[Federal Register Volume 82, Number 166 (Tuesday, August 29, 2017)]
[Rules and Regulations]
[Pages 40943-40944]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-18324]



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

[[Page 40943]]



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.

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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 
MT-propeller. 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 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 or similar 
novel or unusual design feature, the FAA would apply these special 
conditions to the other model under Sec.  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 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 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 performance-based 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

[[Page 40944]]

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