Rule2022-16558
Special Conditions: Dassault Aviation Falcon Model 6X Airplane; Design Speed Definition
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
August 3, 2022
Effective
August 3, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
These special conditions are issued for the Dassault Aviation (Dassault) Model Falcon 6X 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 high speed protection system that limits nose-down pilot authority at speeds above V<INF>C</INF>/ M<INF>C</INF>. 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.
Full Text
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<title>Federal Register, Volume 87 Issue 148 (Wednesday, August 3, 2022)</title>
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[Federal Register Volume 87, Number 148 (Wednesday, August 3, 2022)]
[Rules and Regulations]
[Pages 47332-47334]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-16558]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2021-1193; Special Conditions No. 25-798-SC]
Special Conditions: Dassault Aviation Falcon Model 6X Airplane;
Design Speed Definition
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the Dassault Aviation
(Dassault) Model Falcon 6X 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 high speed protection system that
limits nose-down pilot authority at speeds above V<INF>C</INF>/
M<INF>C</INF>. 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: This action is effective on Dassault on August 3, 2022. Send
comments on or before September 19, 2022.
ADDRESSES: Send comments identified by Docket No. FAA-2021-1193 using
any of the following methods:
<bullet> Federal eRegulations Portal: Go to <a href="http://www.regulations.gov/">http://www.regulations.gov/</a> and follow the online instructions for sending
your comments electronically.
<bullet> 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.
<bullet> 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.
<bullet> Fax: Fax comments to Docket Operations at 202-493-2251.
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 http://
[[Page 47333]]
<a href="http://www.regulations.gov/">www.regulations.gov/</a>, 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 special conditions. Send submissions containing CBI to
Todd Martin, Materials and Structural Properties Section, AIR-621,
Technical Innovation Policy Branch, Policy and Innovation Division,
Aircraft Certification Service, Federal Aviation Administration, 2200
South 216th Street, Des Moines, Washington 98198; telephone and fax
206-231-3210; email <a href="/cdn-cgi/l/email-protection#0e5a616a6a20436f7c7a67604e686f6f20696178"><span class="__cf_email__" data-cfemail="0e5a616a6a20436f7c7a67604e686f6f20696178">[email protected]</span></a>. Comments the FAA receives,
which are not specifically designated as CBI, will be placed in the
public docket for these special conditions.
Docket: Background documents or comments received may be read at
<a href="http://www.regulations.gov/">http://www.regulations.gov/</a> 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, Materials and Structural
Properties Section, AIR-621, Technical Innovation Policy Branch, Policy
and Innovation Division, Aircraft Certification Service, Federal
Aviation Administration, 2200 South 216th Street, Des Moines,
Washington 98198; telephone and fax 206-231-3210; email
<a href="/cdn-cgi/l/email-protection#87d3e8e3e3a9cae6f5f3eee9c7e1e6e6a9e0e8f1"><span class="__cf_email__" data-cfemail="90c4fff4f4beddf1e2e4f9fed0f6f1f1bef7ffe6">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION: The substance of these special conditions
has been published in the Federal Register for public comment in
several prior instances with no substantive comments received.
Therefore, the FAA finds, pursuant to Sec. 11.38(b), that new comments
are unlikely, and notice and comment prior to this publication are
unnecessary.
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 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. The FAA may change these special conditions based on the
comments received.
Background
On July 1, 2012, Dassault Aviation applied for a type certificate
for its new Model Falcon 5X airplane. However, Dassault has decided not
to release an airplane under the model designation Falcon 5X, instead
choosing to change that model designation to Falcon 6X.
In February of 2018, due to engine supplier issues, Dassault
extended the type certificate application date for its Model Falcon 5X
airplane under new Model Falcon 6X. This airplane is a twin-engine
business jet with seating for 19 passengers and a maximum takeoff
weight of 77,460 pounds.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.17, Dassault must show that the Model Falcon 6X airplane meets
the applicable provisions of part 25, as amended by amendments 25-1
through 25-146.
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 Dassault Model Falcon 6X airplane
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, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Dassault Model Falcon 6X 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.
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 Dassault Model Falcon 6X airplane will incorporate the
following novel or unusual design feature:
The airplane is equipped with a high speed protection system that
limits nose-down pilot authority at speeds above V<INF>C</INF>/
M<INF>C</INF>, and prevents the airplane from actually performing the
maneuver required under 14 CFR 25.335(b)(1).
Discussion
Section 25.335(b)(1) is an analytical envelope condition, adopted
initially in part 4b of the Civil Air Regulations, to provide an
acceptable speed margin between design cruise speed and design dive
speed. The design dive speed impacts flutter clearance design speeds
and airframe design loads. While the initial condition for the upset
specified in the rule is 1g level flight, protection is afforded for
other inadvertent overspeed conditions. 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 should demonstrate that any reduced speed margin, based on
the high speed protection system on the Dassault Model Falcon 6X, will
not be exceeded in inadvertent, or gust induced, upsets resulting in
initiation of the dive from non-symmetric attitudes; or that the
flight-control laws protect the airplane from getting into non-
symmetric upset conditions. The proposed special conditions identify
various symmetric and non-symmetric maneuvers to ensure that an
appropriate design dive speed, V<INF>D</INF>/M<INF>D</INF>, is
established.
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 the
Dassault Model Falcon 6X airplane. Should Dassault 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.
[[Page 47334]]
Conclusion
This action affects only a certain novel or unusual design feature
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.
Authority 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 conditions are issued as part of
the type certification basis for Dassault Aviation Model Falcon 6X
Airplane.
Design Speed Definition
(a) In lieu of compliance with 14 CFR 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), V<INF>D</INF>/M<INF>D</INF> 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
reliable or conservative aerodynamic data are used.
(1) From an initial condition of stabilized flight at
V<INF>C</INF>/M<INF>C</INF>, the airplane is upset so as to take up a
new flight path 7.5 degrees below the initial path. The pilot
implements a control application to try to maintain this new flight
path up to full authority. Twenty seconds after initiating the upset,
manual recovery is made at a load factor of 1.5 g (0.5 acceleration
increment), or such greater load factor the system automatically
applies with the pilot's pitch control neutral. Power, as specified in
Sec. 25.175(b)(1)(iv), is assumed until the pilot initiates a
recovery, at which time power reduction and the use of pilot-controlled
drag devices may be used.
(2) From a speed below V<INF>C</INF>/M<INF>C</INF>, with power to
maintain stabilized level flight at this speed, the airplane is upset
so as to accelerate through V<INF>C</INF>/M<INF>C</INF> 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 V<INF>C</INF>/M<INF>C</INF> and before recovery
is initiated. Three seconds after a high-speed warning system
annunciation, the pilot may initiate recovery by applying 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 one second.
(b) 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 flight-control laws protect the airplane from
getting into non-symmetric upset conditions. The upset maneuvers
described in Advisory Circular 25-7D, ``Flight Test Guide For
Certification of Transport Category Airplanes,'' paragraphs 10.2.3.3.1
and 10.2.3.3.3, paragraphs c.(3)(a) and (c) may be used to comply with
this requirement.
(c) Any failure of the high-speed protection system that would
result in an airspeed exceeding those determined by conditions (a) and
(b), above, must have a probability of occurrence of less than 1E-5 per
flight hour.
(d) Failures of the system must be annunciated to the pilots.
Flight manual instructions must be provided that reduce the maximum
operating speeds, V<INF>MO</INF>/M<INF>MO</INF>. The operating speed
must be reduced to a value that maintains a speed margin between
V<INF>MO</INF>/M<INF>MO</INF> and V<INF>D</INF>/M<INF>D</INF> that is
consistent with showing compliance with Sec. 25.335(b) without the
benefit of the high-speed protection system.
(e) Dispatch of the airplane with the high-speed protection system
inoperative could be allowed under an approved minimum equipment
listing that would require flight manual instructions to indicate
reduced maximum operating speeds, as described in condition (d), above.
In addition, the cockpit display of the reduced operating speeds, and
the overspeed warning for exceeding those speeds, must be equivalent to
that of the normal airplane with the high-speed protection system
operative. It must also be shown that no additional hazards are
introduced with the high-speed protection system inoperative.
Issued in Kansas City, Missouri, on July 20, 2022.
Patrick R. Mullen,
Manager, Technical Innovation Policy Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2022-16558 Filed 8-2-22; 8:45 am]
BILLING CODE 4910-13-P
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