Special Conditions: Gulfstream Model G150 Airplanes; Side-Facing Single-Occupant Seats, 48842-48844 [05-16517]
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48842
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
SIZE DESIGNATION AND SIZE VARIATION CHART
Column 2
maximum
number of
fruit per 8pound sample
Column 1 size designation
18 or larger ......................................................................................................................................................
20 .....................................................................................................................................................................
23 .....................................................................................................................................................................
25 .....................................................................................................................................................................
27/28 ................................................................................................................................................................
30 .....................................................................................................................................................................
33 .....................................................................................................................................................................
36 .....................................................................................................................................................................
39 .....................................................................................................................................................................
42 .....................................................................................................................................................................
45 or smaller ....................................................................................................................................................
(B) The average weight of all sample
units in a lot must weigh at least 8
pounds, but no sample unit may be
more than 4 ounces less than 8 pounds.
(C) Not more than 10 percent, by
count, of the containers in any lot and
not more than 5 percent, by count, of
kiwifruit in any container, (except that
for Sizes 42 and 45 kiwifruit, the
tolerance, by count, in any one
container, may not be more than 25
percent) may fail to meet the size
variation requirements of this
paragraph.
(iii) All volume fill containers of
kiwifruit designated by weight shall
hold 19.8-pounds (9-kilograms) net
weight of kiwifruit unless such
containers hold less than 15 pounds or
more than 35 pounds net weight of
kiwifruit.
*
*
*
*
*
Dated: August 17, 2005.
Lloyd C. Day,
Administrator, Agricultural Marketing
Service.
[FR Doc. 05–16571 Filed 8–19–05; 8:45 am]
BILLING CODE 3410–02–P
FEDERAL RESERVE SYSTEM
12 CFR Part 229
[Regulation BB; Docket No. R–1225]
Community Reinvestment Act;
Correction
Board of Governors of the
Federal Reserve System.
ACTION: Final rule; correction.
AGENCY:
SUMMARY: The Board of Governors is
correcting the Paperwork Reduction Act
information that it provided in
connection with a final rule amending
certain provisions of Regulation BB,
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
which was published in the Federal
Register of August 2, 2005.
DATES: The final rule is effective on
September 1, 2005.
FOR FURTHER INFORMATION CONTACT:
Michelle E. Long, Federal Reserve Board
Clearance Officer, 202–452–3829,
Division of Research and Statistics. For
users of Telecommunications Device for
the Deaf (TDD) only, contact 202–263–
4869.
SUPPLEMENTARY INFORMATION: The Board
published a final rule in the Federal
Register of August 2, 2005 (70 FR
44256), that amended certain provisions
of Regulation BB, effective September 1,
2005. The Paperwork Reduction Act
section for this final rule included
detailed information about the
paperwork burden estimate for State
Member Banks that are required to
comply with the regulation.
Inadvertently, the Board omitted from
this Paperwork Reduction Act
calculation the burden hours for a
couple of optional requirements. This
document corrects the error by revising
the burden estimate on page 44265, in
the second column, as follows:
Board:
Number of Respondents: 914.
Estimated Time per Response: Small
business and small farm loan register,
219 hours; consumer loan data, 326
hours; other loan data, 25 hours;
assessment area delineation, 2 hours;
small business and small farm loan data,
8 hours; community development loan
data, 13 hours; HMDA out-of-MSA loan
data, 253 hours; data on lending by a
consortium or third party, 17 hours;
affiliated lending data, 38 hours; request
for designation as a wholesale or limited
purpose bank, 4 hours; and public file,
10 hours.
Total Estimated Annual Burden:
131,662 hours.
PO 00000
Frm 00004
Fmt 4700
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25
27
30
32
35
39
43
46
49
53
55
Column 3 size variation tolerance (diameter)
⁄ -inch
⁄ -inch
⁄ -inch
1⁄2-inch
1⁄2-inch
1⁄2-inch
3⁄8-inch
3⁄8-inch
3⁄8-inch
3⁄8-inch
1⁄4-inch
12
12
12
(12.7 mm).
(12.7 mm).
(12.7 mm).
(12.7 mm).
(12.7 mm).
(12.7 mm).
(9.5 mm).
(9.5 mm).
(9.5 mm).
(9.5 mm).
(6.4 mm).
By order of the Board of Governors of the
Federal Reserve System, August 15, 2005.
Jennifer J. Johnson,
Secretary of the Board.
[FR Doc. 05–16459 Filed 8–19–05; 8:45 am]
BILLING CODE 6210–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM325; Special Conditions No.
25–294–SC]
Special Conditions: Gulfstream Model
G150 Airplanes; Side-Facing SingleOccupant Seats
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued for Gulfstream Model G150
airplanes. These airplanes will have a
novel or unusual design feature(s)
associated with side-facing singleoccupant seats. 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: The effective date of these
special conditions is August 9, 2005.
Comments must be received on or
before October 6, 2005.
ADDRESSES: Comments on these special
conditions may be mailed in duplicate
to: Federal Aviation Administration,
Transport Airplane Directorate, Attn:
Rules Docket (ANM–113), Docket No.
E:\FR\FM\22AUR1.SGM
22AUR1
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
NM325, 1601 Lind Avenue SW.,
Renton, Washington, 98055–4056; or
delivered in duplicate to the Transport
Airplane Directorate at the above
address. Comments must be marked:
Docket No. NM325. 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: John
A. Shelden, FAA, Airframe/Cabin Safety
Branch, ANM–115, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98055–4056;
telephone (425) 227–2785; facsimile
(425) 227–1232.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the approval design 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
issuance.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments as they may desire.
Communications should identify the
rules docket number and be submitted
in duplicate to the address specified
above. The Administrator will consider
all communications received on or
before the closing date for comments.
The special conditions may be changed
in light of the comments received. All
comments received will be available in
the Rules Docket for examination by
interested persons, both before and after
the closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Persons wishing the FAA to
acknowledge receipt of their comments
submitted in response to these special
conditions must include with those
comments a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. NM325.’’ The postcard will
be date stamped and returned to the
commenter.
Background
On September 22, 2002, Gulfstream
Aerospace LP (GALP), Ben Gurion
Airport, Tel Aviv, Israel, applied for a
type certificate for its new Model G150
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
airplane. The Gulfstream Model G150 is
a twin-engine, pressurized executive jet
airplane with standard seating
provisions for 11 passenger/crew and
allowance for baggage and optional
equipment. This airplane will have a
maximum takeoff weight of 26,000
pounds and will have two aft-mounted
Honeywell TFE 731–40AR–200G
engines.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
GALP must show that Gulfstream Model
150 airplanes meet the applicable
provisions of part 25, effective February
1, 1965, as amended by Amendment 25–
1 through Amendment 25–107.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for Gulfstream Model 150 airplanes
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 Gulfstream Model 150
airplanes must comply with the fuel
vent and exhaust emission requirements
of 14 CFR part 34 and the noise
certification requirements of 14 CFR
part 36; and the FAA must issue a
finding of regulatory adequacy pursuant
to section 611 of Public Law 92–574, the
‘‘Noise Control Act of 1972.’’
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
§ 21.17(a)(2).
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, the special conditions
would also apply to the other model.
Novel or Unusual Design Features
Gulfstream Model G150 airplanes
offer interior arrangements that include
single-occupant side-facing seat
installations. One arrangement includes
an aft right-hand (RH) toilet installation,
which will be approved for occupancy
during taxi, takeoff, and landing. The
belted toilet seat is a single-occupant
side-facing seating system located in the
aft, RH portion of the cabin. It consists
of a toilet assembly, toilet cabinet,
forward partition, contact pad, and
restraint system (lap belt).
The existing regulations do not
provide adequate or appropriate safety
standards for occupants of side-facing
PO 00000
Frm 00005
Fmt 4700
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48843
seats. In order to provide a level of
safety that is equivalent to that afforded
occupants of forward- and aft-facing
seats, additional airworthiness
standards, in the form of special
conditions, are necessary. These special
conditions supplement part 25 and,
more specifically, supplement §§ 25.562
and 25.785. The requirements contained
in these special conditions consist of
both test conditions and injury pass/fail
criteria.
Discussion
Section 25.785(b), ‘‘Seats, berths,
safety belts, and harnesses,’’ requires
that ‘‘each seat * * * at each station
designated as occupiable during takeoff
and landing must be designed so that a
person making proper use of these
facilities will not suffer serious injury in
an emergency landing as a result of the
inertia forces specified in §§ 25.561 and
25.562.’’ Additionally, § 25.562,
‘‘Emergency landing dynamic
conditions,’’ requires dynamic testing of
all seats occupied during takeoff and
landing. The relative forces and injury
mechanisms affecting the occupants of
side-facing seats during an emergency
landing are different from those of
standard forward- or aft-facing seats, or
seats equipped with conventional
restraint systems.
Side-facing Seats: Amendment 25–64,
which adopted § 25.562, enhances
occupant protection during emergency
landing conditions. Although the rule
was written with forward- and aft-facing
seats in mind, the orientation of the seat
does not change the relevant test
conditions, and the rule applies to all
seats regardless of orientation.
The dynamic test conditions included
in § 25.562 are directly applicable to
side-facing seats. However, for injury
pass/fail criteria, the orientation of the
seat may be significant. For forward-,
aft-, and side-facing seats the injury
criteria are currently limited to head,
spine, and femur loads. The head and
lumbar loads are critical but the femur
load is not critical. For a side-facing
seat, additional injury parameters may
be identified and evaluation of those
parameters would be necessary to
provide an acceptable level of safety.
When evaluating side-facing seats the
following should be taken into
consideration:
1. The isolation of one occupant from
another. Occupants should not rely on
impact with other occupants to provide
energy absorption; body-to-body
impacts are unacceptable.
2. The restraint system and the
retention of occupants in the seat.
Addressing this concern may necessitate
providing a means of restraint for the
E:\FR\FM\22AUR1.SGM
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48844
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
lower limbs as well as the torso. Failure
to limit the forward (in the airplane’s
coordinate system) travel of the lower
limbs may cause the occupant to come
out of the restraint system or produce
severe injuries due to the resulting
position of the restraint system and/or
twisting (torsional load) of the lower
lumber spinal column.
3. The load limit in the torso in the
lateral direction. Human tolerance for
side-facing seats differs from that for
forward- or aft-facing seats.
The automotive industry has
developed test procedures and occupant
injury criteria appropriate for side
impact conditions. The criteria includes
limiting lateral pelvic accelerations and
using the ‘‘Thoracic Trauma Index,’’
which is defined in 49 CFR 571.214.
Use of the Side Impact Dummy (SID)
identified in 49 CFR part 572, subpart
F, rather than the Hybrid II dummy
identified in 49 CFR part 572, subpart
B, is required to evaluate these
parameters. The Hybrid II dummy is
used in the current § 25.562 test. Testing
with a SID is the best means available
to assess the injury potential of a
sideward impact condition. Such an
evaluation is considered necessary to
provide an acceptable level of safety for
side-facing seats.
The side-facing seat special
conditions have been determined to
result in a level of safety equivalent to
that provided by the injury pass/fail
criteria in § 25.562 for forward- or aftfacing seats.
Applicability
As discussed above, these special
conditions are applicable to Gulfstream
Model G150 airplanes. Should GALP
apply at a later date for a change to the
type certificate to include another
model incorporating the same novel or
unusual design feature, the special
conditions would apply to that model as
well.
Conclusion
This action affects only certain novel
or unusual design features on
Gulfstream Model G150 airplanes. 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. For this reason, and
because a delay would significantly
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
affect the certification of the airplane,
which is imminent, the FAA has
determined that prior public notice and
comment are unnecessary and
impracticable, and good cause exists for
adopting these special conditions upon
issuance. 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:
I
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for Gulfstream Model G150
airplanes.
In addition to the airworthiness
standards of §§ 25.562 and 25.785, the
minimum acceptable standards for
dynamic certification of single-occupant
side-facing seats on Gulfstream Model
G150 airplanes are as follows:
I
Additional Injury Criteria
(a) Existing Criteria: All injury
protection criteria of §§ 25.562(c)(1)
through (c)(6) apply to the occupant of
a side-facing seat. Head Injury Criterion
(HIC) assessments are required only for
head contact with the seat and/or
adjacent structures.
(b) Body-to-Wall/Furnishing Contact:
The seat must be installed immediately
aft of a structure, such as an interior
wall or furnishing, that will support the
pelvis, upper arm, chest, and head of an
occupant seated next to the structure. A
conservative representation of the
structure and its stiffness must be
included in the tests. It is
recommended, but not required, that the
contact surface of this structure be
covered with at least two inches of
energy-absorbing protective padding
(foam or equivalent), such as Ensolite.
(c) Thoracic Trauma: The Thoracic
Trauma Index (TTI) injury criterion
must be substantiated by dynamic test
or by rational analysis, based on a
previous test or tests of a similar seat
installation. Testing must be conducted
with a Side Impact Dummy (SID), as
defined in 49 CFR part 572, subpart F,
or its equivalent. The TTI must be less
than 85, as defined in 49 CFR part 572,
subpart F. The TTI data must be
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
processed as defined in Federal Motor
Vehicle Safety Standard (FMVSS) part
571.214, section S6.13.5.
(d) Pelvis: Pelvic lateral acceleration
must be shown by dynamic test or by
rational analysis based on previous
test(s) of a similar seat installation to not
exceed 130g. Pelvic acceleration data
must be processed as defined in FMVSS
part 571.214, section S6.13.5.
(e) Shoulder Strap Loads: Where
upper torso straps (shoulder straps) are
used for occupants, tension loads in
individual straps must not exceed 1,750
pounds. If dual straps are used for
restraining the upper torso, the total
strap tension loads must not exceed
2,000 pounds.
Additional Test Requirements
The above performance measures
must not be exceeded during the
following dynamic tests:
(a) Conduct a longitudinal test per
§ 25.562(b)(2) with a SID, undeformed
floor, no yaw, and with all lateral
structural supports (armrests/walls).
Pass/fail injury assessments: The TTI
and pelvic acceleration.
(b) Conduct a longitudinal test per
§ 25.562(b)(2) with the Hybrid II
Anthropomorphic Test Dummy (ATD),
deformed floor, 10 degrees yaw, and
with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: The HIC,
upper torso restraint load, restraint
system retention and pelvic
acceleration.
(c) Conduct a vertical test per
§ 25.562(b)(1) with a Hybrid II ATD with
existing pass/fail criteria.
Issued in Renton, Washington, on August
9, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–16517 Filed 8–19–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM324; Special Conditions No.
25–293–SC]
Special Conditions: McDonnell
Douglas Model MD–10–10F and MD–
10–30F Airplanes; Enhanced Flight
Visibility System (EFVS)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
E:\FR\FM\22AUR1.SGM
22AUR1
]]>Agencies
[Federal Register Volume 70, Number 161 (Monday, August 22, 2005)]
[Rules and Regulations]
[Pages 48842-48844]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-16517]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM325; Special Conditions No. 25-294-SC]
Special Conditions: Gulfstream Model G150 Airplanes; Side-Facing
Single-Occupant Seats
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for Gulfstream Model G150
airplanes. These airplanes will have a novel or unusual design
feature(s) associated with side-facing single-occupant seats. 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: The effective date of these special conditions is August 9,
2005. Comments must be received on or before October 6, 2005.
ADDRESSES: Comments on these special conditions may be mailed in
duplicate to: Federal Aviation Administration, Transport Airplane
Directorate, Attn: Rules Docket (ANM-113), Docket No.
[[Page 48843]]
NM325, 1601 Lind Avenue SW., Renton, Washington, 98055-4056; or
delivered in duplicate to the Transport Airplane Directorate at the
above address. Comments must be marked: Docket No. NM325. 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: John A. Shelden, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98055-
4056; telephone (425) 227-2785; facsimile (425) 227-1232.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the approval
design 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 issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
rules docket number and be submitted in duplicate to the address
specified above. The Administrator will consider all communications
received on or before the closing date for comments. The special
conditions may be changed in light of the comments received. All
comments received will be available in the Rules Docket for examination
by interested persons, both before and after the closing date for
comments. A report summarizing each substantive public contact with FAA
personnel concerning this rulemaking will be filed in the docket.
Persons wishing the FAA to acknowledge receipt of their comments
submitted in response to these special conditions must include with
those comments a self-addressed, stamped postcard on which the
following statement is made: ``Comments to Docket No. NM325.'' The
postcard will be date stamped and returned to the commenter.
Background
On September 22, 2002, Gulfstream Aerospace LP (GALP), Ben Gurion
Airport, Tel Aviv, Israel, applied for a type certificate for its new
Model G150 airplane. The Gulfstream Model G150 is a twin-engine,
pressurized executive jet airplane with standard seating provisions for
11 passenger/crew and allowance for baggage and optional equipment.
This airplane will have a maximum takeoff weight of 26,000 pounds and
will have two aft-mounted Honeywell TFE 731-40AR-200G engines.
Type Certification Basis
Under the provisions of 14 CFR 21.17, GALP must show that
Gulfstream Model 150 airplanes meet the applicable provisions of part
25, effective February 1, 1965, as amended by Amendment 25-1 through
Amendment 25-107.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for Gulfstream Model 150 airplanes 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 Gulfstream Model 150 airplanes must comply with the
fuel vent and exhaust emission requirements of 14 CFR part 34 and the
noise certification requirements of 14 CFR part 36; and the FAA must
issue a finding of regulatory adequacy pursuant to section 611 of
Public Law 92-574, the ``Noise Control Act of 1972.''
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. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, the special conditions would also apply to the
other model.
Novel or Unusual Design Features
Gulfstream Model G150 airplanes offer interior arrangements that
include single-occupant side-facing seat installations. One arrangement
includes an aft right-hand (RH) toilet installation, which will be
approved for occupancy during taxi, takeoff, and landing. The belted
toilet seat is a single-occupant side-facing seating system located in
the aft, RH portion of the cabin. It consists of a toilet assembly,
toilet cabinet, forward partition, contact pad, and restraint system
(lap belt).
The existing regulations do not provide adequate or appropriate
safety standards for occupants of side-facing seats. In order to
provide a level of safety that is equivalent to that afforded occupants
of forward- and aft-facing seats, additional airworthiness standards,
in the form of special conditions, are necessary. These special
conditions supplement part 25 and, more specifically, supplement
Sec. Sec. 25.562 and 25.785. The requirements contained in these
special conditions consist of both test conditions and injury pass/fail
criteria.
Discussion
Section 25.785(b), ``Seats, berths, safety belts, and harnesses,''
requires that ``each seat * * * at each station designated as
occupiable during takeoff and landing must be designed so that a person
making proper use of these facilities will not suffer serious injury in
an emergency landing as a result of the inertia forces specified in
Sec. Sec. 25.561 and 25.562.'' Additionally, Sec. 25.562, ``Emergency
landing dynamic conditions,'' requires dynamic testing of all seats
occupied during takeoff and landing. The relative forces and injury
mechanisms affecting the occupants of side-facing seats during an
emergency landing are different from those of standard forward- or aft-
facing seats, or seats equipped with conventional restraint systems.
Side-facing Seats: Amendment 25-64, which adopted Sec. 25.562,
enhances occupant protection during emergency landing conditions.
Although the rule was written with forward- and aft-facing seats in
mind, the orientation of the seat does not change the relevant test
conditions, and the rule applies to all seats regardless of
orientation.
The dynamic test conditions included in Sec. 25.562 are directly
applicable to side-facing seats. However, for injury pass/fail
criteria, the orientation of the seat may be significant. For forward-,
aft-, and side-facing seats the injury criteria are currently limited
to head, spine, and femur loads. The head and lumbar loads are critical
but the femur load is not critical. For a side-facing seat, additional
injury parameters may be identified and evaluation of those parameters
would be necessary to provide an acceptable level of safety.
When evaluating side-facing seats the following should be taken
into consideration:
1. The isolation of one occupant from another. Occupants should not
rely on impact with other occupants to provide energy absorption; body-
to-body impacts are unacceptable.
2. The restraint system and the retention of occupants in the seat.
Addressing this concern may necessitate providing a means of restraint
for the
[[Page 48844]]
lower limbs as well as the torso. Failure to limit the forward (in the
airplane's coordinate system) travel of the lower limbs may cause the
occupant to come out of the restraint system or produce severe injuries
due to the resulting position of the restraint system and/or twisting
(torsional load) of the lower lumber spinal column.
3. The load limit in the torso in the lateral direction. Human
tolerance for side-facing seats differs from that for forward- or aft-
facing seats.
The automotive industry has developed test procedures and occupant
injury criteria appropriate for side impact conditions. The criteria
includes limiting lateral pelvic accelerations and using the ``Thoracic
Trauma Index,'' which is defined in 49 CFR 571.214. Use of the Side
Impact Dummy (SID) identified in 49 CFR part 572, subpart F, rather
than the Hybrid II dummy identified in 49 CFR part 572, subpart B, is
required to evaluate these parameters. The Hybrid II dummy is used in
the current Sec. 25.562 test. Testing with a SID is the best means
available to assess the injury potential of a sideward impact
condition. Such an evaluation is considered necessary to provide an
acceptable level of safety for side-facing seats.
The side-facing seat special conditions have been determined to
result in a level of safety equivalent to that provided by the injury
pass/fail criteria in Sec. 25.562 for forward- or aft-facing seats.
Applicability
As discussed above, these special conditions are applicable to
Gulfstream Model G150 airplanes. Should GALP apply at a later date for
a change to the type certificate to include another model incorporating
the same novel or unusual design feature, the special conditions would
apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on Gulfstream Model G150 airplanes. 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. For this reason, and because a
delay would significantly affect the certification of the airplane,
which is imminent, the FAA has determined that prior public notice and
comment are unnecessary and impracticable, and good cause exists for
adopting these special conditions upon issuance. 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.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
0
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 Gulfstream Model G150 airplanes.
In addition to the airworthiness standards of Sec. Sec. 25.562 and
25.785, the minimum acceptable standards for dynamic certification of
single-occupant side-facing seats on Gulfstream Model G150 airplanes
are as follows:
Additional Injury Criteria
(a) Existing Criteria: All injury protection criteria of Sec. Sec.
25.562(c)(1) through (c)(6) apply to the occupant of a side-facing
seat. Head Injury Criterion (HIC) assessments are required only for
head contact with the seat and/or adjacent structures.
(b) Body-to-Wall/Furnishing Contact: The seat must be installed
immediately aft of a structure, such as an interior wall or furnishing,
that will support the pelvis, upper arm, chest, and head of an occupant
seated next to the structure. A conservative representation of the
structure and its stiffness must be included in the tests. It is
recommended, but not required, that the contact surface of this
structure be covered with at least two inches of energy-absorbing
protective padding (foam or equivalent), such as Ensolite.
(c) Thoracic Trauma: The Thoracic Trauma Index (TTI) injury
criterion must be substantiated by dynamic test or by rational
analysis, based on a previous test or tests of a similar seat
installation. Testing must be conducted with a Side Impact Dummy (SID),
as defined in 49 CFR part 572, subpart F, or its equivalent. The TTI
must be less than 85, as defined in 49 CFR part 572, subpart F. The TTI
data must be processed as defined in Federal Motor Vehicle Safety
Standard (FMVSS) part 571.214, section S6.13.5.
(d) Pelvis: Pelvic lateral acceleration must be shown by dynamic
test or by rational analysis based on previous test(s) of a similar
seat installation to not exceed 130g. Pelvic acceleration data must be
processed as defined in FMVSS part 571.214, section S6.13.5.
(e) Shoulder Strap Loads: Where upper torso straps (shoulder
straps) are used for occupants, tension loads in individual straps must
not exceed 1,750 pounds. If dual straps are used for restraining the
upper torso, the total strap tension loads must not exceed 2,000
pounds.
Additional Test Requirements
The above performance measures must not be exceeded during the
following dynamic tests:
(a) Conduct a longitudinal test per Sec. 25.562(b)(2) with a SID,
undeformed floor, no yaw, and with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: The TTI and pelvic acceleration.
(b) Conduct a longitudinal test per Sec. 25.562(b)(2) with the
Hybrid II Anthropomorphic Test Dummy (ATD), deformed floor, 10 degrees
yaw, and with all lateral structural supports (armrests/walls).
Pass/fail injury assessments: The HIC, upper torso restraint load,
restraint system retention and pelvic acceleration.
(c) Conduct a vertical test per Sec. 25.562(b)(1) with a Hybrid II
ATD with existing pass/fail criteria.
Issued in Renton, Washington, on August 9, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-16517 Filed 8-19-05; 8:45 am]
BILLING CODE 4910-13-P
