This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

40943 

Vol. 82, No. 166 

Tuesday, August 29, 2017 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. FAA–2017–0651; Special 

Conditions No. 23–285–SC] 

Special Conditions: Game Composites 

Ltd., GB1 Airplane; Acrobatic Category 

Aerodynamic Stability 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Game Composites Ltd. 

GB1 airplane. This airplane will have a 

novel or unusual design feature(s) 

associated with static stability. This 

airplane can perform at the highest level 

of aerobatic competition. To be 

competitive, the airplane is designed 

with its lateral and directional axes 

being decoupled from each other; 

providing more precise maneuvering. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

the Administrator considers necessary 

to establish a level of safety equivalent 

to that established by the existing 

airworthiness standards. 

DATES: These special conditions are 

effective August 29, 2017 and are 

applicable on August 22, 2017. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Ross Schaller, AIR–714, Federal 

Aviation Administration, Compliance 

and Airworthiness Division, Flight Test 

Branch, Aircraft Certification Service, 

901 Locust, Kansas City, Missouri 

64106; telephone (816) 329–4162; 

facsimile (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Background 

On March 10, 2014, Game Composite 

Ltd. applied for a type certificate for 

their new GB1 airplane. The GB1 is a 

single-engine airplane with a two-place 

tandem canopy cockpit. It features 

conventional landing gear, conventional 

low-wing planform, and is mostly 

constructed of carbon composite 

materials. The engine is a Lycoming 

AEIO–580–B1A, fitted with a model 

MTV–14–B–C/C190–130 4-blade MTpropeller. The airplane will be approved 

for Day-VFR operations (non-icing). The 

maximum takeoff weight is 2,200 

pounds in acrobatic category with a 

maximum operating altitude of 15,000 

feet. The never exceed speed (VNE) is 

230 knots, the design cruise speed (VC) 

is 200 knots, and the design 

maneuvering speed (VA) is 175 knots. 

Acrobatic airplanes previously type 

certified by the FAA did comply with 

the stability provisions of part 23, 

subpart B. However, airplanes like the 

GB1 are considered as ‘‘unlimited’’ 

acrobatic airplanes because these 

airplanes can perform all the maneuvers 

listed in the Aresti Catalog. Generally, 

the evolution of the ‘‘unlimited’’ types 

of acrobatic airplanes, with very low 

mass, exceptional roll rates, and very 

high G capabilities—in addition to 

power to mass ratios—are unique to this 

type of airplane and have led to 

airplanes that cannot comply with the 

stability provisions of the regulations. 

These airplanes can be type certified in 

the acrobatic category only with an 

appropriate set of special conditions 

and associated limitations. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Game Composites Ltd. must show the 

GB1 meets the applicable provisions of 

part 23, as amended by amendments 

23–1 through 23–62 thereto. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23) do not contain 

adequate or appropriate safety standards 

for the GB1 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 or similar novel 

or unusual design feature, the FAA 

would apply these special conditions to 

the other model under § 21.17(a)(2). 

In addition to the applicable 

airworthiness regulations and special 

conditions, the GB1 must comply with 

the fuel vent and exhaust emission 

requirements of 14 CFR part 34 and the 

noise certification requirements of 14 

CFR part 36 and the FAA must issue a 

finding of regulatory adequacy under 

§ 611 of Public Law 92–574, the ‘‘Noise 

Control Act of 1972.’’. 

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 GB1 airplane will incorporate the 

following novel or unusual design 

features: 

For acrobatic category airplanes with 

unlimited acrobatic capability: 

Relaxed longitudinal and decoupled 

lateral static stability characteristics. 

Discussion 

Sections 23.173 and 23.177 provide 

static stability criteria for longitudinal, 

lateral, and directional axes 

requirements for an airplane. However, 

these requirements are not adequate to 

address the specific issues raised in the 

flight characteristics of an unlimited 

aerobatic airplane. Therefore, the FAA 

has determined special conditions are 

needed—after a flight-test evaluation— 

to address the static stability 

characteristics of the GB1. Accordingly, 

these special conditions are for the 

Game Composites Ltd. GB1 airplane’s 

static stability characteristics. 

Discussion of Comments 

Notice of proposed special conditions 

No. 23–17–02–SC for the Game 

Composites Ltd. GB1 airplane was 

published in the Federal Register on 

July 3, 2017 (82 FR 30798). The FAA 

received one comment. The commenter 

suggested the FAA makes this special 

condition a standard for all unlimited 

aerobatic airplanes. The FAA agrees and 

published amendment 23–64 in the 

Federal Register (81 FR 96572, 

December 30, 2016) with an effective 

date of August 30, 2017; moving from a 

prescriptive-based to a performancebased regulation. A goal of amendment 

23–64 is to reduce the need for special 

conditions through the use of industry 

standards that can be applied—as the 

commenter suggests—to airplanes that 

meet the criteria for that standard. Until 

an industry standard is developed by an 

industry standards organization such as 


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40944 Federal Register / Vol. 82, No. 166 / Tuesday, August 29, 2017 / Rules and Regulations 

ASTM International, SAE International, 

etc. these special conditions are 

required and adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the GB1. 

Should Game Composites Ltd. apply at 

a later date for a change to the type 

certificate to include another model 

incorporating the same novel or unusual 

design feature the FAA would apply 

these special conditions to that model as 

well. 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

certification date for the Game 

Composites Ltd. GB1 airplane is 

imminent, pursuant to 5 U.S.C. 553(d) 

the FAA finds that good cause exists to 

make these special conditions effective 

upon issuance. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability and it affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

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 

condition are issued as part of the type 

certification basis for Game Composites 

GB1 airplanes. 

1. Acrobatic Only Category Static 

Stability Requirements. 

a. In place of 14 CFR 23.173, ‘‘Static 

longitudinal stability,’’ comply with the 

following: 

SC23.173 Static Longitudinal Stability 

Under the conditions in 14 CFR 

23.175 and with the airplane trimmed as 

indicated, the characteristics of the 

elevator control forces and the friction 

within the control system must be as 

follows: 

(a) A pull must be required to obtain 

and maintain speeds below the 

specified trim speed and a push 

required to obtain and maintain speeds 

above the specified trim speed. This 

must be shown at any speed that can be 

obtained, except that speeds requiring a 

control force in excess of 40 pounds or 

speeds above the maximum allowable 

speed or below the minimum speed for 

steady unstalled flight need not be 

considered. 

(b) The stick force or position must 

vary with speed so any substantial 

speed change results in a stick force or 

position clearly perceptible to the pilot. 

b. In place of 14 CFR 23.177, ‘‘Static 

directional and lateral stability,’’ 

comply with the following: 

SC23.177 Static Directional and 

Lateral Stability 

(a) The static directional stability, as 

shown by the tendency to recover from 

a wings level sideslip with the rudder 

free, must be positive for any landing 

gear and flap position appropriate to the 

takeoff, climb, cruise, approach, and 

landing configurations. This must be 

shown with symmetrical power up to 

maximum continuous power and at 

speeds from 1.2 VS1 to VO (maximum 

operating maneuvering speed); the 

rudder pedal force must not reverse. 

(b) In straight, steady slips at 1.2 VS1

for any landing gear and flap positions 

and for any symmetrical power 

conditions up to 50 percent of 

maximum continuous power, the rudder 

control movements and forces must 

increase steadily—but not necessarily in 

constant proportion—as the angle of 

sideslip is increased up to the maximum 

appropriate for the type of airplane. The 

aileron control movements and forces 

may increase steadily, but not 

necessarily in constant proportion, as 

the angle of sideslip is increased up to 

the maximum appropriate for the type 

of airplane. At larger slip angles, up to 

the angle at which full rudder or aileron 

control is used or a control force limit 

contained in 14 CFR 23.143 is reached, 

the aileron and rudder control 

movements and forces must not reverse 

as the angle of sideslip is increased. 

Rapid entry into—and recovery 

from—a maximum sideslip considered 

appropriate for the airplane must not 

result in uncontrollable flight 

characteristics. 

Issued in Kansas City, Missouri, on August 

22, 2017. 

Pat Mullen, 

Manager, Small Airplane Standards Branch, 

Aircraft Certification Service. 

[FR Doc. 2017–18324 Filed 8–28–17; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 91 

[Docket No. FAA–2017–0768; Amendment 

No. 91-?] 

RIN 2120–AL07 

Prohibition Against Certain Flights in 

the Damascus (OSTT) Flight 

Information Region (FIR) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: This action reissues a 

prohibition of certain flight operations 

in the Damascus (OSTT) Flight 

Information Region (FIR) by all U.S. air 

carriers; U.S. commercial operators; 

persons exercising the privileges of an 

airman certificate issued by the FAA, 

except such persons operating a U.S.- 

registered aircraft for a foreign air 

carrier; and operators of U.S.-registered 

civil aircraft, except where the operator 

is a foreign air carrier. The FAA finds 

that this action is necessary to safeguard 

against continuing hazards to persons 

and aircraft engaged in such flight 

operations. 

DATES: This final rule is effective on 

August 28, 2017. 

FOR FURTHER INFORMATION CONTACT: 

Michael Filippell or Will Gonzalez, Air 

Transportation Division, AFS–220, 

Flight Standards Service, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone: 202– 

267–8166; email: michael.e.filippell@

faa.gov or will.gonzalez@faa.gov. 

SUPPLEMENTARY INFORMATION: 

I. Executive Summary 

This action prohibits certain flight 

operations in the Damascus (OSTT) 

Flight Information Region by all U.S. air 

carriers; U.S. commercial operators; 

persons exercising the privileges of an 

airman certificate issued by the FAA, 

except such persons operating a U.S.- 

registered aircraft for a foreign air 

carrier; and operators of U.S.-registered 

civil aircraft, except where the operator 

is a foreign air carrier. The FAA finds 

this action necessary to safeguard 

against continuing hazards to persons 

and aircraft engaged in such flight 

operations. 

Special Federal Aviation Regulation 

No. 114, 14 CFR 91.1609, (SFAR 114) 

was first published on December 30, 

2014 (79 FR 78299). Although an 

extension of SFAR No. 114, 14 CFR 


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