TCDS T00021AT

Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Rev No. 11 11 7 7 11 3 3 9 3 6 9 3 3 6 10 10 11 3 5 13 Page No. 21 22 23 Rev No. - - - DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION T00021AT Revision 13 Gulfstream GVII-G500 GVII-G600 April 09, 2026 TYPE CERTIFICATE DATA SHEET NO. T00021AT This data sheet, which is part of Type Certificate No. T00021AT, prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations. Type Certificate Holder: Gulfstream Aerospace Corporation 500 Gulfstream Road Savannah, Georgia 31408 I. - GVII-G500 (Transport Category), Approved July 20, 2018 Engines Two - Pratt & Whitney Canada Corp. Turbofan Engine Model: PW814GA (Engine Type Certificate No. E00093EN) Fuel Fuel shall conform to the specification as listed. See the approved GVII-G500 Airplane Flight Manual (AFM) or GVII-G500 Aircraft Maintenance Manual (AMM) for additional information. Kerosene Type American British Canadian ASTM D 1655, Jet A ASTM D 1655 Jet A-1 MIL-T-83133 (JP-8) DEF. STAN. 91-91 DEF. STAN. 91-87 CAN/CGSB-3.23 French CIS People’s Republic of China (P.R.C.) N/A GOST 10227-86, RT GOST 10227-86, TS-1 (with/without Decree 118) GB 6537-2018 (No. 3 Jet Fuel) including the fuel additives limited to the concentrations stated in Annex A of GB 6537-2018 (see Chinese Fuel Additives note below) T00021AT Page 2 JP-5 Type American British Canadian MIL-DTL-5624 DEF STAN 91-86 CAN/GCSB -3.24 French DCSEA 144B For required use of anti-icing additives and emergency use of alternate fuel types, refer to the FAA-approved Airplane Flight Manual. NOTE: Approved Chinese Fuel Additives 1. Static Dissipater additive: Stadis 450 2. Antioxidant: 2,6-ditertiary-butyl-4-methyl-phenol 3. Icing Inhibitor: Ethylene Glycol Monomethyl Ether or Diethylene Glycol Monomethyl Ether 4. Metal Deactivator: N,N’-disalicylidene 1,2-propanediamine The following Chinese fuel additives are not approved for use on this Gulfstream aircraft model: Static Dissipater additive T1502 and antifriction additives T1602. Engine Limits See the approved GVII-G500 Airplane Flight Manual for engine ratings. Auxiliary Power Unit (APU) Honeywell HGT400[G] See the approved GVII-G500 Airplane Flight Manual for APU ratings. Airspeed Limits (CAS) VMO/MMO = 340 KCAS / 0.925 Mach For other airspeed limits, see the approved GVII-G500 Airplane Flight Manual C.G. Range: See the approved Airplane Flight Manual. Empty Weight C.G. Range: None. M.A.C. 161 in. (L.E. of M.A.C. = Fuselage Station 582.5) Datum: For weight and balance purposes, the zero datum is 100 inches forward of the tip of the radome. Leveling Means: Longitudinal: Lugs at left nose wheel well door longeron STA 163.0 & 174.0. Lateral: Lugs on rear face of bulkhead STA 148.5 in nose wheel well. See GVII-G500 Aircraft Maintenance Manual for level procedure Weight limits (lb) Configuration Max. Zero Fuel Max. Ramp Max. Take-Off Max. Landing TC Configuration 52,100 80,000 79,600 64,350 ASC 005 52,100 74,900 74,900 64,350 Minimum Crew 2 (Pilot and Co-Pilot) Page 3 T00021AT Maximum Passengers 19 With approved cabin interior (See Note 4). Maximum passenger capacity is limited by emergency exit door requirements of 14 CFR §25.807(g). 0 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 72P0000000-001, GVII-G500 Aircraft Level Configuration Control Document, revision C or later FAA-approved revision). Maximum Occupants 22 With approved cabin interior (See Note 4). Total reflects the maximum aircraft capacity of 19 passengers plus 3 crewmembers. 3 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 72P0000000-001, GVII-G500 Aircraft Level Configuration Control Document, revision C or later FAA-approved revision). Total represents 3 crewmembers and 0 passengers Fuel Capacity See GAC-AC-GVII-G500-OPS-0001, Gulfstream GVII-G500 Airplane Flight Manual, or GAC-AC-GVII-G500-OPS-0002, GVII- G500 Airplane Flight Manual for Aircraft with ASC 901, ASC 022, ASC 025, as applicable. Oil Capacity Total engine oil tank capacity 18.8 lb. / 20.1 U.S. pints (each engine) Usable engine oil tank capacity 7.1 lb. / 7.6 U.S. pints (each engine) (Arm = +855) Oil weight based upon oil density 7.5 lb per gal. Capacities shown above are for oil tankage only. Total engine oil is 18.8 lb. / 20.1 U.S. pints per engine APU oil 9.5 lb. / 10.2 U.S. pints (Arm = +855). Maximum Operating Altitude 51,000 feet Control Surface Movements To ensure proper operation of the airplane, the movement of the various control surfaces must be controlled by proper rigging of the flight control system. The airplane must be rigged according to the following FAA-approved data in the following GVII-G500 Aircraft Maintenance Manual sections: FCS System FAA-Approved Gulfstream Document Aileron Control GAC500-A-27-10-03-00A-340A-A Rudder Control GAC500-A-27-20-02-00A-340A-A Elevator Control GAC500-A-27-30-02-00A-340A-A Horizontal Stabilizer Actuation System GAC500-A-27-40-01-00A-340A-A Flap Control GAC500-A-27-50-01-00A-273A-A GAC500-A-27-50-02-00A-340A-A Spoiler Control GAC500-A-27-60-01-00A-273A-A GAC500-A-27-60-02-00A-340A-A T00021AT Page 4 Conditions: System mode of operation On Ground Stationary = True Flap Position = 0° (unless otherwise specified) Pitch Trim = 0° Roll Trim = 0° Yaw Trim = 0° Maximum control surface travel: Control Surface Maximum TEU/TEL (Deg.) Maximum TED/TER (Deg.) Aileron -19.7 to -21.70 +12.20 to +14.20 Rudder +25.70 to +27.70 -25.70 to -27.70 Elevator -25.80 to -27.80 +13.90 to +15.90 Horizontal Stabilizer +10.5 to +10.8 (Acft Nose Up) -0.5 to -0.8 (Acft Nose Down) Flaps 0° 10.0 ± 0.5° 20.0 ± 0.5° 39.0 ± 0.5° Outboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 Midboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 Inboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 TEU = Trailing Edge Up TED = Trailing Edge Down TEL = Trailing Edge Left TER = Trailing Edge Right Serial No. Eligible S/N 72001 and subsequent Other Operating Limitations The aircraft must be operated in accordance with the latest FAA approved revision of GAC-AC-GVII-G500-OPS-0001, Gulfstream GVII-G500 Airplane Flight Manual, or GAC-AC-GVII-G500-OPS- 0002, GVII-G500 Airplane Flight Manual for Aircraft with ASC 901, ASC 022, ASC 025, as applicable. II. - GVII-G600 (Transport Category), Approved June 28, 2019 Engines Two - Pratt & Whitney Canada Corp. Turbofan Engine Model: PW815GA (Engine Type Certificate No. E00093EN) Fuel Fuel shall conform to the specification as listed. See the approved GVII-G600 Airplane Flight Manual (AFM) or GVII-G600 Aircraft Maintenance Manual (AMM) for additional information. Kerosene Type American British Canadian ASTM D 1655, Jet A ASTM D 1655 Jet A-1 MIL-T-83133 (JP-8) DEF. STAN. 91-91 DEF. STAN. 91-87 CAN/CGSB-3.23 Page 5 T00021AT French CIS People’s Republic of China (P.R.C.) N/A GOST 10227-86, RT GOST 10227-86, TS- 1 (with/without Decree 118) GB 6537-2018 (No. 3 Jet Fuel) including the fuel additives limited to the concentrations stated in Annex A of GB 6537-2018 (see Chinese Fuel Additives note below) JP-5 Type American British Canadian MIL-DTL-5624 DEF STAN 91-86 CAN/GCSB -3.24 French DCSEA 144B For required use of anti-icing additives and emergency use of alternate fuel types, refer to the FAA-approved Airplane Flight Manual. NOTE: Approved Chinese Fuel Additives 1. Static Dissipater additive: Stadis 450 2. Antioxidant: 2,6-ditertiary-butyl-4-methyl-phenol 3. Icing Inhibitor: Ethylene Glycol Monomethyl Ether or Diethylene Glycol Monomethyl Ether 4. Metal Deactivator: N,N’-disalicylidene 1,2-propanediamine The following Chinese fuel additives are not approved for use on this Gulfstream aircraft model: Static Dissipater additive T1502 and antifriction additives T1602. Engine Limits See the approved GVII-G600 Airplane Flight Manual for engine ratings. Auxiliary Power Unit (APU) Honeywell HGT400[G] - See the approved GVII-G600 Airplane Flight Manual for APU ratings. Airspeed Limits (CAS) VMO/MMO = 340 KCAS / 0.925 Mach For other airspeed limits, see the approved GVII-G600 Airplane Flight Manual C.G. Range: See the approved Airplane Flight Manual. Empty Weight C.G. Range: None. M.A.C. 179.41 in. (L.E. of M.A.C. = Fuselage Station 599.83) Datum: For weight and balance purposes, the zero datum is 100 inches forward of the tip of the radome. T00021AT Page 6 Leveling Means: Longitudinal: Lugs at left nose wheel well door longeron STA 163.0 & 174.0. Lateral: Lugs on rear face of bulkhead STA 148.5 in nose wheel well. See GVII-G600 Aircraft Maintenance Manual for level procedure Weight limits (lb) Configuration Max. Zero Fuel Max. Ramp Max. Take-Off Max. Landing TC Configuration 57,440 95,000 94,600 76,800 ASC 005 57,440 74,900 74,900 74,900 ASC 006 Part 1 56,940 95,000 94,600 76,800 ASC 006 Part 2 56,440 95,000 94,600 76,800 ASC 030 57,440 90,000 90,000 76,800 Minimum Crew 2 (Pilot and Co-Pilot) Maximum Passengers 19 With approved cabin interior (See Note 4). Maximum passenger capacity is limited by emergency exit door requirements of 14 CFR §25.807(g). 0 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 73P0000000-001, GVII-G600 Aircraft Level Configuration Control Document, revision B or later FAA-approved revision). Maximum Occupants 22 With approved cabin interior (See Note 4). Total reflects the maximum aircraft capacity of 19 passengers plus 3 crewmembers. 3 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 73P0000000-001, GVII-G600 Aircraft Level Configuration Control Document, revision B or later FAA-approved revision). Total represents 3 crewmembers and 0 passengers Fuel Capacity See GVII-G600 Aircraft Flight Manual Oil Capacity Total engine oil tank capacity 18.8 lb. / 20.1 U.S. pints (each engine) Usable engine oil tank capacity 7.1 lb. / 7.6 U.S. pints (each engine) (Arm = +886.6) Oil weight based upon oil density 7.5 lb per gal. Capacities shown above are for oil tankage only. Total engine oil is 18.8 lb. / 20.1 U.S. pints per engine APU oil 9.5 lb. / 10.2 U.S. pints (Arm = +886.6) Maximum Operating Altitude 51,000 feet Control Surface Movements To ensure proper operation of the airplane, the movement of the various control surfaces must be controlled by proper rigging of the flight control system. The airplane must be rigged according to the following FAA-approved data in the following GVII-G600 Aircraft Maintenance Manual sections: Page 7 T00021AT FCS System FAA-Approved Gulfstream Document Aileron Control GAC600-A-27-10-03-00A-340A-A Rudder Control GAC600-A-27-20-02-00A-340A-A Elevator Control GAC600-A-27-30-02-00A-340A-A Horizontal Stabilizer Actuation System GAC600-A-27-40-01-00A-340A-A Flap Control GAC600-A-27-50-01-00A-273A-A GAC600-A-27-50-02-00A-340A-A Spoiler Control GAC600-A-27-60-01-00A-273A-A GAC600-A-27-60-02-00A-340A-A Conditions: System mode of operation On Ground Stationary = True Flap Position = 0° (unless otherwise specified) Pitch Trim = 0° Roll Trim = 0° Yaw Trim = 0° Maximum control surface travel: Control Surface Maximum TEU/TEL (Deg.) Maximum TED/TER (Deg.) Aileron -19.70 to -21.70 +12.50 to +14.50 Rudder +25.70 to +27.70 -25.70 to -27.70 Elevator -25.80 to -27.80 +14.30 to +16.30 Horizontal Stabilizer +10.5 to +10.8 (Acft Nose Up) -0.5 to -0.8 (Acft Nose Down) Flaps 0.0 10.0 ± 0.5° 20.0 ± 0.5° 39.0 ± 0.5° Outboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 Midboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 Inboard Spoilers (w/flaps @ 10°) +54.00 to +56.00 0.0 TEU = Trailing Edge Up TED = Trailing Edge Down TEL = Trailing Edge Left TER = Trailing Edge Right Serial No. Eligible S/N 73001 and subsequent Other Operating Limitations The aircraft must be operated in accordance with the latest FAA approved revision to the GVII-G600 Airplane Flight Manual, GAC-AC-GVII-G600-OPS-0001. Certification Basis Model GVII-G500; S/N 72001 and subsequent; 14 CFR Part 25, Airworthiness Standards: Transport Category Airplanes, effective February 1, 1965 including Amendments 25-1 T00021AT Page 8 through 25-137, 25-143 for §25.975(a)(7) only, and 25-144 for §25.773(e) only. Amendment 25-118 was not published and therefore has no applicability. 14 CFR Part 34, Fuel Venting and Exhaust Emission Requirements for Turbine Engine Powered Airplanes, effective September 10, 1990, including Amendments 34-1 through 34-5A. 14 CFR Part 36, Noise Standards: Aircraft Type Certification and Airworthiness Certification, effective December 1, 1969, including Amendments 36-1 through 36-31. Compliance with Section 44715(e) of Title 49 U.S.C. (Noise Control Act of 1972) The following optional design regulations have been complied with: Ditching The Model GVII-G500 has been shown to comply with the requirements for ditching: §§ 25.801, 25.563, 25.807(e), and 25.1585(a). When the operating rules require emergency ditching equipment, compliance with §§ 25.1411 and 25.1415 must be shown. Gulfstream Report GVII-GER-0187, entitled “Ditching Equipment System Requirements Document” provides an acceptable means for showing compliance with §§ 25.1411 and 25.1415. Ice Protection 14 CFR § 25.1419 The following special conditions in accordance with 14 CFR part 21 apply to the Model GVII-G500: SC No. Subject 25-585-SC Limit Pilot Forces for Side Stick Controls 25-592-SC Electronic Flight Control System: Control Surface Position Awareness 25-598-SC Limit Engine Torque Loads for Sudden Engine Stoppage 25-600-SC Automatic Speed Protection for Design Dive Speed 25-601-SC Side-Stick Controllers; Controllability and Maneuverability 25-613-SC Airplane Electronic System Security Protection from Unauthorized External Access 25-614-SC Pilot Compartment View Requirements with an Enhanced Flight Vision System 25-617-SC Design Roll Maneuver Requirement 25-618-SC Technical Criteria for Approving Side-Facing Seats 25-619-SC Isolation or Protection of Airplane Electrical-System Security from Unauthorized Internal Access Page 9 T00021AT 25-628-SC Interaction of Systems and Structures Through a Three-Axis Fly-by-Wire System 25-641-SC Electronic Flight Control System Mode Annunciation 25-662-SC Non-Rechargeable Lithium Battery Installations 25-691-SC Airbag Systems on Multiple-Place and Single-Place Side-Facing Seats 25-715-SC Operation Without Normal Electrical Power 25-732-SC Flight Envelope Protection - High Incidence Protection System 25-754-SC Electro-Hydraulically Actuated Seats Equipped With Backup Power Supply Exemptions from 14 CFR part 25 in accordance with 14 CFR part 11: a) Exemption No. 13504, § 25.809(a), Overwing Viewing Means b) Exemption No. 11610, § 25.813(e), Forward Vestibule and MED Acoustic Door c) Exemption No. 17045, § 25.813(e), Mid-Cabin Pocket Doors d) Partial Exemption No. 17636A, § 25.981(a)(3), Fuel Tank Ignition Prevention - Requirements for Structural Design Features and Fuel Tank Systems Lightning Protection e) Partial Exemption No. 13582, § 25.1447(c)(1), High Landing Field Elevation f) Exemption No. 17434, § 25.1711(a), EWIS Component Marking (Limited to 4 specific GVII-G500 aircraft) g) Time-Limited Exemption No. 17825, § 25.1309(b), Non- Rechargeable Lithium Battery Installations in Life Raft ELTs, granted through May 8, 2020 (See Note 17) h) Time-Limited Partial Exemption No. 17907, § 25.1191(b)(1), Inlet and Thrust Reverser Fastener Cap Sealant, granted through July 20, 2019 (See Note 18) i) Time-Limited Partial Exemption No. 17965, § 25.1309(b), Non- Rechargeable Lithium Battery Installations in Seat Airbag Systems, granted through August 31, 2019 (See Note 19) j) Exemption No. 18102, § 25.841(a)(2); Cabin Pressure Altitude Equivalent Safety Findings according to the provisions of 14 CFR part 21.21(b)(1) for the following subjects: TC-01-2010-0024-F-1 § 25.255 Electronic Flight Control System: Out- of-Trim Characteristics TC-01-2010-0024-A-5- GVI § 25.331 Checked Pitch Maneuver T00021AT Page 10 TC-01-2010-0024-A-6- GVI § 25.341(b) Continuous Gust Design Criteria TC-01-2010-0024-A-8- GVI § 25.415 Ground Gust TC-01-2010-0024-A-5 §§ 25.561, 25.721, 25.963(d), and 25.994 Structural Integrity of Fuel Tanks for Emergency Landing Conditions and Landing Gear ST-05-2014-0004-C-7 § 25.562, SC 25-618-SC Side-Facing Seat ATD Placement to Prevent Recline Position ST-05-2014-0004-C-8 § 25.562, SC 25-618-SC, Item 2(g) Side-Facing Seat ATD Submarining TC-01-2010-0024-A-6 § 25.629(d)(9) Failure Criteria Considered Under the Aeroelastic Stability Requirements of § 25.629 TC-01-2010-0024-S- 17-GVI § 25.671 Flight Control System Failure Criteria TC-01-2010-0024-A-9 § 25.683 Operation Test Compliance for Fly- by-Wire Flight Control Systems TC-01-2010-0024-S-29 § 25.783(c) and (c)(1) Electric Main Entry Door, Pressurization Prevention Means TC-01-2010-0024-C-1- GVI Rev. 1 § 25.807(a)(3), (g)(1)(2)(3), (i)(1)(2) Emergency Exits TC-01-2010-0024-C-1- GIV-X Rev. 1 §§ 25.811(d) and 25.812(b)(1)(i)(ii)(2) Emergency Exit Marker, Locator and Bulkhead/Divider Signs Page 11 T00021AT TC-01-2010-0024-C-7- GVI Rev. 1 § 25.813(c)(2)(ii) Seat/Furnishing Encroachment into Overwing Emergency Exit Openings TC-01-2010-0024-S-14 § 25.831(g) Acceptable High Temperature Physiological Environment During Failure Conditions TC-01-2010-0024-S-11 § 25.841(a), (b)(6) Cabin Pressurization - High Field Elevation Takeoff and Landing Operations TC-01-2010-0024-S-27 §§ 25.841(b)(1) and 25.843(b)(1) Combined Aircraft Pressurization Outflow and Positive Pressure Differential Relief Valves TC-01-2010-0024-C-10 §§ 25.853(a) and 25.855(d) Use of Reduced Vertical Bunsen Burner Flammability Requirements for Interior Materials TC-01-2010-0024-P-09 § 25.901(c)(d) APU Certification Requirements TC-01-2010-0024-P-1- GIV-X § 25.933(a)(1)(ii) Flight Critical Thrust Reverser TC-01-2010-0024-P-07 § 25.1145(a) Ignition Switches TC-01-2010-0024-P-1 § 25.1155 Reverse Thrust Control and Indication TC-01-2010-0024-P-15 § 25.1193(e)(3) Engine and APU Fire Protection TC-01-2010-0024-P-03 § 25.1203(a) Turbine Engine Tailpipe Fire Detection T00021AT Page 12 TC-01-2010-0024-S-1 §§ 25.1301(a)(4) and 25.1309 Equipment, Systems, and Installation Requirements: Use of ARAC Recommendations TC-01-2010-0024-S-20 §§ 25.1303(a)(3), 25.1327 and 25.1547 Use of an Electric- Only Direction Indicator for Standby Instrumentation TC-01-2010-0024-S- 38-GVI § 25.1325(c)(1) Pitot-Static System Moisture Control TC-01-2010-0024-S-26 § 25.1459(a)(2) Use of Inertial Reference System for Flight Data Recorder Vertical Acceleration Sensor Data) TC-01-2010-0024-F-2- GVI § 25.1517 Rough Airspeed Criteria TC-01-2010-0024-P-12 Rev 1 TD-01-2019-0050-F-15 § 25.1549(a)(b)(c) § 25.251(b) Digital-Only Display of Engine Parameters Vibration/Buffeting Compliance Criteria for External Modifications TD-01-2016-0036-F-14 §25.125(g) Use of All-Engine Operating Landing Distance for Steep Approach Destination Planning ADDITIONAL DESIGN REQUIREMENTS AND CONDITIONS: The following design details or information must be maintained to ensure that an unsafe design condition is not present: Fire Extinguishing Plumbing and Wiring Connections The engine and APU fire extinguishing plumbing and electrical connections must be constructed, arranged and installed such that cross-connection is not possible during normal maintenance actions such as changing the fire extinguishing bottles or troubleshooting the system. In-Flight All-Engines Restart: Page 13 T00021AT A minimum restart capability after an all-engines-out scenario must be established under the following conditions using procedures provided in the airplane flight manual (AFM): a. During the take-off and initial climb-out portion of the flight, the airplane should have the capability for the flightcrew to restore engine power immediately following an all-engine-out scenario and when the fuel source to the engine is interrupted. b. During the high altitude portion of the flight at cruise speed and maximum altitude, the airplane should have the capability for the flightcrew to restart engines from a stabilized windmill speed prior to descending below an altitude of 15,000 feet, by showing either or both: 1) All but one engine should be restarted and accelerated to produce maximum thrust/power, or 2) The engine(s) should be restarted, and the necessary thrust/power achieved, to enable the airplane to maintain level flight. c. During flight at speeds greater than the minimum flaps- up “holding speed” and at altitudes below 20,000 feet, the airplane should have the capability for the flightcrew to restart engines from a stabilized windmill speed prior to descending 5000 feet from the initiation of the restart procedure and prior to exceeding an airspeed of 300 knots, by showing either or both: 1) All but one engine should be restarted and accelerated to produce maximum continuous thrust/power, or 2) The engine(s) should be restarted, and the necessary thrust/power achieved, to enable the airplane to maintain level flight. Fuel Feed System Icing Threats The aircraft/engine fuel feed system has been designed to prevent an accumulation of ice anywhere within the fuel tank and feed system from being released into the engine fuel system, and has been designed such that no loss of engine thrust occurs due to the release of any ice accumulation, anywhere within the airplane/engine operating envelope. Any change to the aircraft/engine fuel feed system must be assessed against the same criteria. Engine Damage from Wing Ice Caused by Cold Soaked Fuel The potential hazards associated with ice that may form on the wings due to cold soaked fuel have been addressed through an analysis of the basic aircraft design, plus an airplane flight manual (AFM) procedure specific to this concern. Any change to maximum landing weight, minimum zero fuel gross weight, or maximum fuel load at landing will require a new analysis to show that the cold soaked fuel cannot come in contact with the upper wing surface at maximum landing weight and thereby cause an undetected ice accumulation. Additionally, the AFM pre-flight T00021AT Page 14 inspection procedure (with inspection criteria based on fuel temperature and observed ambient weather conditions) must be retained such that any ice accumulation on the upper wing surface after refueling will be detected and addressed. Engine Nacelle Damage Caused by Burst Bleed Duct The GVII-G500 and GVII-G600 engine nacelles have been designed and tested to demonstrate structural integrity/capability to withstand the effects of heat impingement from a leaking bleed air duct. A crew alert has been implemented to warn of slow, insidious leakage and procedures are prescribed for the flightcrew to take action in the event of a detected leak, to prevent the damage to and loss of the nacelle components, and potential damage to critical surfaces of the airplane. Changes to the engine nacelle or to the flightcrew alert related to bleed duct leakage must be substantiated against the same criteria. Yaw Oscillations Service experience has shown that an unsafe rudder system design feature may contribute to a yaw related aircraft-pilot coupling (APC) event that could potentially lead to a structural failure of the vertical stabilizer. If this feature exists, excessive rudder pedal inputs may drive loads beyond the ultimate design. The following criteria for rudder performance must be demonstrated to ensure a safe rudder control system design per §§ 25.143(a), 25.143(b) and 25.671(a), and that it does not have the unsafe characteristics described above: 1. The rudder control system design characteristics, including