8912 Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Proposed Rules 

The NRC may post materials related 

to this document, including public 

comments, on the Federal rulemaking 

website at https://www.regulations.gov 

under Docket ID NRC–2024–0182. In 

addition, the Federal rulemaking 

website allows members of the public to 

receive alerts when changes or additions 

occur in a docket folder. To subscribe: 

(1) navigate to the docket folder (NRC– 

2024–0182); (2) click the ‘‘Subscribe’’ 

link; and (3) enter an email address and 

click on the ‘‘Subscribe’’ link. 

Dated: January 16, 2025. 

For the Nuclear Regulatory Commission. 

Mirela Gavrilas, 

Executive Director for Operations. 

[FR Doc. 2025–02209 Filed 2–3–25; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2024–2442; Notice No. 25– 

24–06–SC] 

Special Conditions: Gulfstream 

Aerospace Corporation, Model GVII– 

G400 Airplane; Automatic Speed 

Protection for Design Dive Speed (Dive 

Speed Definition) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Gulfstream Aerospace 

Corporation (Gulfstream) Model GVII– 

G400 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 highspeed protection system. 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: Send comments on or before 

March 21, 2025. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2024–2442 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

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. 

Docket: Background documents or 

comments received may be read at 

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, Airframe (P&S) Section, 

AIR–622, Technical Policy Branch, 

Policy and Standards Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, WA 98198; 

telephone 206–231–3210; email 

todd.martin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

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 proposed 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 and will consider comments 

filed late if it is possible to do so 

without incurring delay. The FAA may 

change these special conditions based 

on the comments received. 

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 

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 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these proposed 

special conditions. Send submissions 

containing CBI to the individual listed 

in the For Further Information Contact 

section above. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for these proposed special 

conditions. 

Background 

On June 30, 2020, Gulfstream applied 

for an amendment to Type Certificate 

No. T00021AT to include the new 

Model GVII–G400 airplane. The 

Gulfstream Model GVII–G400 airplane, 

which is a derivative of the Model GVII– 

G500 airplane currently approved under 

Type Certificate No. T00021AT, is a 

twin-engine, transport-category, 

business jet, with a maximum seating 

for 19 passengers, and a maximum takeoff weight of 73,500 pounds. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Gulfstream must show that the 

Model GVII–G400 airplane meets the 

applicable provisions of the regulations 

listed in Type Certificate No. 

T00021AT, or the applicable regulations 

in effect on the date of application for 

the change, except for earlier 

amendments as agreed upon by the 

FAA. 

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 Gulfstream Model GVII–G400 

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 


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Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Proposed Rules 8913 

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 Gulfstream Model GVII– 

G400 airplane must comply with the 

exhaust-emission requirements of 14 

CFR part 34, and the noise-certification 

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 Gulfstream Model GVII–G400 

airplane will incorporate the following 

novel or unusual design feature: 

The GVII–G400 is equipped with a 

high-speed protection system that limits 

nose down pilot authority at speeds 

above VC/MC and prevents the airplane 

from actually performing the maneuver 

required under § 25.335(b)(1). 

Gulfstream proposes to reduce the 

margin between VC and VD required by 

§ 25.335(b) based on the incorporation 

of this high-speed protection system in 

the Gulfstream GVII–G400 flight control 

laws. 

Discussion 

Section 25.335(b)(1) is an analytical 

envelope condition which was 

originally adopted in part 4b of the Civil 

Air Regulations in order to provide an 

acceptable speed margin between design 

cruise speed and design dive speed. 

Flutter clearance design speeds and 

airframe design loads are impacted by 

the design dive speed. While the initial 

condition for the upset specified in the 

rule is 1g level flight, protection is 

afforded for other inadvertent overspeed 

conditions as well. Section 25.335(b)(1) 

is intended as a conservative enveloping 

condition for potential overspeed 

conditions, including non-symmetric 

ones. To establish that potential 

overspeed conditions are enveloped, the 

applicant must demonstrate that any 

reduced speed margin based on the 

high-speed protection system will not 

be exceeded in inadvertent or gust 

induced upsets resulting in initiation of 

the dive from non-symmetric attitudes; 

or that the airplane is protected by the 

flight control laws from getting into 

non-symmetric upset conditions. The 

applicant must conduct a demonstration 

that includes a comprehensive set of 

conditions as described below. 

A special condition is proposed in 

lieu of § 25.335(b)(1). Section 

25.335(b)(2), which also addresses the 

design dive speed, is applied separately. 

Advisory Circular 25.335–1A, ‘‘Design 

Dive Speed,’’ dated September 29, 2000, 

provides an acceptable means of 

compliance to § 25.335(b)(2). 

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 Gulfstream 

Model GVII–G400 airplane. Should 

Gulfstream 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 the certain 

novel or unusual design feature on the 

Gulfstream Model GVII–G400 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, and 44704. 

The Proposed Special Conditions 

D 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 Corporation Model GVII– 

G400 airplanes. 

(1) In lieu of compliance with 

§ 25.335(b)(1), if the flight control 

system includes functions that act 

automatically to initiate recovery before 

the end of the 20 second period 

specified in § 25.335(b)(1), VD/MD must 

be determined from the greater of the 

speeds resulting from conditions (a) and 

(b) below. The speed increase occurring 

in these maneuvers may be calculated if 

the analysis method and the data used 

are shown to be reliable. If any nonoverridable automatic feature is 

included in the high-speed protection 

system (e.g., automatic power reduction 

or automatic application of drag 

devices), normal operation of these 

features may be assumed in the 

maneuvers of (a) and (b). 

(a) From an initial condition of 

stabilized flight at VC/MC, the airplane 

is upset so as to take up a new flight 

path 7.5 degrees below the initial path. 

Pilot pitch control application, up to 

full authority, is made to try to achieve 

and maintain this new flight path. 

Twenty seconds after achieving the new 

flight path at or above VC/MC or twenty 

seconds after reaching full control input 

at or above VC/MC, whichever occurs 

first, manual recovery is made at a load 

factor of 1.5 g (0.5 g acceleration 

increment), or such greater load factor 

that is automatically applied by the 

system with the pilot’s pitch control 

neutral. Initial power setting, as 

specified in § 25.175(b)(1)(iv), is 

assumed. Pilot reduction of power and/ 

or use of drag devices must be delayed 

until recovery is initiated. 

(b) From any likely level cruise speed 

up to VC/MC, with the longitudinal trim 

and power set to maintain stabilized 

level flight at this speed, the airplane is 

upset so as to accelerate through VC/MC

at a flight path 15 degrees below the 

initial path (or at the steepest nose 

down attitude that the system will 

permit with full pitch control input if 

less than 15 degrees). The pilot’s 

controls may be in the neutral position 

after reaching VC/MC and before 

recovery is initiated. Recovery may be 

initiated three seconds after operation of 

the high-speed warning device or 

immediately upon reaching VC/MC

(whichever is higher) by application of 

a load factor of 1.5 g (0.5 g acceleration 

increment), or such greater load factor 

that is automatically applied by the 

system with the pilot’s pitch control 

neutral; power may be reduced 

simultaneously if not already 

automatically reduced by the highspeed protection system. All other 

means of decelerating the airplane, the 

use of which are authorized up to the 

highest speed reached in the maneuver, 

may be used. The interval between 

successive pilot actions must not be less 

than one second. 

(2) Any failure of the high-speed 

protection system that would affect the 

speed margin determined by paragraph 

(1) must be improbable (occur at a rate 

less than 10–5 per flight hour). 

(3) Failures of the system must be 

annunciated to the pilots, and flight 

manual instructions must be provided 

to reduce the maximum operating 

speeds, VMO/MMO. The operating speed 

must be reduced to a value that 

maintains a speed margin between the 

reduced VMO/MMO and the lesser of 

VDF/MDF or VD/MD that is consistent 

with the margin determined from 


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8914 Federal Register / Vol. 90, No. 22 / Tuesday, February 4, 2025 / Proposed Rules 

paragraph (1)(a) and § 25.335(b)(2) 

without the benefit of the high-speed 

protection system. 

(4) Master minimum equipment list 

(MMEL) relief for the high-speed 

protection system may be considered by 

the FAA Flight Operations Evaluation 

Board (FOEB) provided that the flight 

manual instructions indicate reduced 

maximum operating speeds as described 

in paragraph (3), and that no additional 

hazards are introduced with the highspeed protection system inoperative. In 

addition, the cockpit display of the 

reduced operating speeds, as well as the 

overspeed warning for exceeding those 

speeds, must be equivalent to that of the 

normal airplane with the high-speed 

protection system operative. 

Issued in Kansas City, Missouri, on 

signature January 30, 2025. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2025–02214 Filed 2–3–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–1884; Project 

Identifier AD–2023–00948–T] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Proposed rule; withdrawal. 

SUMMARY: The FAA is withdrawing a 

notice of proposed rulemaking (NPRM) 

that proposed to supersede 

Airworthiness Directive (AD) 2023–08– 

04, which applies to certain The Boeing 

Company Model 787–8, 787–9, and 

787–10 airplanes. The NPRM was 

prompted by reports of a loss of water 

pressure during flight and water leaks 

that affected multiple pieces of 

electronic equipment, and by the 

discovery that some clamshell couplings 

did not have the required safety strap. 

The NPRM would have required 

inspecting all door 1 and door 3 lavatory 

and galley potable water systems for 

missing or incorrectly installed 

clamshell couplings, inspecting all 

clamshell couplings for the presence 

and correct installation of safety straps 

at door 1 and door 3 lavatories and 

galleys with a potable water system, and 

performing applicable on-condition 

actions. The NPRM would have also 

prohibited the installation of affected 

parts at inspection locations and 

removed Model 787–10 airplanes from 

the applicability. Since issuance of the 

NPRM, the FAA has determined that the 

identified service information may not 

adequately address the unsafe condition 

on one of the galleys, and Model 787– 

10 airplanes should be included in the 

applicability. Accordingly, the NPRM is 

withdrawn. 

DATES: As of February 4, 2025, the 

proposed rule, which was published in 

the Federal Register on July 15, 2024 

(89 FR 57374), is withdrawn. 

ADDRESSES: AD Docket: You may 

examine the AD docket at 

regulations.gov by searching for and 

locating Docket No. FAA–2024–1884; or 

in person at Docket Operations between 

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

Friday, except Federal holidays. The AD 

docket contains this AD action, any 

comments received, and other 

information. The street address for 

Docket Operations is Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE, Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Courtney Tuck, Aviation Safety 

Engineer, FAA, 2200 South 216th St., 

Des Moines, WA 98198; phone: 206– 

231–3986; email: Courtney.K.Tuck@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued an NPRM to amend 

14 CFR part 39 to supersede AD 2023– 

08–04, Amendment 39–22419 (88 FR 

33823, May 25, 2023) (AD 2023–08–04). 

AD 2023–08–04 applied to certain The 

Boeing Company Model 787–8, 787–9, 

and 787–10 airplanes. The NPRM was 

published in the Federal Register on 

July 15, 2024 (89 FR 57374). The NPRM 

was prompted by reports of a loss of 

water pressure during flight and water 

leaks that affected multiple pieces of 

electronic equipment. The NPRM was 

further prompted by the discovery that 

some clamshell couplings did not have 

the required safety strap and by the 

development of a design solution that 

replaces the strapless clamshell 

couplings with clamshell couplings that 

have safety straps to address the unsafe 

condition. In the NPRM, the FAA 

proposed to continue to require 

inspecting all door 1 and door 3 lavatory 

and galley potable water systems for 

missing or incorrectly installed 

clamshell couplings, and performing 

applicable on-condition actions. The 

NPRM also proposed to require 

inspecting all clamshell couplings for 

the presence and correct installation of 

safety straps at door 1 and door 3 

lavatories and galleys with a potable 

water system, and performing 

applicable on-condition actions. The 

NPRM would have also prohibited the 

installation of affected parts at 

inspection locations and removed 

Model 787–10 airplanes from the 

applicability. 

The proposed actions were intended 

to address water leaks and water 

migration to critical flight equipment, 

which may affect the continued safe 

flight and landing of the airplane. 

Actions Since the NPRM Was Issued 

Since issuance of the NPRM, Boeing 

advised the FAA that an inspection area 

is missing from Boeing Alert 

Requirements Bulletin B787–81205– 

SB250299–00 RB, Issue 001, dated July 

31, 2023(as specified in paragraph (j) of 

the proposed AD). As a result, the 

NPRM may not adequately address the 

unsafe condition on one of the galleys. 

Specifically, Task 3, Figure 10, needs to 

be updated to add an inspection area to 

the FWD galley located at Door 1. 

According to Boeing, the current figure 

specifies inspection of only Detail K, the 

area above the galley carts, so Detail L 

will be added in a revised requirements 

bulletin to specify an inspection of the 

area behind all of the galley carts. 

Boeing anticipates release of the revised 

bulletin in the middle of 2025. 

Since the NPRM does not address the 

unsafe condition and the unsafe 

condition still exists, the FAA is 

withdrawing the NPRM and considering 

additional rulemaking to require the 

revised service information. The FAA 

has determined that any new AD will be 

issued within the timeframe established 

by the safety assessment. 

Withdrawal of the NPRM constitutes 

only such action and does not preclude 

the FAA from further rulemaking on 

this issue, nor does it commit the FAA 

to any course of action in the future. 

Comments 

The FAA received comments from 

United Airlines, the Air Line Pilots 

Association, International (ALPA), and 

an individual, who supported the 

NPRM without change. 

The FAA also received a comment 

from The Boeing Company. The 

following presents the comment 

received on the NPRM and the FAA’s 

response to the comment. 

Request To Include Model 787–10 

Airplanes 

Boeing noted that some Model 787–10 

airplanes could be in storage or are 

otherwise inactive and requested that 


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