Document ID: FAA-2015-1482-0001
Agency: faa
Document Type: Proposed Rule
Title: Special Conditions: Gulfstream Model GVII-G500 Airplanes, Automatic Speed Protection for Design Dive Speed
Posted Date: 2015-08-18T04:00Z

[Federal Register Volume 80, Number 159 (Tuesday, August 18, 2015)]
[Proposed Rules]
[Pages 49936-49938]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-20297]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2015-1482; Notice No. 25-15-08-SC]

Special Conditions: Gulfstream Model GVII-G500 Airplanes, 
Automatic Speed Protection for Design Dive Speed

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Gulfstream 
Model GVII-G500 airplanes. These airplanes will have a novel or unusual 
design feature associated with a reduced margin between design cruising 
speed, VC/MC, and design diving speed, 
VD/MD, based on the incorporation of a high-speed 
protection system that limits nose-down pilot authority at speeds above 
VC/MC. The applicable airworthiness regulations 
do not contain adequate or appropriate safety standards for this design 
feature. These proposed 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 your comments on or before October 2, 2015.

ADDRESSES: Send comments identified by docket number FAA-2015-1482 
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 Web site, 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), as well as at http://DocketsInfo.dot.gov/.
    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: Walt Sippel, FAA, Airframe and Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2774; facsimile 425-227-1232.

SUPPLEMENTARY INFORMATION:

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 March 29, 2012, Gulfstream Aerospace Corporation applied for a 
type certificate for their new Model GVII-G500 airplane. The Model 
GVII-G500 airplane will be a large-cabin business jet with seating for 
19 passengers. It will incorporate a low, swept-wing design with 
winglets and a T-tail. The powerplant will consist of two aft-fuselage-
mounted Pratt & Whitney turbofan engines. Avionics will include four 
primary display units and multiple touchscreen controllers. The flight-
control system is a three-axis, fly-by-wire system incorporating active 
control/coupled side sticks.
    The Model GVII-G500 will have a wingspan of approximately 87 feet 
and a length of just over 91 feet. Maximum takeoff weight will be 
approximately 76,850 pounds and maximum takeoff thrust will be 
approximately 15,135 pounds. Maximum range will be

[[Page 49937]]

approximately 5,000 nautical miles, and maximum operating altitude will 
be 51,000 feet.

Type Certification Basis

    Under the provisions ofTitle 14, Code of Federal Regulations (14 
CFR) 21.17, Gulfstream must show that the Model GVII-G500 airplane 
meets the applicable provisions of part 25 as amended by Amendments 25-
1 through 25-137.
    In addition, the certification basis includes other regulations, 
special conditions, and exemptions that are not relevant to these 
proposed special conditions.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for Model GVII-G500 airplanes because of a 
novel or unusual design feature, special conditions are prescribed 
under the provisions of Sec.  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, the special conditions would also apply to the 
other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model GVII-G500 airplane 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 Sec.  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 Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The Model GVII-G500 airplane will incorporate the following novel 
or unusual design features:
    Gulfstream proposes to reduce the margin between VC/
MC and VD/MD, required by 14 CFR 
25.335(b), based on the incorporation of a high-speed protection system 
in the airplane's flight-control laws. The high-speed protection system 
limits nose-down pilot authority at speeds above VC/
MC, and prevents the airplane from performing the maneuver 
required under Sec.  25.335(b)(1).
    These proposed 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.

Discussion

    Title 14, Code of Federal Regulations (14 CFR) 25.335(b)(1) is an 
analytical envelope condition which was originally adopted in Part 4b 
of the Civil Air Regulations 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, Gulfstream must demonstrate that any reduced 
speed margin based on the high-speed protection system in the Model 
GVII-G500 airplane 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. Gulfstream must 
conduct a demonstration that includes a comprehensive set of conditions 
as described below.
    These special conditions are proposed in lieu of Sec.  
25.335(b)(1). Section 25.335(b)(2), which also addresses the design 
dive speed, is applied separately (Advisory Circular (AC) 25.335-1A 
provides an acceptable means of compliance to Sec.  25.335(b)(2)).
    Special conditions are necessary to address the Model GVII-G500 
airplane high-speed protection system.These proposed special conditions 
identify various symmetric and non-symmetric maneuvers that will ensure 
that an appropriate design dive speed, VD/MD, is 
established.
    Special Condition 2 of these proposed special conditions references 
AC 25-7C, section 8, paragraph 32, ``Gust Upset,'' included here for 
reference:
    In the following three upset tests, the values of displacement 
should be appropriate to the airplane type and should depend upon 
airplane stability and inertia characteristics. The lower and upper 
limits should be used for airplanes with low and high maneuverability, 
respectively.
    (i) With the airplane trimmed in wings-level flight, simulate a 
transient gust by rapidly rolling to the maximum bank angle appropriate 
for the airplane, but not less than 45 degrees nor more than 60 
degrees. The rudder and longitudinal control should be held fixed 
during the time that the required bank is being attained. The rolling 
velocity should be arrested at this bank angle. Following this, the 
controls should be abandoned for a minimum of 3 seconds after 
VMO/MMO, or after 10 seconds, whichever occurs 
first.
    (ii) Perform a longitudinal upset from normal cruise. Airplane trim 
is determined at VMO/MMO using power and thrust 
required for level flight, but with not more than maximum continuous 
power and thrust. This is followed by a decrease in speed, after which 
an attitude of 6 to l2 degrees nose down, as appropriate for the 
airplane type, is attained with the power, thrust, and trim initially 
required for VMO/MMO in level flight. The 
airplane is permitted to accelerate until 3 seconds after 
VMO/MMO. The force limits of Sec.  25.143(d) for 
short term application apply.
    (iii) Perform a two-axis upset, consisting of combined longitudinal 
and lateral upsets. Perform the longitudinal upset, as in paragraph 
(ii) above, and when the pitch attitude is set, but before reaching 
VMO/MMO, roll the airplane to between 15 and 25 
degrees. The established attitude should be maintained until 3 seconds 
after VMO/MMO.
    Special Conditions 3 and 4 of these proposed special conditions 
indicate that failures of the high-speed protection system must be 
improbable and must be annunciated to the pilots. If these two criteria 
are not met, then the probability that the established dive speed will 
be exceeded, and the resulting risk to the airplane, are too great. On 
the other hand, if the high-speed protection system is known to be 
inoperative, then dispatch of the airplane may be acceptable as allowed 
by proposed Special Condition 5. Dispatch would only be acceptable if 
appropriate reduced operating speeds, VMO/MMO, as 
well as the overspeed warning for exceeding those speeds, are provided 
in both the airplane flight manual and on the flightdeck display, and 
are equivalent to that of the normal airplane with the high-speed 
protection system operative.
    We do not believe that application of the ``Interaction of Systems 
and Structures'' Special Conditions (reference GVI Issue Paper A-2), or 
EASA Certification Specification 25.302, are appropriate in this case, 
because design dive speed is, in and of itself, part of the design 
criteria. Stability and control, flight loads, and flutter evaluations 
all depend on the design dive speed. Therefore, a single design dive 
speed should be established

[[Page 49938]]

that will not be exceeded, taking into account the performance of the 
high-speed protection system as well as its failure modes, failure 
indications, and accompanying flight-manual instructions.

Applicability

    As discussed above, these special conditions are applicable to the 
Model GVII-G500 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, the special conditions would 
apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
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.

    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

0
Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions as part of the type certification basis 
for Gulfstream Model GVII-G500 airplanes.
    1. In lieu of compliance with Sec.  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 Sec.  
25.335(b)(1), VD/MD must be determined from the 
greater of the speeds resulting from conditions (a) and (b) of these 
special cConditions. The speed increase occurring in these maneuvers 
may be calculated if reliable or conservative aerodynamic data are 
used.
    (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. Control 
application, up to full authority, is made to try to maintain this new 
flight path. Twenty seconds after initiating the upset, manual recovery 
is made at a load factor of 1.5g (0.5 acceleration increment), or such 
greater load factor that is automatically applied by the system with 
the pilot's pitch control neutral. Power, as specified in Sec.  
25.175(b)(1)(iv), is assumed until recovery is initiated, at which time 
power reduction, and the use of pilot-controlled drag devices, may be 
used.
    (b) From a speed below VC/MC, with power 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 control authority 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 3 seconds after operation of 
the high-speed warning system by application of a load of 1.5g (0.5 
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. All other means of 
decelerating the airplane, the use of which is authorized up to the 
highest speed reached in the maneuver, may be used. The interval 
between successive pilot actions must not be less than 1 second.
    2. The applicant must also demonstrate that the speed margin, 
established as above, will not be exceeded in inadvertent or gust-
induced upsets resulting in initiation of the dive from non-symmetric 
attitudes, unless the airplane is protected by the flight-control laws 
from getting into non-symmetric upset conditions. The upset maneuvers 
described in Advisory Circular 25-7C, ``Flight Test Guide for 
Certification of Transport Category Airplanes,'' section 8, paragraph 
32, sub-paragraphs c(3)(a), (b), and (c), may be used to comply with 
this requirement.
    3. The probability of any failure of the high-speed protection 
system, which would result in an airspeed exceeding those determined by 
Special Conditions 1 and 2, must be less than 10-5 per 
flight hour.
    4. Failures of the system must be annunciated to the pilots. Flight 
manual instructions must be provided that reduce the maximum operating 
speeds, VMO/MMO. With the system failed, the 
operating speed must be reduced to a value that maintains a speed 
margin between VMO/MMO and VD/
MD, and that is consistent with showing compliance with 
Sec.  25.335(b) without the benefit of the high-speed protection 
system.
    5. The applicant may request that the Master Minimum Equipment List 
relief for the high-speed protection system be considered by the FAA 
Flight Operations Evaluation Board, provided that the flight manual 
instructions indicate reduced maximum operating speeds as described in 
Special Condition 4. In addition, the flightdeck 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. Also, the applicant must show 
that no additional hazards are introduced with the high-speed 
protection system inoperative.

    Issued in Renton, Washington, on August 5, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate Aircraft Certification 
Service.
[FR Doc. 2015-20297 Filed 8-17-15; 8:45 am]
 BILLING CODE 4910-13-P