechargeable Lithium Battery 

Installations 

In lieu of § 25.1353(b)(1) through (4) 

at Amendment 25–123, each nonrechargeable lithium battery installation 

must: 

1. Be designed to maintain safe cell 

temperatures and pressures under all 

foreseeable operating conditions to 

prevent fire and explosion. 

2. Be designed to prevent the 

occurrence of self-sustaining, 

uncontrollable increases in temperature 

or pressure. 

3. Not emit explosive or toxic gases, 

either in normal operation or as a result 

of its failure, that may accumulate in 

hazardous quantities within the 

airplane. 

4. Meet the requirements of § 25.863. 

5. Not damage surrounding structure 

or adjacent systems, equipment, or 

electrical wiring from corrosive fluids or 

gases that may escape in such a way as 

to cause a major or more severe failure 

condition. 

6. Have provisions to prevent any 

hazardous effect on airplane structure or 

systems caused by the maximum 

amount of heat it can generate due to 

any failure of it or its individual cells. 

7. Have a failure sensing and warning 

system to alert the flightcrew if its 

failure affects safe operation of the 

airplane. 

8. Have a means for the flightcrew or 

maintenance personnel to determine the 

battery charge state if the battery’s 

function is required for safe operation of 

the airplane. 

Note: A battery system consists of the 

battery and any protective, monitoring, and 

alerting circuitry or hardware inside or 

outside of the battery. It also includes vents 

(where necessary) and packaging. For the 

purpose of these special conditions, a 

‘‘battery’’ and ‘‘battery system’’ are referred to 

as a battery. 

Issued in Renton, Washington, on January 

9, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–00548 Filed 1–12–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2017–0482; Special 

Conditions No. 25–709–SC] 

Special Conditions: Airbus Model 

A330–841 and A330–941 New Engine 

Option (A330neo) Airplanes; Use of 

High-Incidence Protection and AlphaFloor Systems 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Airbus Model A330–841 

and A330–941 New Engine Option 

(A330neo) airplanes. These airplanes 

will have a novel or unusual design 

feature when compared to the state of 

technology envisioned in the 

airworthiness standards for transportcategory airplanes. This design feature 

is a high-incidence protection system 

that limits the angle of attack (AOA) at 

which the airplane can be flown during 

normal low-speed operations, and that 

the flightcrew cannot override. 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 Airbus 

on January 16, 2018. Send your 

comments by March 2, 2018. 

ADDRESSES: Send comments identified 

by docket number FAA–2017–0482 

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: 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 website, 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). 

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: Joe 

Jacobsen, FAA, Airplane and Flight 

Crew Interface Section, AIR–671, 

Transport Standards Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, 1601 Lind Avenue 

SW, Renton, Washington 98057–3356; 

telephone 425–227–2011; facsimile 

425–227–1320. 


daltland on DSKBBV9HB2PROD with RULES
2036 Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 

SUPPLEMENTARY INFORMATION: These 

special conditions are derived from 

special conditions of the same topic for 

the Airbus Model A380 airplane 

(Special Conditions No. 25–316–SC). 

The substance of these special 

conditions has been published in the 

Federal Register for public comment in 

several prior instances. The FAA 

therefore finds it unnecessary to delay 

the effective date, and 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 January 20, 2015, Airbus applied 

for an amendment to Type Certificate 

no. A46NM to include the new Model 

A330–841 and A330–941 New Engine 

Option airplanes, collectively marketed 

as Model A330neo airplanes. These 

airplanes, which are derivatives of the 

Model A330–200 and A330–300 

airplanes currently approved under 

Type Certificate No. A46NM, are widebody, jet-engine airplanes with a 

maximum takeoff weight of 533,519 

pounds, and a passenger capacity of 257 

(A330–841); or a maximum takeoff 

weight of 535,503 pounds, and a 

passenger capacity of 287 (A330–941). 

Type Certification Basis 

Under the provisions of § 21.101, 

Airbus must show that the Model 

A330neo airplanes meet the applicable 

provisions of the regulations listed in 

Type Certificate No. A46NM, or the 

applicable regulations in effect on the 

date of application for the change except 

for earlier amendments as agreed upon 

by the FAA. 

For the high-incidence protection 

system, Airbus will not meet the latest 

standards, as outlined in the Airbus 

Model A350 airplane special conditions 

(Special Conditions No. 25–517–SC). 

However, in accordance with § 21.101, 

Airbus has agreed to meet improved 

standards relative to the original Airbus 

Model A330 airplane certification basis 

corresponding to Airbus Model A380 

airplane standards. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., title 14, Code of Federal 

Regulations (14 CFR) part 25) do not 

contain adequate or appropriate safety 

standards for Model A330neo airplanes 

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, or should any other 

model already included on the same 

type certificate be modified to 

incorporate 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 Model A330neo 

airplanes 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 

§ 21.101. 

Novel or Unusual Design Features 

The Airbus Model A330neo airplanes 

will incorporate the following novel or 

unusual design features: 

A high-incidence protection system 

that limits the angle of attack at which 

the airplane can be flown during normal 

low-speed operations, and that the 

flightcrew cannot override. 

Discussion 

The application of this high-incidence 

protection system, which limits the 

airplane’s AOA, impacts the 

longitudinal airplane handling 

characteristics. In addition, the Alphafloor function automatically advances 

the throttles on the operating engines 

under flight circumstances of low speed 

if the airplane reaches a predetermined 

high AOA. This function is intended to 

provide increased climb capability. 

The high-incidence protection system 

prevents the airplane from stalling and, 

therefore, the stall-warning system is 

not needed during normal flight 

conditions. If there is a failure of this 

system that is not shown to be 

extremely improbable, the flight 

characteristics at the AOA for lift 

coefficient CLmax (an airspeed calculated 

from a variety of factors; see item 1.f. in 

these special conditions) must be 

suitable in the traditional sense, and 

stall warning must be provided in a 

conventional manner. 

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 Airbus 

Model A330–841 and A330–941 

(A330neo) airplanes. Should Airbus 

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 certain novel 

or unusual design features on one model 

series 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, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Airbus Model 

A330–841 and A330–941 (A330neo) 

airplanes. 

1. Definitions: The following 

definitions apply for terminology that 

does not appear in 14 CFR part 25: 

a. High-Incidence Protection System: 

A system that operates directly and 

automatically on the airplane’s flying 

controls to limit the maximum 

incidence that can be attained to a value 

below that at which an aerodynamic 

stall would occur. 

b. Alpha-Floor System: A system that 

automatically increases thrust on the 

operating engines when incidence 

increases through a particular value. 

c. Alpha limit: The maximum steady 

incidence at which the airplane 

stabilizes with the high-incidence 

protection system operating and the 

longitudinal control held on its aft stop. 

d. Vmin: The minimum steady flight 

speed, for the airplane configuration 

under consideration and with the highincidence protection system operating, 

is the final, stabilized, calibrated 


daltland on DSKBBV9HB2PROD with RULES
Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 2037 

airspeed obtained when the airplane is 

decelerated at an entry rate not 

exceeding 1 knot per second until the 

longitudinal pilot controller is on its 

stop. 

e. Vmin1g: Vmin corrected to 1g 

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 

AOA not greater than that determined 

for Vmin. 

f. VCLmax: An airspeed calculated from 

a variety of factors including load factor 

normal to the flight path at VCLmax, 

airplane gross weight, aerodynamic 

reference wing area, and dynamic 

pressure. 

2. Capability and Reliability of the 

High-Incidence Protection System: 

These special conditions are in lieu of 

14 CFR 25.103, 25.145, 25.201, 25.203, 

25.207, and 25.1323, provided that 

acceptable 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: 

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

and handling characteristics must be 

acceptable, as required by condition 5 of 

these special conditions. 

b. The airplane must be protected 

against stalling due to the effects of 

wind shears and gusts at low speeds, as 

required by condition 6 of these special 

conditions. 

c. The ability of the high-incidence 

protection system to accommodate any 

reduction in stalling incidence resulting 

from residual ice must be verified. 

d. The reliability of the system and 

the effects of failures must be acceptable 

in accordance with § 25.1309 and the 

associated policy. 

3. Minimum Steady Flight Speed and 

Reference Stall Speed: In lieu of 

§ 25.103, the following requirements 

apply: 

a. Vmin: The minimum steady flight 

speed, for the airplane configuration 

under consideration and with the highincidence protection system operating, 

is the final, stabilized, calibrated 

airspeed obtained when the airplane is 

decelerated at an entry rate not 

exceeding 1 knot per second until the 

longitudinal control is on its stop. 

b. The minimum steady flight speed, 

Vmin, must be determined with: 

i. The high-incidence protection 

system operating normally. 

ii. Idle thrust. 

iii. Alpha-Floor System inhibited. 

iv. All combinations of flap settings 

and landing gear positions. 

v. The weight used when VSR is being 

used as a factor to determine 

compliance with a required 

performance standard. 

vi. The most unfavorable center of 

gravity (CG) allowable, and 

vii. The airplane trimmed for straight 

flight at a speed achievable by the 

automatic trim system. 

c. Vmin1g: Vmin corrected to 1g 

conditions. It is the minimum calibrated 

airspeed at which the airplane can 

develop a lift force normal to the flight 

path and equal to the weight of the 

airplane when at an AOA not greater 

than that determined for Vmin. Vmin1g is 

defined as follows: 

Where 

nzw = load factor normal to the flight path at 

Vmin

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 is expressed as: 

Where 

VCLmax = Calibrated airspeed obtained when 

the load-factor-corrected lift coefficient 

is first a maximum during the maneuver 

prescribed in condition (3)(e)(viii) of these 

special conditions. 

nzw = Load factor normal to the flight path 

at VCLmax

W = Airplane gross weight; 

S = Aerodynamic reference wing area; and 

q = Dynamic pressure. 

Note: Unless AOA protection-system (stall 

warning and stall identification) production 

tolerances are acceptably small, so as to 

produce insignificant changes in 

performance determinations, the flight-test 

settings for stall warning and stall 

identification should be set at the low AOA 

tolerance limit; high AOA tolerance limits 

should be used for characteristics 

evaluations. 

e. VCLmax must be determined with the 

following conditions: 

i. Engines idling, or, if that resultant 

thrust causes an appreciable decrease in 

stall speed, not more than zero thrust at 

the stall speed. 

ii. 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. 

iii. The weight used when VSR is 

being used as a factor to determine 

compliance with a required 

performance standard. 

iv. The CG position that results in the 

highest value of reference stall speed. 

v. 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. 

vi. The Alpha-Floor System inhibited. 

vii. The high-incidence protection 

system adjusted to a high enough 

incidence to allow full development of 

the 1g stall. 

viii. Starting from the stabilized trim 

condition, apply the longitudinal 

control to decelerate the airplane so that 

the speed reduction does not exceed one 

knot per second. 

f. The flight characteristics at the 

AOA for CLmax must be suitable in the 

traditional sense at forward (FWD) and 

aft (AFT) CG in straight and turning 

flight at IDLE power. Although for a 

normal production Electronic Flight 

Control System (EFCS) and steady full 

aft stick, this AOA for CLmax cannot be 

achieved. The AOA can be obtained 

momentarily under dynamic 

circumstances, and deliberately in a 

steady-state sense, with some EFCS 

failure conditions. 

4. Stall Warning: 

In lieu of § 25.207, the following 

requirements apply: 

a. Normal Operation: If the items in 

condition 2, above, are satisfied, 

equivalent safety to the intent of 

§ 25.207, Stall Warning, must be 

considered to have been met without 

provision of an additional, unique 

warning device. 

b. Failure Cases: Following failures of 

the high-incidence protection system 

not shown to be extremely improbable, 

if the system no longer satisfies items in 

conditions 2. a., b., and c., stall warning 

must be provided in accordance with 

§ 25.207. The stall warning should 

prevent inadvertent stall in the 

following conditions: 

i. Power off straight stall approaches 

to a speed 5 percent below the warning 

onset. 

ii. Turning-flight stall approaches at 

entry rates up to 3 knots per second 

when recovery is initiated not less than 

1 second after the warning onset. 

5. Handling Characteristics at High 

Incidence: 

a. High-Incidence Handling 

Demonstrations: In lieu of § 25.201, the 

following requirements apply: 

i. Maneuvers to the limit of the 

longitudinal control, in the nose-up 

direction, must be demonstrated in 


daltland on DSKBBV9HB2PROD with RULESER16JA18.000</GPH> ER16JA18.001</GPH> ER16JA18.002</GPH>
2038 Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 

straight flight and in 30-degree banked 

turns with: 

1. The high-incidence protection 

system operating normally. 

2. Initial power condition of: 

a. Power off 

b. The power necessary to maintain 

level flight at 1.5 VSR1, where VSR1 is the 

reference stall speed with the flaps in 

the approach position, the landing gear 

retracted, and the maximum landing 

weight. The flap position to be used in 

determining this power setting is that 

position in which the stall speed, VSR1, 

does not exceed 110 percent of the stall 

speed, VSR0, with the flaps in the most 

extended landing position. 

3. Alpha-Floor System operating 

normally, unless more severe conditions 

are achieved with Alpha floor inhibited. 

4. Flaps, landing gear, and 

deceleration devices in any likely 

combination of positions. 

5. Representative weights within the 

range for which certification is 

requested, and 

6. 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 with these 

special conditions: 

i. 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. 

ii. The longitudinal control must be 

maintained at its stop until the airplane 

has reached a stabilized flight condition, 

and must then be recovered by normal 

recovery techniques. 

iii. The requirements for turning-flight 

maneuver demonstrations must also be 

met with accelerated rates of entry to 

the incidence limit, up to the maximum 

rate achievable. 

c. Characteristics in High Incidence 

Maneuvers: In lieu of § 25.203, the 

following requirements apply: 

i. Throughout maneuvers with a rate 

of deceleration of not more than 1 knot 

per second, both in straight flight and in 

30-degree banked turns, the airplane’s 

characteristics must be as follows: 

1. There must not be any abnormal 

airplane 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 its stop, would be 

acceptable. Any reduction of pitch 

attitude associated with stabilizing the 

incidence at the Alpha limit should be 

achieved smoothly and at a low pitch 

rate, such that it is not likely to be 

mistaken for natural-stall identification. 

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 cockpit 

controllers throughout the maneuver. 

4. The airplane must not exhibit 

buffeting of a magnitude and severity 

that would act as a deterrent to 

completing the maneuver specified in 

§ 25.201(a), as amended by this special 

condition. 

ii. In maneuvers with increased rates 

of deceleration, some degradation of 

characteristics, associated with a 

transient excursion beyond the 

stabilized Alpha limit, is acceptable. 

However, the airplane must not exhibit 

dangerous characteristics or 

characteristics that would deter the pilot 

from holding the longitudinal controller 

on its stop for a period of time 

appropriate to the maneuvers. 

iii. It must always be possible to 

reduce incidence by conventional use of 

the controller. 

iv. 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 

significantly slower than can be 

achieved on conventionally controlled 

transport airplanes. 

6. Atmospheric Disturbances: 

Operation of the high-incidence 

protection system must not adversely 

affect airplane 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. 

7. Alpha Floor: The Alpha-floor 

setting must be such that the airplane 

can be flown at normal landing 

operational speed, and maneuvered up 

to bank angles consistent with the flight 

phase (including the maneuver 

capabilities specified in § 25.143(g)), 

without triggering Alpha floor. In 

addition, there must be no Alpha-floor 

triggering unless appropriate when the 

airplane is flown in usual operational 

maneuvers and in turbulence. 

8. Proof of Compliance: Change 

§ 25.21 as follows: 

Section 25.21(b)—The flying qualities 

must be evaluated at the most 

unfavorable CG position. 

9. For §§ 25.145(a), 25.145(a), and 

25.145(b)(6), the following requirements 

apply: 

a. Section 25.145(a)—It must be 

possible, at any point between the trim 

speed prescribed in § 25.103(b)(7) as 

amended by this special condition and 

Vmin, to pitch the nose downward so that 

the acceleration to this selected trim 

speed is prompt with— 

b. Section 25.145(a)(1)—The airplane 

trimmed at the trim speed prescribed in 

§ 25.103(b)(7) as amended by this 

special condition. 

c. Section 25.145(b)(6)—With power 

off, flaps extended and the airplane 

trimmed at 1.3 VSR1, obtain and 

maintain airspeeds between Vmin and 

either 1.6VSR1 or VFE, whichever is 

lower. 

10. In lieu of § 25.1323(d), the 

following requirement applies: 

(d) From 1.23 VSR to Vmin, the IAS 

must change perceptibly with CAS and 

in the same sense, and at speeds below 

Vmin speed the IAS must not change in 

an incorrect sense. 

Issued in Renton, Washington, on January 

9, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–00546 Filed 1–12–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–4279; Special 

Conditions No. 25–612–SC] 

Special Conditions: Gulfstream 

Aerospace Corporation, Gulfstream 

GVI Airplane; Non-Rechargeable 

Lithium Battery Installations 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; 

correction. 

SUMMARY: This document corrects errors 

that appeared in Docket No. FAA–2015– 

4279, Special Conditions No. 25–612– 

SC, which was published in the Federal 

Register on April 22, 2016. The errors 

are incorrect title 14, Code of Federal 

Regulations section citations in two 

locations in the final special conditions 

document. 

DATES: The effective date of this 

correction is January 16, 2018. 

FOR FURTHER INFORMATION CONTACT: 

Nazih Khaouly, Airplane and Flight 

Crew Interface Section, AIR–671, 

Transport Standards Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, 1601 Lind Avenue 

SW, Renton, Washington 98057–3356; 


daltland on DSKBBV9HB2PROD with RULES