[Federal Register Volume 76, Number 30 (Monday, February 14, 2011)]
[Proposed Rules]
[Pages 8314-8315]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-3210]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM444 Special Conditions No. 25-11-03-SC]
Special Conditions: Gulfstream Model GVI Airplane; Operation
Without Normal Electric Power
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 GVI
airplane. The Gulfstream GVI airplane will have numerous electrically
operated systems whose function is needed for continued safe flight and
landing of the airplane. The applicable airworthiness regulations do
not contain adequate or appropriate safety standards for these design
features. 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: We must receive your comments by March 31, 2011.
ADDRESSES: You must mail two copies of your comments to: Federal
Aviation Administration, Transport Airplane Directorate, Attn: Rules
Docket (ANM-113), Docket No. NM444, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356. You may deliver two copies to the Transport
Airplane Directorate at the above address. You must mark your comments:
Docket No. NM444. You can inspect comments in the Rules Docket
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Nazih Khaouly, FAA, Airplane and
Flight Crew Interface Branch, ANM-111, Transport Standards Staff,
Transport Airplane Directorate, Aircraft Certification Service, 1601
Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 227-
2432; facsimile (425) 227-1320.
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 ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning these special conditions. You can inspect the docket before
and after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive on or before the closing
date for comments. We will consider comments filed late if it is
possible to do so without incurring expense or delay. We may change
these special conditions based on the comments we receive.
If you want us to acknowledge receipt of your comments on this
proposal, include with your comments a self-addressed, stamped postcard
on which you have written the docket number. We will stamp the date on
the postcard and mail it back to you.
Background
On March 29, 2005, Gulfstream Aerospace Corporation (hereafter
referred to as ``Gulfstream'') applied for an FAA type certificate for
its new Gulfstream Model GVI passenger airplane. Gulfstream later
applied for, and was granted, an extension of time for the type
certificate, which changed the effective application date to September
28, 2006. The Gulfstream Model GVI airplane will be an all-new, two-
engine jet transport airplane with an executive cabin interior. The
maximum takeoff weight will be 99,600 pounds, with a maximum passenger
count of 19 passengers.
[[Page 8315]]
Type Certification Basis
Under provisions of Title 14 Code of Federal Regulations (14 CFR)
21.17, Gulfstream must show that the Gulfstream Model GVI airplane
(hereafter referred to as ``the GVI'') meets the applicable provisions
of 14 CFR part 25, as amended by Amendments 25-1 through 25-119, 25-
122, and 25-124. If the Administrator finds that the applicable
airworthiness regulations (i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards for the GVI because of a novel
or unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
In addition to complying with the applicable airworthiness
regulations and special conditions, the GVI 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. The FAA must also issue a
finding of regulatory adequacy pursuant to section 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).
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 features, the special conditions would also apply to the
other model under provisions of Sec. 21.101.
Novel or Unusual Design Features
The GVI incorporates an electronic flight control system that
requires a continuous source of electrical power in order to keep the
system operable. Due to rapid improvements in airplane technology, the
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for these design features. These proposed
special conditions for the GVI 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 of Proposed Special Conditions
The GVI incorporates an electronic flight control system that
requires a continuous source of electrical power in order to keep the
system operable. The criticality of this system is such that their
failure will either reduce the capability of the airplane or the
ability of the crew to cope with adverse operating conditions, or
prevent continued safe flight and landing of the airplane. The
airworthiness standards of part 25 do not contain adequate or
appropriate standards for protection of these systems from the adverse
effects of operation without normal electrical power.
The current rule, Sec. 25.1351(d), Amendment 25-72, requires safe
operation under visual flight rules (VFR) conditions for at least five
minutes after loss of all normal electrical power. This rule was
structured around traditional airplane designs that used mechanical
control cables and linkages for flight control. These manual controls
allowed the crew to maintain aerodynamic control of the airplane for an
indefinite period of time after loss of all electrical power. Under
these conditions, the mechanical flight control system provided the
crew with the ability to fly the airplane while attempting to identify
the cause of the electrical failure, start the engine(s) if necessary,
and reestablish some of the electrical power generation capability, if
possible.
To maintain the same level of safety associated with traditional
designs, the GVI must be designed for operation with the normal sources
of engine and auxiliary power unit (APU) generated electrical power
inoperative. Service experience has shown that loss of all electrical
power from the airplane's engine and APU driven generators is not
extremely improbable. Thus, Gulfstream must demonstrate that the
airplane is capable of recovering adequate primary electrical power
generation for safe flight and landing.
For compliance purposes, a test demonstration of the loss of normal
engine generator must be established such that:
1. The failure condition should be assumed to occur during night
instrument meteorological conditions (IMC) at the most critical phase
of the flight relative to the electrical power system design and
distribution of equipment loads on the system.
2. After the unrestorable loss of normal engine generator power,
the airplane engine restart capability must be provided and operations
continued in IMC.
3. The airplane should be demonstrated to be capable of continuous
safe flight and landing. The length of time must be computed based on
the maximum diversion time capability for which the airplane is being
certified. Consideration for speed reductions resulting from the
associated failure must be made.
4. Availability of APU operation should not be considered in
establishing emergency power system adequacy.
Applicability
As discussed above, these proposed special conditions are
applicable to the GVI. 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 features, these proposed special
conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
of the GVI. 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
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for the GVI airplanes.
Since the total loss of normal generated electrical power in two
engine aircraft has not achieved the extremely improbable level, and
since the loss of all electrical power may be catastrophic to aircraft
utilizing an electronic flight control system, the following special
conditions are proposed in lieu of 14 CFR 25.1351(d):
It must be demonstrated by test or a combination of test and
analysis that the airplane can continue safe flight and landing with
inoperative normal engine and APU generator electrical power
(electrical power sources excluding the battery and any other
standby electrical sources). The airplane operation should be
considered at the critical phase of flight and include the ability
to restart the engines and maintain flight for the maximum diversion
time capability being certified.
Issued in Renton, Washington, on February 3, 2011.
Jeffrey E. Duven,
Acting Manager,Transport Airplane Directorate,Aircraft Certification
Service.
[FR Doc. 2011-3210 Filed 2-11-11; 8:45 am]
BILLING CODE 4910-13-P