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
Federal Register / Vol. 83, No. 10 / Tuesday, January 16, 2018 / Rules and Regulations 2039 

telephone 425–227–2432; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Background 

On April 22, 2016, the Federal 

Register published a document 

designated as Docket No. FAA–2015– 

4279, Final Special Conditions No. 25– 

612–SC (81 FR 23573). The document 

issued special conditions pertaining to 

the installation of non-rechargeable 

lithium batteries in Gulfstream GVI 

airplanes. As published, the document 

contained an error in a title 14, Code of 

Federal Regulations (14 CFR) section 

citation in two locations in the final 

special conditions document. These 

citations inadvertently referred to the 

wrong amendment level for the 

certification basis of the various 

Gulfstream GVI airplanes. Therefore, we 

have corrected these special conditions 

to include the correct citations and 

amendment levels that apply to 

certification bases applicable to 

airplanes with non-rechargeable 

lithium-ion battery installations. 

Correction 

In the final special conditions 

document (FR Doc. 2016–09311 Filed 

4–21–16; 8:45 a.m.), published on April 

22, 2016 (81 FR 23573), make the 

following corrections. 

1. On page 23574, second column, 

change the following paragraph: 

These special conditions apply to all 

non-rechargeable lithium battery 

installations in lieu of § 25.1353(b)(1) 

through (b)(4) at Amendment 25–113. 

Sections 25.1353(b)(1) through (b)(4) at 

Amendment 25–113 remain in effect for 

other battery installations. 

To read: 

These special conditions apply to all 

non-rechargeable lithium battery 

installations in lieu of § 25.1353(b)(1) 

through (4) at Amendment 25–123 or 

§ 25.1353(c)(1) through (4) at earlier 

amendments. Those regulations remain 

in effect for other battery installations. 

2. On page 23577, third column, 

change the following paragraph: 

In lieu of § 25.1353(b)(1) through 

(b)(4) at Amendment 25–113, each nonrechargeable lithium battery installation 

must: 

To read: 

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

at Amendment 25–123, or 

§ 25.1353(c)(1) through (4) at earlier 

amendments, each non-rechargeable 

lithium battery installation must: 

Issued in Renton, Washington, on January 

9, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–00547 Filed 1–12–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2017–0826; Product 

Identifier 2016–SW–084–AD; Amendment 

39–19153; AD 2018–01–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2015–22– 

53 for Airbus Helicopters Model 

AS350B3 helicopters. AD 2015–22–53 

required revising the rotorcraft flight 

manual (RFM) to perform the yaw load 

compensator check after rotor shutdown and to state that the yaw servo 

hydraulic switch must be in the ‘‘ON’’ 

position before taking off. Since we 

issued AD 2015–22–53, Airbus 

Helicopters developed a modification of 

the ACCU TST switch. This new AD 

retains the requirements of AD 2015– 

22–53 and requires modifying the yaw 

servo hydraulic switch (collective 

switch) and replacing the ACCU TST 

button. The actions of this AD are 

intended to address an unsafe condition 

on these products. 

DATES: This AD is effective February 20, 

2018. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 20, 2018. 

ADDRESSES: For Airbus Helicopters 

service information identified in this 

final rule, contact Airbus Helicopters, 

2701 N. Forum Drive, Grand Prairie, TX 

75052; telephone (972) 641–0000 or 

(800) 232–0323; fax (972) 641–3775; or 

at http://www.helicopters.airbus.com/ 

website/en/ref/Technical-Support_

73.html. You may view this referenced 

service information at the FAA, Office 

of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 

6N–321, Fort Worth, TX 76177. It is also 

available on the internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2017– 

0826. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at http://

www.regulations.gov in Docket No. 

FAA–2017–0826; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the European 

Aviation Safety Agency (EASA) AD, any 

incorporated-by-reference information, 

the economic evaluation, any comments 

received, and other information. The 

address for the Docket Office (phone: 

800–647–5527) is Document 

Management Facility, U.S. Department 

of Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

George Schwab, Aviation Safety 

Engineer, Safety Management Section, 

Rotorcraft Standards Branch, FAA, 

10101 Hillwood Pkwy., Fort Worth, TX 

76177; telephone (817) 222–5110; email 

george.schwab@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to remove AD 2015–22–53, 

Amendment 39–18331 (80 FR 74982, 

December 1, 2015) and add a new AD. 

AD 2015–22–53 applied to Airbus 

Helicopters Model AS350B3 helicopters 

with a dual hydraulic system installed. 

AD 2015–22–53 required revising the 

pre-flight and post-flight procedures in 

the RFM to perform the yaw load 

compensator check (ACCU TST switch) 

after rotor shut-down instead of during 

preflight procedures and to state that the 

yaw servo hydraulic switch (collective 

switch) must be in the ‘‘ON’’ (forward) 

position before taking off. 

The NPRM published in the Federal 

Register on September 8, 2017 (82 FR 

42487). The NPRM was prompted by 

AD No. 2016–0220, dated November 4, 

2016, issued by EASA, which is the 

Technical Agent for the Member States 

of the European Union, to correct an 

unsafe condition for Airbus Helicopters 

Model AS 350 B3 helicopters. EASA 

advises that further analysis resulted in 

the recognition that a pilot could forget 

to activate a switch despite the RFM 

changes and that altering the bistable 

push button (push-on, push-off) ACCU 

TST switch is necessary. 

Accordingly, the NPRM proposed to 

retain the requirements of AD 2015–22– 

53 and also proposed to require, within 


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