Special Conditions: Boeing Model 747-400 Airplane; Large Non-Structural Glass in the Passenger Compartment, 46785-46788 [05-15856]
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Dated: July 18, 2005.
Julie L. Williams,
Acting Comptroller of the Currency.
DEPARTMENT OF TRANSPORTATION
By order of the Board of Governors of the
Federal Reserve System on August 1, 2005.
Jennifer J. Johnson,
Secretary of the Board.
14 CFR Part 25
Federal Aviation Administration
By order of the Board of Directors.
Federal Deposit Insurance Corporation.
Dated at Washington, DC, this 19th day of
July, 2005.
Robert E. Feldman,
Executive Secretary.
Dated: July 19, 2005.
Richard M. Riccobono,
Acting Director, Office of Thrift Supervision.
[FR Doc. 05–15923 Filed 8–10–05; 8:45 am]
BILLING CODE 4810–33; 6210–01; 6714–01; 6720–01–C
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[Docket No. NM323; Notice No. 25–05–18–
SC]
Special Conditions: Boeing Model 747–
400 Airplane; Large Non-Structural
Glass in the Passenger Compartment
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed special
conditions.
AGENCY:
SUMMARY: This action proposes special
conditions for a Boeing Model 747–400
airplane modified by Lufthansa Technik
AG. This airplane will have a novel or
unusual design feature associated with
the installation of large non-structural
glass items in the cabin area of an
executive interior occupied by
passengers and crew. The proposed
installation of these items in a passenger
compartment, which can be occupied
during taxi, takeoff, and landing, is a
novel or unusual design feature with
respect to the material used. The
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46785
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for this design feature.
These proposed special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: Comments must be received on
or before September 12, 2005.
ADDRESSES: Comments on this proposal
may be mailed in duplicate to: Federal
Aviation Administration, Transport
Airplane Directorate, Attention: Rules
Docket (ANM–113), Docket No. NM323,
1601 Lind Avenue SW., Renton,
Washington 98055–4056; or delivered in
duplicate to the Transport Airplane
Directorate at that address. All
comments must be marked: Docket No.
NM323. Comments may be inspected in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, Airframe/Cabin Safety
Branch, ANM–115, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
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Renton, Washington, 98055–4056;
telephone (425) 227–2195; facsimile
(425) 227–1232, e-mail address
alan.sinclair@faa.gov.
SUPPLEMENTARY INFORMATION
Comments Invited
The FAA invites interested persons to
participate in this rulemaking by
submitting written comments, data, or
views. The most helpful comments
reference a specific portion of the
special conditions, explain the reason
for any recommended change, and
include supporting data. We ask that
you send us two copies of written
comments.
We will file in the docket all
comments we receive as well as a report
summarizing each substantive public
contact with FAA personnel concerning
these proposed special conditions. The
docket is available for public inspection
before and after the comment closing
date. If you wish to review the docket
in person, go to the address in the
ADDRESSES section of this notice
between 7:30 a.m. and 4 p.m., Monday
through Friday, except Federal holidays.
We will consider all comments we
receive on or before the closing date for
comments. We will consider comments
filed late, if it is possible to do so
without incurring expense or delay. We
may change the proposed special
conditions in light of the comments we
receive.
If you want the FAA to acknowledge
receipt of your comments on this
proposal, include with your comments
a pre-addressed, stamped postcard on
which the docket number appears. We
will stamp the date on the postcard and
mail it back to you.
Background
On September 8, 2003, Lufthansa
¨
Technik AG, Weg beim Jager 193, D–
22335, Hamburg, Germany, applied for
a supplemental type certificate (STC) for
large non-structural glass items in the
cabin area of the executive interior
occupied by passengers and crew in a
Boeing Model 747–400 airplane. The
Boeing Model 747–400 airplane is
approved under Type Certificate No.
A20WE, and is a large transport category
airplane with upper and main passenger
decks. The airplane is limited to 660
passengers or less, depending on the
interior configuration. This specific
Model 747–400 configuration includes
seating provisions for 105 passengers.
Type Certification Basis
Under the provisions of § 21.101,
Lufthansa Technik must show that the
Boeing Model 747–400 airplane, as
changed, continues to meet the
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applicable provisions of the regulations
incorporated by reference in Type
Certificate No. A20WE or the applicable
regulations in effect on the date of
application for the change. 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 Type
Certificate No. A20WE are as follows:
Amendments 25–1 through 25–59 with
exceptions for the Boeing Model 747–
400. In addition, the certification basis
includes certain special conditions,
exemptions, or later amended sections
of the applicable part that are not
relevant to these proposed special
conditions. The U.S. type certification
basis for the Model 747–400 is
established in accordance with §§ 21.17
and 21.29 and the type certification
application date.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25, as amended) do not
contain adequate or appropriate safety
standards for the Boeing Model 747–400
airplane because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Boeing Model 747–400
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.
Special conditions, as defined in
§ 11.19, are issued in accordance with
§ 11.38 and become part of the type
certification basis in accordance with
§ 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should Lufthansa Technik
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, the special conditions
would also apply to the other model
under the provisions of § 21.101.
Novel or Unusual Design Features
The Boeing Model 747–400 will
incorporate the following novel or
unusual design feature, the installation
of large non-structural glass items,
typically in the form of glass sheets in
the cabin area of an executive interior
occupied by passengers and crew.
These installations would be for
aesthetic purposes, not for safety, in
components other than windshields or
windows. For these special conditions,
a large glass item is 4 kg (approximately
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10 pounds) and greater in mass. This
limit was established as the mass at
which a glass component could be
expected to potentially cause
widespread injury if it were to shatter or
break free from its retention system.
The proposed special conditions
address the novel and unusual design
features for the use of large nonstructural glass in the passenger cabin.
These large glass items would be
installed in occupied rooms or areas
during taxi, take off, and landing, or
rooms or areas that occupants do have
to enter or pass through to get to any
emergency exit. The proposed
installations of large non-structural glass
items may include, but are not limited
to, the following items:
• Glass partitions.
• Glass attached to the ceiling.
• Wall/door mounted mirrors/glass
panels.
Discussion
The existing part 25 regulations only
address the use of glass in windshields,
instrument or display transparencies, or
window applications. The regulations
treat glass as unique for special
applications where no other material
will serve and address the adverse
properties of glass.
Section 25.775, ‘‘Window and
windshields,’’ provides for the use of
glass in airplanes, but limits glass to
windshields and instrument or display
transparencies. Furthermore, except for
bolted-in windshields, there is limited
experience with either adhesive or
mechanical retention methods for large
glass objects installed in an airplane
subject to high loads supported by
flexible restraints.
The regulations provide for the
following use of glass in the passenger
cabin:
1. Glass items installed in rooms or
areas in the cabin that are not occupied
during taxi, take off, and landing, and
occupants do not have to enter or pass
through the room or area to get to any
emergency exit.
2. Glass items integrated into a
functional device whose operation is
dependent upon the characteristics of
glass, such as instrument or indicator
protective transparencies, or monitor
screens such as liquid crystal display
(LCD) or plasma displays. These glass
items maybe installed in any area in the
cabin regardless of occupancy during
taxi, take-off, and landing. Acceptable
means for these items may depend on
the size and specific location of the
device.
3. Small glass items installed in
occupied rooms or areas during taxi,
take off, and landing, or rooms or areas
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that occupants do have to enter or pass
through to get to any emergency exit.
For the purposes of these special
conditions, a small glass item is less
than 4 kg in mass, or a group of glass
items weighing less than 4 kg in mass.
The glass items in numbers one, two,
and three (above) have been restricted to
applications where the potential for
injury is either highly localized (such as
instrument faces) or the location is such
that injury due to failure of the glass is
unlikely (e.g., mirrors in lavatories).
These glass items are subject to the
inertia loads contained in § 25.561 and
maximum positive differential pressure
for items like monitors, but are not
subject to these proposed special
conditions. They have been found
acceptable through project specific
means of compliance requiring testing
to meet the requirement § 25.785(d), and
by adding a protective polycarbonate
layer that covers the glass exposed to
the cabin.
The use of glass in airplanes utilizes
the one unique characteristic of glass, its
capability for undistorted or controlled
light transmittance, or transparency.
Glass, in its basic form as annealed,
untreated sheet, plate, or float glass,
when compared to metals, is extremely
notch-sensitive, has a low fracture
resistance, has a low modulus of
elasticity, and can be highly variable in
its properties. While reasonably strong,
it is not a desirable material for
traditional aircraft applications because,
as a solo component, it is heavy (about
the same density as aluminum). In
addition, when glass fails, it can break
into extremely sharp fragments that
have the potential for injury above and
beyond simple impact, and have been
known to be lethal.
The proposed special conditions
address installing glass in much larger
sizes than previously accepted and in a
multitude of locations and applications,
instead of using more traditional aircraft
materials. In most, if not all cases, the
glass will not be covered with a
polycarbonate layer. Additionally, the
retention of glass of this size and weight
is not amenable to conventional
techniques currently utilized in airplane
cabins.
The proposed special conditions
consider the unusual material properties
of glass as an interior material that have
limited or prevented its use in the past,
and address the performance standards
needed to ensure that those properties
do not reduce the level of safety
intended by the regulations. They
address the use of large glass items
installed in occupied rooms or areas
during taxi, take off, and landing, or
rooms or areas that occupants do have
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to enter or pass through to get to any
emergency exit.
The proposed special conditions
define a large glass component
threshold of 4 kg, which is based on an
assessment of the mass dislodged during
a high ‘‘g’’ level (as defined in § 25.562)
event. Groupings of glass components
that total more than 4 kg would also
need to be included. The applicable
performance standards in the
regulations for the installation of these
components also apply and should not
adversely affect the standards provided
below. For example, heat release and
smoke density testing should not result
in fragmentation of the component.
For large glass components mounted
in a cabin occupied by passengers or
crew that are not otherwise protected
from the injurious effects of failure of
the glass component, the following
apply:
Material. The glass used must be
tempered or otherwise treated to ensure
that when fractured, it breaks into small
pieces with relatively dull edges. This
must be demonstrated by testing to
failure. Tests similar to ANSI/SAE Z26.1
section 5.7, Test 7 would be acceptable.
Fragmentation. The glass component
construction must control the
fragmentation of the glass to minimize
the danger from flying glass shards or
pieces. Impact and puncture testing to
failure must demonstrate this. Tests
similar to ANSI/SAE Z26.1 section 5.9,
Test 9 adjusted to ensure cracking the
glass would be acceptable.
Strength. The glass component, as
installed in the airplane, must be strong
enough to meet the load requirements
for all flight and landing loads and all
of the emergency landing conditions in
subparts C and D of part 25. In addition,
glass components that are located such
that they are not protected from contact
with cabin occupants must be designed
for abusive loading without failure, such
as impact from service carts, or
occupants stumbling into, leaning
against, sitting on, or performing other
intentional or unintentional forceful
contact. This must be demonstrated by
static structural testing to ultimate load
except that the critical loading
condition must be tested to failure. The
tested glass component must have all
features that affect component strength,
such as etched surfaces, cut or engraved
designs, holes, and so forth.
Retention. The glass component, as
installed in the airplane, must not come
free of its restraint or mounting system
in the event of an emergency landing.
Based on the characteristics of a large
glass component, dynamic tests should
be performed to demonstrate that the
occupants would be protected up to the
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load levels required by the certification
basis of the airplane. A single test for
the most critical loading for the
installed component would be
sufficient. This may be accomplished by
using already accepted methods for
dynamic testing.
Analysis may be used in lieu of
testing if the applicant has validated the
strength models and dynamic
simulation models used, against static
tests to failure and dynamic testing to
the above requirements, and can predict
structural failure and dynamic response
and inertial load. The glass material
properties must meet § 25.613,
‘‘Material strength properties and
material design values.’’ The effect of
design details such as geometric
discontinuities or surface finish must be
accounted for in the test/analysis.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 747–400 airplane. Should
Lufthansa Technik apply at a later date
for a supplemental type certificate to
modify any other model included on the
same Type Certificate No. A20WE 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 the
Boeing Model 747–400 modified by
Lufthansa Technik AG. 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 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the certification basis for the Boeing
Model 747–400 airplane, modified by
Lufthansa Technik AG. For these special
conditions, a large glass component is 4
kg (approximately 10 pounds) and
greater in mass, or a grouping of glass
components that total more than 4 kg.
1. Material Fragmentation. The glass
used to fabricate the component must be
tempered or treated to ensure that when
fractured, it breaks into small pieces
with relatively dull edges. In addition,
it must be shown that fragmentation of
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the glass is controlled to reduce the
danger from flying glass shards or
pieces. This must be demonstrated by
testing to failure.
2. Component Strength. The glass
component must be strong enough to
meet the load requirements for all flight
and landing loads including any of the
applicable emergency landing
conditions in subparts C & D of part 25.
Abuse loading without failure, such as
impact from occupants stumbling into,
leaning against, sitting on, or performing
other intentional or unintentional
forceful contact must also be
demonstrated. This must be
demonstrated by static structural testing
to ultimate load, except that the critical
loading condition must be tested to
failure in the as-installed condition. The
tested glass must have all features that
effect component strength, such as
etched surfaces, cut or engraved
designs, holes, and so forth. Glass pieces
must be non-hazardous.
3. Component Retention. The glass
component, as installed in the airplane,
must not come free of its restraint or
mounting system in the event of an
emergency landing. A test must be
performed to demonstrate that the
occupants would be protected from the
effects of the component failing or
becoming free of restraint under
dynamic loading. The dynamic loading
of § 25.562(b)(2) is considered an
acceptable dynamic event. The
applicant may propose an alternate
pulse, however, the impulse and peak
load may not be less than that of
§ 25.562(b)(2). As an alternative to a
dynamic test, static testing may be used
if the loading is assessed as equivalent
or more critical than a dynamic test,
based upon validated dynamic analysis.
Both the primary directional loading
and rebound conditions need to be
assessed.
4. Instruction for Continued
Airworthiness. The instruction for
continued airworthiness will reflect the
fastening method used and will ensure
the reliability of the methods used (e.g.,
life limit of adhesives, or clamp
connection). Inspection methods and
intervals will be defined based upon
adhesion data from the manufacturer of
the adhesive or actual adhesion test data
if necessary.
Issued in Renton, Washington, on August
3, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–15856 Filed 8–10–05; 8:45 am]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20223; Directorate
Identifier 2004–NM–193–AD]
RIN 2120–AA64
Airworthiness Directives; Empresa
Brasileira de Aeronautica S.A.
(EMBRAER) Model EMB–135BJ,
–135ER, –135KE, –135KL, –135LR,
–145, –145ER, –145MR, –145LR,
–145XR, –145MP, and –145EP
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
SUMMARY: The FAA is revising an earlier
NPRM for an airworthiness directive
(AD) that applies to certain EMBRAER
Model EMB–135 and –145 series
airplanes. The original NPRM would
have required repetitive detailed
inspections for surface bruising of the
main landing gear (MLG) trailing arms
and integrity of the MLG pivot axle
sealant, and corrective actions if
necessary; and would also have
provided for optional terminating action
for the repetitive inspections. The
original NPRM was prompted by a
report of a fractured axle of the trailing
arm of the MLG due to corrosion of the
axle. This action revises the original
NPRM by expanding the applicability
and by providing final terminating
action for the repetitive detailed
inspections. We are proposing this
supplemental NPRM to prevent a
broken trailing arm and consequent
failure of the MLG, which could lead to
loss of control and damage to the
airplane during takeoff or landing.
DATES: We must receive comments on
this supplemental NPRM by September
6, 2005.
ADDRESSES: Use one of the following
addresses to submit comments on this
supplemental NPRM.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
room PL–401, Washington, DC 20590.
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• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this proposed AD, contact Empresa
Brasileira de Aeronautica S.A.
(EMBRAER), PO Box 343—CEP 12.225,
Sao Jose dos Campos—SP, Brazil.
You can examine the contents of this
AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street,
SW., room PL–401, on the plaza level of
the Nassif Building, Washington, DC.
This docket number is FAA–2005–
20223; the directorate identifier for this
docket is 2004–NM–193–AD.
FOR FURTHER INFORMATION CONTACT:
Todd Thompson, Aerospace Engineer,
International Branch, ANM–116, FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98055–4056; telephone (425) 227–1175;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this supplemental NPRM.
Send your comments to an address
listed under ADDRESSES. Include
‘‘Docket No. FAA–2005–20223;
Directorate Identifier 2004–NM–193–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this supplemental NPRM. We will
consider all comments received by the
closing date and may amend this
supplemental NPRM in light of those
comments.
We will post all comments submitted,
without change, to https://dms.dot.gov,
including any personal information you
provide. We will also post a report
summarizing each substantive verbal
contact with FAA personnel concerning
this supplemental NPRM. Using the
search function of our docket Web site,
anyone can find and read the comments
in any of our dockets, including the
name of the individual who sent the
comment (or signed the comment on
behalf of an association, business, labor
union, etc.). You can review the DOT’s
complete Privacy Act Statement in the
Federal Register published on April 11,
2000 (65 FR 19477–78), or you can visit
https://dms.dot.gov.
Examining the Docket
You can examine the AD docket on
the Internet at https://dms.dot.gov, or in
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[Federal Register Volume 70, Number 154 (Thursday, August 11, 2005)]
[Proposed Rules]
[Pages 46785-46788]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-15856]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM323; Notice No. 25-05-18-SC]
Special Conditions: Boeing Model 747-400 Airplane; Large Non-
Structural Glass in the Passenger Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
-----------------------------------------------------------------------
SUMMARY: This action proposes special conditions for a Boeing Model
747-400 airplane modified by Lufthansa Technik AG. This airplane will
have a novel or unusual design feature associated with the installation
of large non-structural glass items in the cabin area of an executive
interior occupied by passengers and crew. The proposed installation of
these items in a passenger compartment, which can be occupied during
taxi, takeoff, and landing, is a novel or unusual design feature with
respect to the material used. The applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature. These proposed special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Comments must be received on or before September 12, 2005.
ADDRESSES: Comments on this proposal may be mailed in duplicate to:
Federal Aviation Administration, Transport Airplane Directorate,
Attention: Rules Docket (ANM-113), Docket No. NM323, 1601 Lind Avenue
SW., Renton, Washington 98055-4056; or delivered in duplicate to the
Transport Airplane Directorate at that address. All comments must be
marked: Docket No. NM323. Comments may be inspected in the Rules Docket
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, Airframe/Cabin Safety
Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
[[Page 46786]]
Renton, Washington, 98055-4056; telephone (425) 227-2195; facsimile
(425) 227-1232, e-mail address alan.sinclair@faa.gov.
SUPPLEMENTARY INFORMATION
Comments Invited
The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. The most
helpful comments reference a specific portion of the special
conditions, explain the reason for any recommended change, and include
supporting data. We ask that you send us two copies of written
comments.
We will file in the docket all comments we receive as well as a
report summarizing each substantive public contact with FAA personnel
concerning these proposed special conditions. The docket is available
for public inspection before and after the comment closing date. If you
wish to review the docket in person, go to the address in the ADDRESSES
section of this notice between 7:30 a.m. and 4 p.m., Monday through
Friday, except Federal holidays.
We will consider all comments we receive on or before the closing
date for comments. We will consider comments filed late, if it is
possible to do so without incurring expense or delay. We may change the
proposed special conditions in light of the comments we receive.
If you want the FAA to acknowledge receipt of your comments on this
proposal, include with your comments a pre-addressed, stamped postcard
on which the docket number appears. We will stamp the date on the
postcard and mail it back to you.
Background
On September 8, 2003, Lufthansa Technik AG, Weg beim J[auml]ger
193, D-22335, Hamburg, Germany, applied for a supplemental type
certificate (STC) for large non-structural glass items in the cabin
area of the executive interior occupied by passengers and crew in a
Boeing Model 747-400 airplane. The Boeing Model 747-400 airplane is
approved under Type Certificate No. A20WE, and is a large transport
category airplane with upper and main passenger decks. The airplane is
limited to 660 passengers or less, depending on the interior
configuration. This specific Model 747-400 configuration includes
seating provisions for 105 passengers.
Type Certification Basis
Under the provisions of Sec. 21.101, Lufthansa Technik must show
that the Boeing Model 747-400 airplane, as changed, continues to meet
the applicable provisions of the regulations incorporated by reference
in Type Certificate No. A20WE or the applicable regulations in effect
on the date of application for the change. 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 Type Certificate No. A20WE are as follows: Amendments 25-1
through 25-59 with exceptions for the Boeing Model 747-400. In
addition, the certification basis includes certain special conditions,
exemptions, or later amended sections of the applicable part that are
not relevant to these proposed special conditions. The U.S. type
certification basis for the Model 747-400 is established in accordance
with Sec. Sec. 21.17 and 21.29 and the type certification application
date.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25, as amended) do not contain adequate
or appropriate safety standards for the Boeing Model 747-400 airplane
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 747-400 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.
Special conditions, as defined in Sec. 11.19, are issued in
accordance with Sec. 11.38 and become part of the type certification
basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they are issued. Should Lufthansa Technik 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, the special conditions would also apply to the other model
under the provisions of Sec. 21.101.
Novel or Unusual Design Features
The Boeing Model 747-400 will incorporate the following novel or
unusual design feature, the installation of large non-structural glass
items, typically in the form of glass sheets in the cabin area of an
executive interior occupied by passengers and crew.
These installations would be for aesthetic purposes, not for
safety, in components other than windshields or windows. For these
special conditions, a large glass item is 4 kg (approximately 10
pounds) and greater in mass. This limit was established as the mass at
which a glass component could be expected to potentially cause
widespread injury if it were to shatter or break free from its
retention system.
The proposed special conditions address the novel and unusual
design features for the use of large non-structural glass in the
passenger cabin. These large glass items would be installed in occupied
rooms or areas during taxi, take off, and landing, or rooms or areas
that occupants do have to enter or pass through to get to any emergency
exit. The proposed installations of large non-structural glass items
may include, but are not limited to, the following items:
Glass partitions.
Glass attached to the ceiling.
Wall/door mounted mirrors/glass panels.
Discussion
The existing part 25 regulations only address the use of glass in
windshields, instrument or display transparencies, or window
applications. The regulations treat glass as unique for special
applications where no other material will serve and address the adverse
properties of glass.
Section 25.775, ``Window and windshields,'' provides for the use of
glass in airplanes, but limits glass to windshields and instrument or
display transparencies. Furthermore, except for bolted-in windshields,
there is limited experience with either adhesive or mechanical
retention methods for large glass objects installed in an airplane
subject to high loads supported by flexible restraints.
The regulations provide for the following use of glass in the
passenger cabin:
1. Glass items installed in rooms or areas in the cabin that are
not occupied during taxi, take off, and landing, and occupants do not
have to enter or pass through the room or area to get to any emergency
exit.
2. Glass items integrated into a functional device whose operation
is dependent upon the characteristics of glass, such as instrument or
indicator protective transparencies, or monitor screens such as liquid
crystal display (LCD) or plasma displays. These glass items maybe
installed in any area in the cabin regardless of occupancy during taxi,
take-off, and landing. Acceptable means for these items may depend on
the size and specific location of the device.
3. Small glass items installed in occupied rooms or areas during
taxi, take off, and landing, or rooms or areas
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that occupants do have to enter or pass through to get to any emergency
exit. For the purposes of these special conditions, a small glass item
is less than 4 kg in mass, or a group of glass items weighing less than
4 kg in mass.
The glass items in numbers one, two, and three (above) have been
restricted to applications where the potential for injury is either
highly localized (such as instrument faces) or the location is such
that injury due to failure of the glass is unlikely (e.g., mirrors in
lavatories). These glass items are subject to the inertia loads
contained in Sec. 25.561 and maximum positive differential pressure
for items like monitors, but are not subject to these proposed special
conditions. They have been found acceptable through project specific
means of compliance requiring testing to meet the requirement Sec.
25.785(d), and by adding a protective polycarbonate layer that covers
the glass exposed to the cabin.
The use of glass in airplanes utilizes the one unique
characteristic of glass, its capability for undistorted or controlled
light transmittance, or transparency. Glass, in its basic form as
annealed, untreated sheet, plate, or float glass, when compared to
metals, is extremely notch-sensitive, has a low fracture resistance,
has a low modulus of elasticity, and can be highly variable in its
properties. While reasonably strong, it is not a desirable material for
traditional aircraft applications because, as a solo component, it is
heavy (about the same density as aluminum). In addition, when glass
fails, it can break into extremely sharp fragments that have the
potential for injury above and beyond simple impact, and have been
known to be lethal.
The proposed special conditions address installing glass in much
larger sizes than previously accepted and in a multitude of locations
and applications, instead of using more traditional aircraft materials.
In most, if not all cases, the glass will not be covered with a
polycarbonate layer. Additionally, the retention of glass of this size
and weight is not amenable to conventional techniques currently
utilized in airplane cabins.
The proposed special conditions consider the unusual material
properties of glass as an interior material that have limited or
prevented its use in the past, and address the performance standards
needed to ensure that those properties do not reduce the level of
safety intended by the regulations. They address the use of large glass
items installed in occupied rooms or areas during taxi, take off, and
landing, or rooms or areas that occupants do have to enter or pass
through to get to any emergency exit.
The proposed special conditions define a large glass component
threshold of 4 kg, which is based on an assessment of the mass
dislodged during a high ``g'' level (as defined in Sec. 25.562) event.
Groupings of glass components that total more than 4 kg would also need
to be included. The applicable performance standards in the regulations
for the installation of these components also apply and should not
adversely affect the standards provided below. For example, heat
release and smoke density testing should not result in fragmentation of
the component.
For large glass components mounted in a cabin occupied by
passengers or crew that are not otherwise protected from the injurious
effects of failure of the glass component, the following apply:
Material. The glass used must be tempered or otherwise treated to
ensure that when fractured, it breaks into small pieces with relatively
dull edges. This must be demonstrated by testing to failure. Tests
similar to ANSI/SAE Z26.1 section 5.7, Test 7 would be acceptable.
Fragmentation. The glass component construction must control the
fragmentation of the glass to minimize the danger from flying glass
shards or pieces. Impact and puncture testing to failure must
demonstrate this. Tests similar to ANSI/SAE Z26.1 section 5.9, Test 9
adjusted to ensure cracking the glass would be acceptable.
Strength. The glass component, as installed in the airplane, must
be strong enough to meet the load requirements for all flight and
landing loads and all of the emergency landing conditions in subparts C
and D of part 25. In addition, glass components that are located such
that they are not protected from contact with cabin occupants must be
designed for abusive loading without failure, such as impact from
service carts, or occupants stumbling into, leaning against, sitting
on, or performing other intentional or unintentional forceful contact.
This must be demonstrated by static structural testing to ultimate load
except that the critical loading condition must be tested to failure.
The tested glass component must have all features that affect component
strength, such as etched surfaces, cut or engraved designs, holes, and
so forth.
Retention. The glass component, as installed in the airplane, must
not come free of its restraint or mounting system in the event of an
emergency landing. Based on the characteristics of a large glass
component, dynamic tests should be performed to demonstrate that the
occupants would be protected up to the load levels required by the
certification basis of the airplane. A single test for the most
critical loading for the installed component would be sufficient. This
may be accomplished by using already accepted methods for dynamic
testing.
Analysis may be used in lieu of testing if the applicant has
validated the strength models and dynamic simulation models used,
against static tests to failure and dynamic testing to the above
requirements, and can predict structural failure and dynamic response
and inertial load. The glass material properties must meet Sec.
25.613, ``Material strength properties and material design values.''
The effect of design details such as geometric discontinuities or
surface finish must be accounted for in the test/analysis.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 747-400 airplane. Should Lufthansa Technik apply at a
later date for a supplemental type certificate to modify any other
model included on the same Type Certificate No. A20WE 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 the Boeing Model 747-400 modified by Lufthansa Technik AG. 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 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the certification basis for the
Boeing Model 747-400 airplane, modified by Lufthansa Technik AG. For
these special conditions, a large glass component is 4 kg
(approximately 10 pounds) and greater in mass, or a grouping of glass
components that total more than 4 kg.
1. Material Fragmentation. The glass used to fabricate the
component must be tempered or treated to ensure that when fractured, it
breaks into small pieces with relatively dull edges. In addition, it
must be shown that fragmentation of
[[Page 46788]]
the glass is controlled to reduce the danger from flying glass shards
or pieces. This must be demonstrated by testing to failure.
2. Component Strength. The glass component must be strong enough to
meet the load requirements for all flight and landing loads including
any of the applicable emergency landing conditions in subparts C & D of
part 25. Abuse loading without failure, such as impact from occupants
stumbling into, leaning against, sitting on, or performing other
intentional or unintentional forceful contact must also be
demonstrated. This must be demonstrated by static structural testing to
ultimate load, except that the critical loading condition must be
tested to failure in the as-installed condition. The tested glass must
have all features that effect component strength, such as etched
surfaces, cut or engraved designs, holes, and so forth. Glass pieces
must be non-hazardous.
3. Component Retention. The glass component, as installed in the
airplane, must not come free of its restraint or mounting system in the
event of an emergency landing. A test must be performed to demonstrate
that the occupants would be protected from the effects of the component
failing or becoming free of restraint under dynamic loading. The
dynamic loading of Sec. 25.562(b)(2) is considered an acceptable
dynamic event. The applicant may propose an alternate pulse, however,
the impulse and peak load may not be less than that of Sec.
25.562(b)(2). As an alternative to a dynamic test, static testing may
be used if the loading is assessed as equivalent or more critical than
a dynamic test, based upon validated dynamic analysis. Both the primary
directional loading and rebound conditions need to be assessed.
4. Instruction for Continued Airworthiness. The instruction for
continued airworthiness will reflect the fastening method used and will
ensure the reliability of the methods used (e.g., life limit of
adhesives, or clamp connection). Inspection methods and intervals will
be defined based upon adhesion data from the manufacturer of the
adhesive or actual adhesion test data if necessary.
Issued in Renton, Washington, on August 3, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-15856 Filed 8-10-05; 8:45 am]
BILLING CODE 4910-13-P
