Special Conditions: AAR Engineering Services, Boeing 757-200 Series Airplane; Seats With Non-Traditional, Large, Non-Metallic Panels, 73469-73472 [2014-29029]
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Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations
assumed to be static loads, and the
hinge moments H must be computed
from the formula:
H = K (1/2) ro V2 c S
Where—
K = hinge moment factor for ground gusts
derived in paragraph (c) of this section;
ro = density of air at sea level;
V = 65 knots relative to the aircraft;
S = area of the control surface aft of the hinge
line;
c = mean aerodynamic chord of the control
surface aft of the hinge line.
(c) The hinge moment factor K for
ground gusts must be taken from the
following table:
Surface
Position of
controls
K
(1) Aileron .......
0.75
(2) Aileron .......
* ±0.50
(3) Elevator .....
* ±0.75
(4) Elevator .....
(5) Rudder .......
* ±0.75
0.75
(6) Rudder .......
0.75
Control column
locked or
lashed in
mid-position.
Ailerons at full
throw.
Elevator full
down.
Elevator full up.
Rudder in neutral.
Rudder at full
throw.
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* A positive value of K indicates a moment
tending to depress the surface, while a negative value of K indicates a moment tending to
raise the surface.
(d) The computed hinge moment of
paragraph (b) of this section must be
used to determine the limit loads due to
ground gust conditions for the control
surface. A 1.25 factor on the computed
hinge moments must be used in
calculating limit control system loads.
(e) Where control system flexibility is
such that the rate of load application in
the ground gust conditions might
produce transient stresses appreciably
higher than those corresponding to
static loads, in the absence of a rational
analysis substantiating a different
dynamic factor, an additional factor of
1.6 must be applied to the control
system loads of paragraph (d) of this
section to obtain limit loads. If a rational
analysis is used, the additional factor
must not be less than 1.2.
(f) For the condition of the control
locks engaged, the control surfaces, the
control system locks, and the parts of
any control systems between the
surfaces and the locks must be designed
to the resultant limit loads. Where
control locks are not provided, then the
control surfaces, the control system
stops nearest the surfaces, and the parts
of any control systems between the
surfaces and the stops must be designed
to the resultant limit loads. If the control
system design is such as to allow any
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part of the control system to impact
with the stops due to flexibility, then
the resultant impact loads must be taken
into account in deriving the limit loads
due to ground gust.
(g) For the condition of taxiing with
the control locks disengaged, or where
control locks are not provided, the
following apply:
(1) The control surfaces, the control
system stops nearest the surfaces, and
the parts of any control systems between
the surfaces and the stops must be
designed to the resultant limit loads.
(2) The parts of the control systems
between the stops nearest the surfaces
and the flight deck controls must be
designed to the resultant limit loads,
except that the parts of the control
system where loads are eventually
reacted by the pilot need not exceed:
(i) The loads corresponding to the
maximum pilot loads in § 25.397(c) for
each pilot alone; or
(ii) 0.75 times these maximum loads
for each pilot when the pilot forces are
applied in the same direction.
■
13. Revise 25.1517 to read as follows:
§ 25.1517
Rough air speed, VRA.
(a) A rough air speed, VRA, for use as
the recommended turbulence
penetration airspeed, and a rough air
Mach number, MRA, for use as the
recommended turbulence penetration
Mach number, must be established.
VRA/MRA must be sufficiently less than
VMO/MMO to ensure that likely speed
variation during rough air encounters
will not cause the overspeed warning to
operate too frequently.
(b) At altitudes where VMO is not
limited by Mach number, in the absence
of a rational investigation substantiating
the use of other values, VRA must be less
than VMO—35 KTAS.
(c) At altitudes where VMO is limited
by Mach number, MRA may be chosen
to provide an optimum margin between
low and high speed buffet boundaries.
Appendix G to Part 25 [Removed and
Reserved]
14. Remove and reserve appendix G to
part 25.
■
Issued under authority provided by 49
U.S.C. 106(f) and 44701(a) in Washington,
DC, on November 14, 2014.
Michael P. Huerta,
Administrator.
[FR Doc. 2014–28938 Filed 12–10–14; 8:45 am]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2014–0668; Special
Conditions No. 25–572–SC]
Special Conditions: AAR Engineering
Services, Boeing 757–200 Series
Airplane; Seats With Non-Traditional,
Large, Non-Metallic Panels
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special condition; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing 757–200 series
airplane. This airplane, as modified by
AAR Engineering Services, will have
novel or unusual design features when
compared to the state of technology
envisioned in the airworthiness
standards for transport-category
airplanes. This design feature includes
seats with non-traditional, large, nonmetallic panels on Boeing 757–200
series airplanes. 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 AAR
Engineering Services on December 11,
2014. We must receive your comments
by January 26, 2015.
ADDRESSES: Send comments identified
by docket number FAA–2014–0668
using any of the following methods:
• Federal eRegulations Portal: Go to
https://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 8
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 https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
SUMMARY:
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Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations
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 https://DocketsInfo.dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to the 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: John
Shelden, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2785; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions are
impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected aircraft. In addition, the
substance of these special conditions
has been subject to the public-comment
process in several prior instances with
no substantive comments received. The
FAA therefore finds that good cause
exists for making these special
conditions effective upon publication in
the Federal Register.
Comments Invited
tkelley on DSK3SPTVN1PROD with RULES
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 on or before the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On May 28, 2014, AAR Engineering
Services applied for a supplemental
type certificate for an interior
reconfiguration that includes seats
containing non-traditional, large, nonmetallic panels on Boeing 757–200
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series airplanes. The Boeing Model 757–
200 series airplane, currently approved
under Type Certificate No. A2NM, is a
swept-wing, conventional-tail, twinengine, turbofan-powered, single-aisle,
medium-sized transport-category
airplane.
The applicable regulations to
airplanes currently approved under
Type Certificate No. A2NM do not
require seats to meet the more-stringent
flammability standards required of
large, non-metallic panels in the cabin
interior. At the time the applicable rules
were written, seats were designed with
a metal frame covered by fabric, not
with large, non-metallic panels. Seats
also met the then-recently adopted
standards for flammability of seat
cushions. With the seat design being
mostly fabric and metal, their
contribution to a fire in the cabin had
been minimized and was not considered
a threat. For these reasons, seats did not
need to be tested to heat-release and
smoke-emission requirements.
Seat designs have now evolved to
occasionally include large, nontraditional, non-metallic panels. Taken
in total, the surface area of these panels
is on the same order as the sidewall and
overhead-stowage-bin interior panels.
To provide the level of passenger
protection established by the
airworthiness standards, these large,
non-traditional, non-metallic panels in
the cabin must meet the standards of
Title 14, Code of Federal Regulations
(CFR) part 25, Appendix F, parts IV and
V, heat-release and smoke-emission
requirements.
Type Certification Basis
Under the provisions of § 21.101,
AAR Engineering Services must show
that the Boeing Model 757–200, as
changed, continues to meet the
applicable provisions of the regulations
listed in Type Certificate No. A2NM, or
the applicable regulations in effect on
the date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
The regulations incorporated by
reference in the type certificate are
commonly referred to as the ‘‘original
type-certification basis.’’ The
regulations incorporated by reference in
A2NM are as follows:
Part 25, as amended by Amendment
25–1 through Amendment 25–45. In
addition, an equivalent safety finding
exists with respect to § 25.853(c),
Compartment interiors.
In addition, the certification basis
includes certain special conditions,
exemptions, or later amended sections
of the applicable part that are not
relevant to these special conditions.
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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 Boeing 757–200 series airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same or similar novel or unusual design
feature, these special conditions would
also apply to the other model under
§ 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Boeing 757–200 series
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34, and the noisecertification requirements of 14 CFR
part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type-certification basis under
§ 21.101.
Novel or Unusual Design Features
The Boeing 757–200 series airplane
will incorporate the following novel or
unusual design feature:
These models offer interior
arrangements that include passenger
seats that incorporate large, nontraditional, non-metallic panels in lieu
of the traditional metal frame covered
by fabric. The flammability properties of
these panels have been shown to
significantly affect the survivability of
cabin occupants in the event of fire.
These seats are considered a novel
design for transport-category airplanes
that include Amendment 25–61 and
Amendment 25–66 in the certification
basis, and were not considered when
those airworthiness standards were
established.
The existing regulations do not
provide adequate or appropriate safety
standards for seat designs that
incorporate large, non-traditional, nonmetallic panels in their designs. To
provide a level of safety that is
equivalent to that afforded to the
balance of the cabin, additional
airworthiness standards, in the form of
special conditions, are necessary. These
special conditions supplement § 25.853.
The requirements contained in these
special conditions consist of applying
the identical test conditions, required of
all other large panels in the cabin, to
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Definition of ‘‘Large, Non-Traditional,
Non-Metallic panel’’
Discussion
tkelley on DSK3SPTVN1PROD with RULES
seats with large, non-traditional, nonmetallic panels.
A large, non-traditional panel, in this
case, is defined as a panel with exposedsurface areas greater than 1.5 square feet
installed per seat place. The panel may
consist of either a single component or
multiple components in a concentrated
area. Examples of non-traditional areas
include, but are not limited to, seat
backs, bottoms and leg/foot rests, kick
panels, back shells, and associated
furniture. Examples of traditional,
exempted areas include, but are not
limited to, arm caps, armrest close-outs,
and items such as end-bays and center
consoles, food trays, video monitors,
and shrouds.
In the early 1980s, the Federal
Aviation Administration (FAA)
conducted extensive research on the
effects of post-crash flammability in the
passenger cabin. As a result of this
research and service experience, the
FAA adopted new standards for interior
surfaces associated with larger surfacearea parts. Specifically, the rules require
measurement of heat release and smoke
emission (part 25, Appendix F, parts IV
and V) for the affected parts. Heat
release has been shown to have a direct
correlation to post-crash fire-survival
time. The materials that comply with
the standards (e.g., § 25.853,
‘‘Compartment Interiors,’’ as amended
by Amendments 25–61 and 25–66) were
found to extend survival time by
approximately two minutes over
materials that do not comply.
At the time Amendment 25–61 was
written, the potential application of the
requirement to seats was explored. The
seat frame itself was not a concern
because it was primarily made of
aluminum and incorporated only small
amounts of non-metallic materials (for
example, a food-tray table and armrest
closeout). The FAA determined that the
overall effect on survivability was
negligible, whether or not these panels
met the heat-release and smokeemission requirements. The
requirements therefore did not address
seats, and the preambles to both Notice
of Proposed Rule Making (NPRM) 85–10
and the final rule (Amendment 25–61)
specifically note that they were
excluded ‘‘. . . because the recently
adopted standards for flammability of
seat cushions will greatly inhibit
involvement of the seats’’ in their postcrash fire.
In the late 1990s, when it became
clear that seat designs were evolving to
include large non-metallic panels with
surface area that would impact
survivability during a cabin-fire event
compared to partitions or galleys, the
FAA issued Policy Memorandum 97–
112–39. This memo noted that large
surface-area panels must comply with
heat-release and smoke-emission
requirements, even if they were attached
to a seat. If the FAA had not issued such
policy, seat designs would have been an
exception to the airworthiness
standards, which could result in an
unacceptable decrease in survivability
during a cabin-fire event.
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Clarification of ‘‘Exposed’’
‘‘Exposed’’ is considered to include
those panels directly exposed to the
passenger cabin in the traditional sense,
plus those panels enveloped, such as by
a dress cover. Traditional fabrics or
leathers currently used on seats are
excluded from the special conditions.
These materials must still comply with
§ 25.853(a) and (c) if used as a covering
for a seat cushion, or § 25.853(a) if
installed elsewhere on the seat. Large,
non-metallic panels covered with
traditional fabrics or leathers will be
tested without their coverings or
covering attachments.
Due to the way the aircraft industry
manufactures seats and airplanes, the
FAA recognizes that seat procurement is
a long lead-time process. The FAA also
recognizes that airplane operators value
fleet commonality when buying airplane
seats. However, special conditions, by
definition, apply to the novel product
and become effective on or shortly after
their Federal Register publication date.
The FAA has determined the
applicability of these special conditions
to be focused on new-seat certification
programs. Because of the unique nature
of the seats with non-traditional, large,
non-metallic panels, the FAA has
developed a unique definition of ‘‘newseat certification program’’ and of
‘‘previously certified.’’ This latter
definition is unique because it has to be
made at the seat type-design level, not
at the aircraft type-design level.
In the context of this special
condition only, not to be extended to
other areas of aircraft certification for
the reasons stated above, the FAA
defines ‘‘new seat certification program’’
and ‘‘previously certified’’ as follows:
New-Seat Certification Program
Seats presented for new-installation
certification, and that are newly
designed and manufactured, must
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73471
comply with the special conditions.
Any modification (change) to an
existing or new non-traditional large
non-metallic panel on a seat would be
considered a new program, and all nontraditional panels on the seat would
need to comply with the special
conditions.
Previously Certified
Seats that have previously been
designed, manufactured, and are in
service or presented to go into service
would not have to comply with this
special condition, unless the large
panels were being modified.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
757–200 series airplane as modified by
AAR Aircraft Services. Should AAR
Aircraft Services apply at a later date for
a supplemental type certificate to
modify any other model included on
Type Certificate No. A2NM to
incorporate the same novel or unusual
design feature, these 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 and affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. Therefore, because a
delay would significantly affect the
certification of the airplane, the FAA
has determined that prior public notice
and comment are unnecessary and
impracticable, and good cause exists for
adopting these special conditions upon
publication in the Federal Register. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment described above.
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.
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The Special Conditions
DEPARTMENT OF TRANSPORTATION
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the typecertification basis for Boeing Model
757–200 airplanes modified by AAR
Engineering Services:
1. Compliance with 14 CFR part 25,
Appendix F, parts IV and V, heat release
and smoke emission, is required for
seats that incorporate large, nontraditional, non-metallic panels that
may either be a single component or
multiple components in a concentrated
area in their design.
2. The applicant may designate up to
and including 1.5 square feet of nontraditional, non-metallic panel material
per seat place that does not have to
comply with No. 1. A triple seat
assembly may have a total of 4.5 square
feet excluded on any portion of the
assembly (e.g., outboard seat place 1 sq.
ft., middle 1 sq. ft., and inboard 2.5 sq.
ft.).
3. Seats need not meet the test
requirements of part 25 Appendix F,
parts IV and V when installed in
compartments that are not otherwise
required to meet these requirements.
Examples include:
a. Airplanes with passenger capacities
of 19 or fewer.
b. Airplanes that do not have smoke
emission and heat release in their
certification basis and do not need to
comply with the requirements of 14 CFR
121.312.
c. Airplanes exempted from heatrelease and smoke-emission
requirements.
4. Only airplanes associated with
new-seat certification programs
approved after the effective date of these
special conditions will be affected by
the requirements in these special
conditions. Previously certificated
interiors on the existing airplane fleet
and follow-on deliveries of airplanes
with previously certificated interiors are
not affected.
Federal Aviation Administration
tkelley on DSK3SPTVN1PROD with RULES
Issued in Renton, Washington, on
November 13, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–29029 Filed 12–10–14; 8:45 am]
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14 CFR Part 95
[Docket No. 30994; Amdt. No. 517]
IFR Altitudes; Miscellaneous
Amendments
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This amendment adopts
miscellaneous amendments to the
required IFR (instrument flight rules)
altitudes and changeover points for
certain Federal airways, jet routes, or
direct routes for which a minimum or
maximum en route authorized IFR
altitude is prescribed. This regulatory
action is needed because of changes
occurring in the National Airspace
System. These changes are designed to
provide for the safe and efficient use of
the navigable airspace under instrument
conditions in the affected areas.
DATES: Effective Date: 0901 UTC,
January 8, 2015.
FOR FURTHER INFORMATION CONTACT:
Harry Hodges, Flight Procedure
Standards Branch (AMCAFS–420),
Flight Technologies and Programs
Division, Flight Standards Service,
Federal Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd., Oklahoma City,
OK 73169 (Mail Address: P.O. Box
25082, Oklahoma City, OK 73125)
telephone: (405) 954–4164.
SUPPLEMENTARY INFORMATION: This
amendment to part 95 of the Federal
Aviation Regulations (14 CFR part 95)
amends, suspends, or revokes IFR
altitudes governing the operation of all
aircraft in flight over a specified route
or any portion of that route, as well as
the changeover points (COPs) for
Federal airways, jet routes, or direct
routes as prescribed in part 95.
SUMMARY:
The Rule
The specified IFR altitudes, when
used in conjunction with the prescribed
changeover points for those routes,
ensure navigation aid coverage that is
adequate for safe flight operations and
free of frequency interference. The
reasons and circumstances that create
the need for this amendment involve
matters of flight safety and operational
efficiency in the National Airspace
System, are related to published
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aeronautical charts that are essential to
the user, and provide for the safe and
efficient use of the navigable airspace.
In addition, those various reasons or
circumstances require making this
amendment effective before the next
scheduled charting and publication date
of the flight information to assure its
timely availability to the user. The
effective date of this amendment reflects
those considerations. In view of the
close and immediate relationship
between these regulatory changes and
safety in air commerce, I find that notice
and public procedure before adopting
this amendment are impracticable and
contrary to the public interest and that
good cause exists for making the
amendment effective in less than 30
days.
Conclusion
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore—(1) is not a
‘‘significant regulatory action’’ under
Executive Order 12866; (2) is not a
‘‘significant rule’’ under DOT
Regulatory Policies and Procedures (44
FR 11034; February 26, 1979); and (3)
does not warrant preparation of a
regulatory evaluation as the anticipated
impact is so minimal. For the same
reason, the FAA certifies that this
amendment will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 95
Airspace, Navigation (air).
Issued in Washington, DC, on December 5,
2014.
John Duncan,
Director, Flight Standards Service.
Adoption of the Amendment
Accordingly, pursuant to the
authority delegated to me by the
Administrator, part 95 of the Federal
Aviation Regulations (14 CFR part 95) is
amended as follows effective at 0901
UTC, January 8, 2015.
■ 1. The authority citation for part 95
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40103, 40106,
40113, 40114, 40120, 44502, 44514, 44719,
44721.
2. Part 95 is amended to read as
follows:
■
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]]>Agencies
[Federal Register Volume 79, Number 238 (Thursday, December 11, 2014)]
[Rules and Regulations]
[Pages 73469-73472]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-29029]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2014-0668; Special Conditions No. 25-572-SC]
Special Conditions: AAR Engineering Services, Boeing 757-200
Series Airplane; Seats With Non-Traditional, Large, Non-Metallic Panels
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special condition; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing 757-200
series airplane. This airplane, as modified by AAR Engineering
Services, will have novel or unusual design features when compared to
the state of technology envisioned in the airworthiness standards for
transport-category airplanes. This design feature includes seats with
non-traditional, large, non-metallic panels on Boeing 757-200 series
airplanes. 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 AAR Engineering Services on December
11, 2014. We must receive your comments by January 26, 2015.
ADDRESSES: Send comments identified by docket number FAA-2014-0668
using any of the following methods:
Federal eRegulations Portal: Go to https://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 8 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 https://www.regulations.gov/, including any personal
information the commenter provides. Using the search
[[Page 73470]]
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 https://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to the 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: John Shelden, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2785; facsimile 425-227-1320.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions are
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
aircraft. In addition, the substance of these special conditions has
been subject to the public-comment process in several prior instances
with no substantive comments received. The FAA therefore finds that
good cause exists for making these special conditions effective upon
publication in the Federal Register.
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 on or before the closing
date for comments. We may change these special conditions based on the
comments we receive.
Background
On May 28, 2014, AAR Engineering Services applied for a
supplemental type certificate for an interior reconfiguration that
includes seats containing non-traditional, large, non-metallic panels
on Boeing 757-200 series airplanes. The Boeing Model 757-200 series
airplane, currently approved under Type Certificate No. A2NM, is a
swept-wing, conventional-tail, twin-engine, turbofan-powered, single-
aisle, medium-sized transport-category airplane.
The applicable regulations to airplanes currently approved under
Type Certificate No. A2NM do not require seats to meet the more-
stringent flammability standards required of large, non-metallic panels
in the cabin interior. At the time the applicable rules were written,
seats were designed with a metal frame covered by fabric, not with
large, non-metallic panels. Seats also met the then-recently adopted
standards for flammability of seat cushions. With the seat design being
mostly fabric and metal, their contribution to a fire in the cabin had
been minimized and was not considered a threat. For these reasons,
seats did not need to be tested to heat-release and smoke-emission
requirements.
Seat designs have now evolved to occasionally include large, non-
traditional, non-metallic panels. Taken in total, the surface area of
these panels is on the same order as the sidewall and overhead-stowage-
bin interior panels. To provide the level of passenger protection
established by the airworthiness standards, these large, non-
traditional, non-metallic panels in the cabin must meet the standards
of Title 14, Code of Federal Regulations (CFR) part 25, Appendix F,
parts IV and V, heat-release and smoke-emission requirements.
Type Certification Basis
Under the provisions of Sec. 21.101, AAR Engineering Services must
show that the Boeing Model 757-200, as changed, continues to meet the
applicable provisions of the regulations listed in Type Certificate No.
A2NM, or the applicable regulations in effect on the date of
application for the change, except for earlier amendments as agreed
upon by the FAA.
The regulations incorporated by reference in the type certificate
are commonly referred to as the ``original type-certification basis.''
The regulations incorporated by reference in A2NM are as follows:
Part 25, as amended by Amendment 25-1 through Amendment 25-45. In
addition, an equivalent safety finding exists with respect to Sec.
25.853(c), Compartment interiors.
In addition, the certification basis includes certain special
conditions, exemptions, or later amended sections of the applicable
part that are not relevant to these special conditions.
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 Boeing 757-200 series 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 applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same or similar 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 Boeing 757-200 series 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. 21.101.
Novel or Unusual Design Features
The Boeing 757-200 series airplane will incorporate the following
novel or unusual design feature:
These models offer interior arrangements that include passenger
seats that incorporate large, non-traditional, non-metallic panels in
lieu of the traditional metal frame covered by fabric. The flammability
properties of these panels have been shown to significantly affect the
survivability of cabin occupants in the event of fire. These seats are
considered a novel design for transport-category airplanes that include
Amendment 25-61 and Amendment 25-66 in the certification basis, and
were not considered when those airworthiness standards were
established.
The existing regulations do not provide adequate or appropriate
safety standards for seat designs that incorporate large, non-
traditional, non-metallic panels in their designs. To provide a level
of safety that is equivalent to that afforded to the balance of the
cabin, additional airworthiness standards, in the form of special
conditions, are necessary. These special conditions supplement Sec.
25.853. The requirements contained in these special conditions consist
of applying the identical test conditions, required of all other large
panels in the cabin, to
[[Page 73471]]
seats with large, non-traditional, non-metallic panels.
Discussion
In the early 1980s, the Federal Aviation Administration (FAA)
conducted extensive research on the effects of post-crash flammability
in the passenger cabin. As a result of this research and service
experience, the FAA adopted new standards for interior surfaces
associated with larger surface-area parts. Specifically, the rules
require measurement of heat release and smoke emission (part 25,
Appendix F, parts IV and V) for the affected parts. Heat release has
been shown to have a direct correlation to post-crash fire-survival
time. The materials that comply with the standards (e.g., Sec. 25.853,
``Compartment Interiors,'' as amended by Amendments 25-61 and 25-66)
were found to extend survival time by approximately two minutes over
materials that do not comply.
At the time Amendment 25-61 was written, the potential application
of the requirement to seats was explored. The seat frame itself was not
a concern because it was primarily made of aluminum and incorporated
only small amounts of non-metallic materials (for example, a food-tray
table and armrest closeout). The FAA determined that the overall effect
on survivability was negligible, whether or not these panels met the
heat-release and smoke-emission requirements. The requirements
therefore did not address seats, and the preambles to both Notice of
Proposed Rule Making (NPRM) 85-10 and the final rule (Amendment 25-61)
specifically note that they were excluded ``. . . because the recently
adopted standards for flammability of seat cushions will greatly
inhibit involvement of the seats'' in their post-crash fire.
In the late 1990s, when it became clear that seat designs were
evolving to include large non-metallic panels with surface area that
would impact survivability during a cabin-fire event compared to
partitions or galleys, the FAA issued Policy Memorandum 97-112-39. This
memo noted that large surface-area panels must comply with heat-release
and smoke-emission requirements, even if they were attached to a seat.
If the FAA had not issued such policy, seat designs would have been an
exception to the airworthiness standards, which could result in an
unacceptable decrease in survivability during a cabin-fire event.
Definition of ``Large, Non-Traditional, Non-Metallic panel''
A large, non-traditional panel, in this case, is defined as a panel
with exposed-surface areas greater than 1.5 square feet installed per
seat place. The panel may consist of either a single component or
multiple components in a concentrated area. Examples of non-traditional
areas include, but are not limited to, seat backs, bottoms and leg/foot
rests, kick panels, back shells, and associated furniture. Examples of
traditional, exempted areas include, but are not limited to, arm caps,
armrest close-outs, and items such as end-bays and center consoles,
food trays, video monitors, and shrouds.
Clarification of ``Exposed''
``Exposed'' is considered to include those panels directly exposed
to the passenger cabin in the traditional sense, plus those panels
enveloped, such as by a dress cover. Traditional fabrics or leathers
currently used on seats are excluded from the special conditions. These
materials must still comply with Sec. 25.853(a) and (c) if used as a
covering for a seat cushion, or Sec. 25.853(a) if installed elsewhere
on the seat. Large, non-metallic panels covered with traditional
fabrics or leathers will be tested without their coverings or covering
attachments.
Due to the way the aircraft industry manufactures seats and
airplanes, the FAA recognizes that seat procurement is a long lead-time
process. The FAA also recognizes that airplane operators value fleet
commonality when buying airplane seats. However, special conditions, by
definition, apply to the novel product and become effective on or
shortly after their Federal Register publication date. The FAA has
determined the applicability of these special conditions to be focused
on new-seat certification programs. Because of the unique nature of the
seats with non-traditional, large, non-metallic panels, the FAA has
developed a unique definition of ``new-seat certification program'' and
of ``previously certified.'' This latter definition is unique because
it has to be made at the seat type-design level, not at the aircraft
type-design level.
In the context of this special condition only, not to be extended
to other areas of aircraft certification for the reasons stated above,
the FAA defines ``new seat certification program'' and ``previously
certified'' as follows:
New-Seat Certification Program
Seats presented for new-installation certification, and that are
newly designed and manufactured, must comply with the special
conditions. Any modification (change) to an existing or new non-
traditional large non-metallic panel on a seat would be considered a
new program, and all non-traditional panels on the seat would need to
comply with the special conditions.
Previously Certified
Seats that have previously been designed, manufactured, and are in
service or presented to go into service would not have to comply with
this special condition, unless the large panels were being modified.
Applicability
As discussed above, these special conditions are applicable to the
Boeing 757-200 series airplane as modified by AAR Aircraft Services.
Should AAR Aircraft Services apply at a later date for a supplemental
type certificate to modify any other model included on Type Certificate
No. A2NM to incorporate the same novel or unusual design feature, these
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 and
affects only the applicant who applied to the FAA for approval of these
features on the airplane.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. Therefore, because a delay would
significantly affect the certification of the airplane, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon publication in the Federal Register. The FAA is
requesting comments to allow interested persons to submit views that
may not have been submitted in response to the prior opportunities for
comment described above.
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.
[[Page 73472]]
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 Boeing Model 757-200 airplanes
modified by AAR Engineering Services:
1. Compliance with 14 CFR part 25, Appendix F, parts IV and V, heat
release and smoke emission, is required for seats that incorporate
large, non-traditional, non-metallic panels that may either be a single
component or multiple components in a concentrated area in their
design.
2. The applicant may designate up to and including 1.5 square feet
of non-traditional, non-metallic panel material per seat place that
does not have to comply with No. 1. A triple seat assembly may have a
total of 4.5 square feet excluded on any portion of the assembly (e.g.,
outboard seat place 1 sq. ft., middle 1 sq. ft., and inboard 2.5 sq.
ft.).
3. Seats need not meet the test requirements of part 25 Appendix F,
parts IV and V when installed in compartments that are not otherwise
required to meet these requirements. Examples include:
a. Airplanes with passenger capacities of 19 or fewer.
b. Airplanes that do not have smoke emission and heat release in
their certification basis and do not need to comply with the
requirements of 14 CFR 121.312.
c. Airplanes exempted from heat-release and smoke-emission
requirements.
4. Only airplanes associated with new-seat certification programs
approved after the effective date of these special conditions will be
affected by the requirements in these special conditions. Previously
certificated interiors on the existing airplane fleet and follow-on
deliveries of airplanes with previously certificated interiors are not
affected.
Issued in Renton, Washington, on November 13, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-29029 Filed 12-10-14; 8:45 am]
BILLING CODE 4910-13-P
