Special Conditions: Airbus Model A340 Series Airplanes; Seats With Inflatable Lap Belts, 56702-56706 [E9-26355]
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Federal Register / Vol. 74, No. 211 / Tuesday, November 3, 2009 / Rules and Regulations
This will allow HUBZone SBCs
sufficient time to make any necessary
changes to remain eligible for the
program and for HUBZone contracts.
SBA believes this will minimize the
impact of this rule, if any, on HUBZone
small businesses.
DEPARTMENT OF TRANSPORTATION
List of Subjects in 13 CFR Part 126
Special Conditions: Airbus Model A340
Series Airplanes; Seats With Inflatable
Lap Belts
Government procurement, Small
businesses.
PART 126—HUBZONE PROGRAM
1. The authority citation for 13 CFR
part 126 continues to read as follows:
■
Authority: 15 U.S.C. 632(a), 632(j), 632(p)
and 657a.
2. Amend § 126.103 by revising the
definition of the term ‘‘employee’’ to
read as follows:
■
§ 126.103 What definitions are important in
the HUBZone program?
*
*
*
*
Employee means all individuals
employed on a full-time, part-time, or
other basis, so long as that individual
works a minimum of 40 hours per
month. This includes employees
obtained from a temporary employee
agency, leasing concern, or through a
union agreement or co-employed
pursuant to a professional employer
organization agreement. SBA will
consider the totality of the
circumstances, including criteria used
by the IRS for Federal income tax
purposes and those set forth in SBA’s
Size Policy Statement No. 1, in
determining whether individuals are
employees of a concern. Volunteers (i.e.,
individuals who receive deferred
compensation or no compensation,
including no in-kind compensation, for
work performed) are not considered
employees. However, if an individual
has an ownership interest in and works
for the HUBZone SBC a minimum of 40
hours per month, that owner is
considered an employee regardless of
whether or not the individual receives
compensation.
*
*
*
*
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Dated: August 3, 2009.
Karen G. Mills,
Administrator.
[FR Doc. E9–26229 Filed 11–2–09; 8:45 am]
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14 CFR Part 25
[Docket No. NM419; Special Conditions No.
25–396–SC]
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
For the reasons set forth above, SBA
amends 13 CFR part 126, as follows:
■
BILLING CODE 8025–01–P
Federal Aviation Administration
SUMMARY: These special conditions are
issued for Airbus Model A340 airplanes.
These airplanes, manufactured by
Airbus, will have novel or unusual
design features associated with seats
with inflatable lap belts. The FAA has
issued similar special conditions
addressing this issue for the Airbus
Model A340 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: The effective date of these
special conditions is November 3, 2009.
We must receive your comments by
December 18, 2009.
ADDRESSES: You must mail two copies
of your comments to: Federal Aviation
Administration, Transport Airplane
Directorate, Attn: Rules Docket (ANM–
113), Docket No. NM419, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356. You may deliver two
copies to the Transport Airplane
Directorate at the above address. You
must mark your comments: Docket No.
NM419. You can inspect comments in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–2195,
facsimile (425) 227–1232.
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
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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
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 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
about these special conditions. You can
inspect the docket 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
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by 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 these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed, 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 23, 2008, Airbus
Industrie, 1 Rond Point Maurice
Bellonte, 31707 Blagnac, Cedex, France,
applied for a design change to Type
Certificate No. A43NM for installation
of inflatable lap belts in Airbus Model
A340 series airplanes. These special
conditions allow installation of
inflatable lap belts for head-injury
protection on certain seats in Airbus
Model A340 series airplanes. The FAA
has issued similar special conditions,
No. 25–371–SC, on May 7, 2009, for
Airbus Model A340 series airplanes.
These airplanes, currently approved
under Type Certificate No. A43NM, are
swept-wing, conventional-tail, twinengine, turbofan-powered, twin-aisle,
large-sized, transport-category airplanes.
The inflatable lap belt is designed to
limit occupant forward excursion if an
accident occurs. This will reduce the
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potential for head injury, thereby
reducing the Head Injury Criterion (HIC)
measurement, required by Title 14,
Code of Federal Regulations (14 CFR),
25.562(c)(5). The inflatable lap belt
behaves similarly to an automotive
inflatable air bag, except that the air bag
in the Airbus design is integrated into
the lap belt and inflates away from the
seated occupant. While inflatable air
bags are now standard in the automotive
industry, the use of an inflatable lap belt
is novel for commercial aviation.
Title 14, Code of Federal Regulations
(14 CFR) 121.311(j) requires that no
person may operate a transport category
airplane type certificated after January
1, 1958, and manufactured on or after
October 27, 2009, in passenger-carrying
operations, after October 27, 2009,
unless all passenger and flight-attendant
seats on an airplane operated under part
121 meet the requirements of § 25.562 in
effect on or after June 16, 1988.
The Airbus Model A340 series
airplanes, manufactured before October
27, 2009, operated under part 121, are
required to comply with certain aspects
of § 25.562 as specified per Type
Certificate No. A43NM. Airbus Model
A340 series airplanes manufactured on
or after October 27, 2009, operated
under part 121, must meet all of the
requirements of § 25.562 for passenger
and flight-attendant seats. The FAA
advises installers to show full
compliance with § 25.562 so that an
operator, under part 121, may be able to
use the airplane without having to do
additional certification work. In
addition, some foreign civil
airworthiness authorities have invoked
these same operator requirements in the
form of airworthiness directives.
Occupants must be protected from
head injury, as required by § 25.785,
either by eliminating any injurious
object within the striking radius of the
head, or by installing padding.
Traditionally, this has required either a
setback of 35 inches from any bulkhead
or other rigid interior feature or, where
not practical, the installation of
specified types of padding. The relative
effectiveness of these established means
of injury protection was not quantified.
With the adoption of Amendment 25–64
to part 25, specifically § 25.562, a new
standard was created that quantifies
required head-injury protection.
Each seat type design approved for
crew or passenger occupancy during
takeoff and landing, as required by
§ 25.562, must successfully complete
dynamic tests or be demonstrated by
rational analysis based on dynamic tests
of a similar type seat. In particular, the
regulations require that persons not
suffer serious head injury under the
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conditions specified in the tests, and
that protection must be provided or the
seat be designed so that the head impact
does not exceed a HIC value of a 1,000
units. While the test conditions
described for HIC are detailed and
specific, it is the intent of the
requirement that an adequate level of
head-injury protection be provided for
passengers in a severe crash.
Because §§ 25.562 and 25.785 and
associated guidance do not adequately
address seats with inflatable lap belts,
the FAA recognizes that appropriate
pass/fail criteria need to be developed
that fully address the safety concerns
specific to occupants of these seats.
Type Certification Basis
Under the provisions of § 21.101
Airbus must show that the A340 series
airplanes, as changed, continue to meet
the applicable provisions of the
regulations incorporated by reference in
Type Certificate No. A43NM, 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. A43NM are as follows:
14 CFR part 25, as amended by
Amendments 25–1 through 25–63;
certain regulations at later Amendments
25–65, 25–66, and 25–77; and
Amendment 25–64 with exceptions.
Refer to Type Certificate Data Sheet
(TCDS) A43NM, as applicable, for a
complete description of the certification
basis for these models, including certain
special conditions that are not relevant
to these proposed special conditions.
If the regulations incorporated by
reference do not contain adequate or
appropriate safety standards for the
Airbus Model A340 series airplanes
because of a novel or unusual design
feature, special conditions are
prescribed under § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Airbus Model A340
series 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.
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
§ 21.17(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
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incorporates the same or similar novel
or unusual design feature, or should any
other model already included on the
same type certificate be modified to
incorporate the same or similar novel or
unusual design feature, the special
conditions would also apply to the other
model under § 21.101.
Novel or Unusual Design Features
Airbus Model A340 series airplanes
will incorporate the following novel or
unusual design features: Seats with
inflatable lap belts.
Discussion
The inflatable lap belt has two
potential advantages over other means
of head-impact protection. First, it can
provide significantly greater protection
than would be expected with energyabsorbing pads, and second, it can
provide essentially equivalent
protection for occupants of all stature.
These are significant advantages from a
safety standpoint, because such devices
will likely provide a level of safety that
exceeds the minimum standards of part
25. Conversely, inflatable lap belts in
general are active systems and must be
relied upon to activate properly when
needed, as opposed to an energyabsorbing pad or upper torso restraint
that is passive and always available.
Therefore, the potential advantages
must be balanced against this and other
potential disadvantages to develop
standards for this design feature.
The FAA has considered the
installation of inflatable lap belts to
have two primary safety concerns: First,
that they perform properly under
foreseeable operating conditions, and
second, that they do not perform in a
manner or at such times as would
constitute a hazard to the airplane or
occupants. This latter point has the
potential to be the more rigorous of the
requirements, owing to the active nature
of the system.
The inflatable lap belt will rely on
electronic sensors for signaling and
pyrotechnic charges for activation so
that it is available when needed. These
same devices could be susceptible to
inadvertent activation, causing
deployment in a potentially unsafe
manner. The consequences of such
deployment must be considered in
establishing the reliability of the system.
Airbus must substantiate that the effects
of an inadvertent deployment in flight
are either not a hazard to the airplane,
or that such deployment is an extremely
improbable occurrence (less than 10¥9
per flight hour). The effect of an
inadvertent deployment on a passenger
or crewmember that might be positioned
close to the inflatable lap belt should
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also be considered. The person could be
either standing or sitting. A minimum
reliability level will have to be
established for this case, depending
upon the consequences, even if the
effect on the airplane is negligible.
The potential for an inadvertent
deployment could be increased as a
result of conditions in service. The
installation must take into account wear
and tear so that the likelihood of an
inadvertent deployment is not increased
to an unacceptable level. In this context,
an appropriate inspection interval and
self-test capability are considered
necessary. Other outside influences are
lightning and high-intensity radiated
fields (HIRF). Existing regulations
regarding lightning, § 25.1316, and
HIRF, § 25.1317, are applicable. For
compliance with those conditions, if
inadvertent deployment could cause a
hazard to the airplane, the inflatable lap
belt is considered a critical system; if
inadvertent deployment could cause
injuries to persons, the inflatable lap
belt should be considered an essential
system. Finally, the inflatable lap-belt
installation should be protected from
the effects of fire, so that an additional
hazard is not created by, for example, a
rupture of the pyrotechnic squib.
For an effective safety system, the
inflatable lap belt must function
properly and must not introduce any
additional hazards to occupants as a
result of its functioning. The inflatable
lap belt differs variously from
traditional occupant-protection systems
and requires special conditions to
ensure adequate performance.
Because the inflatable lap belt is
essentially a single-use device, there is
the potential that it could deploy under
crash conditions that are not sufficiently
severe as to require head-injury
protection from the inflatable lap belt.
Because an actual crash is frequently
composed of a series of impacts before
the airplane comes to rest, this could
render the inflatable lap belt useless if
a larger impact follows the initial
impact. This situation does not exist
with energy-absorbing pads or uppertorso restraints, which tend to provide
continuous protection regardless of
severity or number of impacts in a crash
event. Therefore, the inflatable lap belt
installation should be such that the
inflatable lap belt will provide
protection when it is required, by not
expending its protection during a lesssevere impact. Also, it is possible to
have several large impact events during
the course of a crash, but there will be
no requirement for the inflatable lap belt
to provide protection for multiple
impacts.
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Because each occupant’s restraint
system provides protection for that
occupant only, the installation must
address seats that are unoccupied. It
will be necessary to show that the
required protection is provided for each
occupant regardless of the number of
occupied seats and that unoccupied
seats may have lap belts that are active.
The inflatable lap belt should be
effective for a wide range of occupants.
The FAA has historically considered the
range from the fifth percentile female to
the ninety-fifth percentile male as the
range of occupants that must be taken
into account. In this case, the FAA is
proposing consideration of a broader
range of occupants due to the nature of
the lap-belt installation and its close
proximity to the occupant. In a similar
vein, these persons could have assumed
the brace position for those accidents
where an impact is anticipated. Test
data indicate that occupants in the brace
position do not require supplemental
protection, so it would not be necessary
to show that the inflatable lap belt will
enhance the brace position. However,
the inflatable lap belt must not
introduce a hazard when it is deployed
into a seated, braced occupant.
Another area of concern is the use of
seats, so equipped, by children whether
they are lap-held, sitting in approved
child-safety seats, or occupying the seat
directly. Although specifically
prohibited by the FAA operating
regulations, the use of the
supplementary loop belt (‘‘belly belt’’)
may be required by other civil-aviation
authorities, and should also be
considered with the end goal of meeting
those regulations. Similarly, if the seat
is occupied by a pregnant woman, the
installation needs to address such usage,
either by demonstrating that it will
function properly, or by adding
appropriate limitation on usage.
Because the inflatable lap belt will be
electrically powered, the system could
possibly fail due to a separation in the
fuselage. Because this system is
intended as crash/post-crash protection
means, failure due to fuselage
separation is not acceptable. As with
emergency lighting, the system should
function properly if such a separation
occurs at any point in the fuselage
Because the inflatable lap belt is
likely to have a large volume
displacement, the inflated bag could
potentially impede egress of passengers.
Because the bag deflates to absorb
energy, it is likely that an inflatable lap
belt would be deflated when persons try
to leave their seats. Nonetheless, it is
appropriate to specify a time interval
after which the inflatable lap belt may
not impede rapid egress. The maximum
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time allowed for an exit to open fully
after actuation is ten seconds, according
to § 25.809(b)(2). Therefore 10 seconds
was chosen as the time interval that the
inflatable lap belt must not impede
rapid egress from the seat after it is
deployed. In actuality, it is unlikely that
an exit would be prepared by a flight
attendant this quickly in an accident
severe enough to warrant deployment of
the inflatable lap belt. The inflatable lap
belt will likely deflate much more
quickly than 10 seconds.
This potential impediment to rapid
egress is even more critical at the seats
installed in the emergency-exit rows.
Installation of the inflatable restraints at
the Type III exit rows presents different
egress concerns as compared with frontrow seats. However, the need to address
egress is already part of the special
conditions so there is no change to the
special conditions at this time. As noted
below, the method of compliance with
the special conditions may involve
specific considerations when the
inflatable restraint is installed at Type
III exits. Section 25.813 clearly requires
access to the exit from the main aisle in
the form of an unobstructed
passageway, and no interference in
opening the exit. The restraint system
must not create an impediment to the
access to, and the opening of, the exit.
These lap belts should be evaluated in
the exit row under existing regulations
(§§ 25.809 and 25.813) and guidance
material. The inflatable lap belts must
also be evaluated in post crash
conditions, and should be evaluated
using representative restraint systems in
the bag-deployed condition.
This evaluation would include
reviewing the access to, and opening of,
the exit, specifically for obstructions in
the egress path; and any interferences in
opening the exit. Each unique interior
configuration must be considered, e.g.,
passageway width, single or dual
passageways with outboard seat
removed, etc. If the restraint creates any
obstruction or interference, it is likely
that it could impede rapid egress from
the airplane. In some cases, the
passenger is the one who will open the
exit, such as a Type III over-wing hatch.
Project-specific means-of-compliance
guidance is likely necessary if these
restraint systems are installed at the
Type III exit rows.
Finally, it should be noted that the
special conditions are applicable to the
inflatable lap-belt system as installed.
The special conditions are not an
installation approval. Therefore, while
the special conditions relate to each
such system installed, the overall
installation approval is separate, and
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must consider the combined effects of
all such systems installed.
Airbus is proposing to install the
following novel or unusual design
feature of inflatable lap belts on certain
seats of Airbus Model A340 series
airplanes, to reduce the potential for
head injury if an accident occurs. The
inflatable lap belt works similar to an
automotive inflatable air bag, except
that the air bag in the Airbus design is
integrated with the lap belt of the
restraint system.
The performance criteria for headinjury protection in objective terms is
stated in § 25.562. However, none of
these criteria are adequate to address the
specific issues raised concerning seats
with inflatable lap belts. The FAA has
therefore determined that, in addition to
the requirements of part 25, special
conditions are needed to address
requirements particular to the
installation of seats with inflatable lap
belts.
Accordingly, in addition to the
passenger-injury criteria specified in
§ 25.785, these special conditions are
proposed for the Airbus Model A340
series airplanes equipped with
inflatable lap belts. Other conditions
may be developed, as needed, based on
further FAA review and discussions
with the manufacturer and civil-aviation
authorities.
For a passenger-safety system, the
inflatable lap belt is unique in that it is
both an active and entirely autonomous
device. While the automotive industry
has good experience with inflatable air
bags, the conditions of use and reliance
on the inflatable lap belt as the sole
means of injury protection are quite
different. In automobile installations,
the air bag is a supplemental system and
works in conjunction with an upper
torso restraint. In addition, the crash
event is more definable and typically of
shorter duration, which can simplify the
activation logic. The airplane-operating
environment is also quite different from
automobiles and includes the potential
for greater wear and tear, and
unanticipated abuse conditions (due to
galley loading, passenger baggage, etc.).
Airplanes also operate where exposure
to high-intensity radiated fields could
affect the lap-belt activation system.
Part I of appendix F to part 25
specifies the flammability requirements
for interior materials and components.
There is no reference to inflatable
restraint systems in appendix F, because
such devices did not exist at the time
the flammability requirements were
written. The existing requirements are
based on material types as well as use,
and have been specified in light of stateof-the-art materials available to perform
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a given function. Without a specific
reference, the default requirement
would apply to the type of material used
in making the inflatable restraint, which
is a fabric in this case. However, in
writing a special condition, the FAA
must also consider the use of the
material, and whether the default
requirement is appropriate. In this case,
the specialized function of the inflatable
restraint means that highly specialized
materials are needed. The standard
normally applied to fabrics is a 12second vertical ignition test. However,
materials that meet this standard do not
perform adequately as inflatable
restraints. Because the safety benefit of
the inflatable restraint is very
significant, the flammability standard
appropriate for these devices should not
screen out suitable materials and
thereby effectively eliminate the use of
inflatable restraints. The FAA must
establish a balance between the safety
benefit of the inflatable restraint and its
flammability performance. Presently,
the 2.5-inch-per-minute horizontal test
is considered to provide that balance.
As the state-of-the-art in materials
progresses (which is expected), the FAA
may change this standard in subsequent
special conditions to account for
improved materials.
The following special conditions can
be characterized as addressing either the
safety performance of the system, or the
system’s integrity against inadvertent
activation. Because a crash requiring use
of the inflatable lap belts is a rare event,
and because the consequences of an
inadvertent activation are potentially
quite severe, these latter requirements
are probably more rigorous from a
design standpoint.
Applicability
These special conditions are
applicable to the Airbus Model A340
series airplanes. Should Airbus apply at
a later date for a change to the type
certificates to include another model
that incorporates the same novel or
unusual design feature, or should any
other model already included on the
same type certificate be modified to
incorporate the same or similar novel or
unusual design feature, the special
conditions would also apply to the other
model as well.
Conclusion
This action affects only certain novel
or unusual design features on the Airbus
Model A340 series airplanes. It is not a
rule of general applicability, and it
affects only Airbus Model A340 series
airplanes listed on Type Certificate No.
A43NM.
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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 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 the Airbus Model A340 series
airplanes with inflatable lap belts
installed.
1. The inflatable lap belt must be
shown to deploy and provide protection
under crash conditions where it is
necessary to prevent serious head
injury. The means of protection must
take into consideration a range of stature
from a two-year-old child to a ninetyfifth percentile male. The inflatable lap
belt must provide a consistent approach
to energy absorption throughout that
range of occupants. In addition, the
following situations must be considered.
The seat occupant is:
• Holding an infant
• A child in a child-restraint device
• A child not using a child-restraint
device
• A pregnant woman
2. The inflatable lap belt must provide
adequate protection for each occupant
regardless of the number of occupants of
the seat assembly, considering that
unoccupied seats may have active
seatbelts.
3. The design must prevent the
inflatable lap belt from being either
incorrectly buckled or incorrectly
installed such that the inflatable lap belt
would not properly deploy.
Alternatively, it must be shown that
such deployment is not hazardous to the
occupant, and will provide the required
head-injury protection.
4. The inflatable lap-belt system must
be shown not to be susceptible to
inadvertent deployment as a result of
wear and tear, or inertial loads resulting
from in-flight or ground maneuvers
(including gusts and hard landings),
likely to be experienced in service.
5. Deployment of the inflatable lap
belt must not introduce injury
mechanisms to the seated occupant, or
result in injuries that could impede
rapid egress. This assessment should
include an occupant who is in the brace
position when it deploys, and an
occupant whose belt is loosely fastened.
6. An inadvertent deployment, that
could cause injury to a standing or
sitting person, must be shown to be
improbable.
■
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7. Inadvertent deployment of the
inflatable lap belt, during the most
critical part of the flight, must be shown
to either not cause a hazard to the
airplane or be extremely improbable.
8. The inflatable lap belt must be
shown to not impede rapid egress of
occupants 10 seconds after its
deployment.
9. The system must be protected from
lightning and HIRF. The threats
specified in existing regulations
regarding lightning, § 25.1316, and
HIRF, § 25.1317, are incorporated by
reference for the purpose of measuring
lightning and HIRF protection. For the
purposes of complying with HIRF
requirements, the inflatable lap-belt
system is considered a ‘‘critical system’’
if its deployment could have a
hazardous effect on the airplane;
otherwise it is considered an ‘‘essential’’
system.
10. The inflatable lap belt must
function properly after loss of normal
aircraft electrical power, and after a
transverse separation of the fuselage at
the most critical location. A separation
at the location of the lap belt does not
have to be considered.
11. The inflatable lap belt must be
shown to not release hazardous
quantities of gas or particulate matter
into the cabin.
12. The inflatable lap-belt installation
must be protected from the effects of fire
such that no hazard to occupants will
result.
13. A means must be available for a
crewmember to verify the integrity of
the inflatable-lap-belt-activation system
prior to each flight or it must be
demonstrated to reliably operate
between inspection intervals.
14. The inflatable material may not
have an average burn rate of greater than
2.5 inches per minute when tested using
the horizontal-flammability test as
defined in 14 CFR part 25, appendix F,
part I, paragraph (b)(5).
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E9–26355 Filed 11–2–09; 8:45 am]
dcolon on DSK2BSOYB1PROD with RULES
BILLING CODE 4910–13–P
VerDate Nov<24>2008
15:13 Nov 02, 2009
Jkt 220001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM418; Special Conditions No.
25–395–SC]
Special Conditions: Airbus Model A330
Series Airplanes; Seats With Inflatable
Lap Belts
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
SUMMARY: These special conditions are
issued for Airbus Model A330 airplanes.
These airplanes, manufactured by
Airbus, will have novel or unusual
design features associated with seats
with inflatable lap belts. The FAA has
issued similar special conditions
addressing this issue for the Airbus
Model A330 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: The effective date of these
special conditions is November 3, 2009.
We must receive your comments by
December 18, 2009.
ADDRESSES: You must mail two copies
of your comments to: Federal Aviation
Administration, Transport Airplane
Directorate, Attn: Rules Docket (ANM–
113), Docket No. NM418, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356. You may deliver two
copies to the Transport Airplane
Directorate at the above address. You
must mark your comments: Docket No.
NM418. You can inspect comments in
the Rules Docket weekdays, except
Federal holidays, between 7:30 a.m. and
4 p.m.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW., Renton, Washington
98057–3356; telephone (425) 227–2195,
facsimile (425) 227–1232.
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
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
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
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 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
about these special conditions. You can
inspect the docket 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
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by 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 these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed, 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 23, 2008, Airbus
Industrie, 1 Rond Point Maurice
Bellonte, 31707 Blagnac, Cedex, France,
applied for a design change to Type
Certificate No. A46NM for installation
of inflatable lap belts in Airbus Model
A330 series airplanes. These special
conditions allow installation of
inflatable lap belts for head-injury
protection on certain seats in Airbus
Model A330 series airplanes. The FAA
has issued similar special conditions,
No. 25–371–SC, on May 7, 2009, for
Airbus Model A330 series airplanes.
These airplanes, currently approved
under Type Certificate No. A46NM, are
swept-wing, conventional-tail, twinengine, turbofan-powered, twin-aisle,
large-sized, transport-category airplanes.
The inflatable lap belt is designed to
limit occupant forward excursion if an
accident occurs. This will reduce the
E:\FR\FM\03NOR1.SGM
03NOR1
]]>Agencies
[Federal Register Volume 74, Number 211 (Tuesday, November 3, 2009)]
[Rules and Regulations]
[Pages 56702-56706]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-26355]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM419; Special Conditions No. 25-396-SC]
Special Conditions: Airbus Model A340 Series Airplanes; Seats
With Inflatable Lap Belts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for Airbus Model A340
airplanes. These airplanes, manufactured by Airbus, will have novel or
unusual design features associated with seats with inflatable lap
belts. The FAA has issued similar special conditions addressing this
issue for the Airbus Model A340 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: The effective date of these special conditions is November 3,
2009. We must receive your comments by December 18, 2009.
ADDRESSES: You must mail two copies of your comments to: Federal
Aviation Administration, Transport Airplane Directorate, Attn: Rules
Docket (ANM-113), Docket No. NM419, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356. You may deliver two copies to the Transport
Airplane Directorate at the above address. You must mark your comments:
Docket No. NM419. You can inspect comments in the Rules Docket
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 227-2195, facsimile (425) 227-1232.
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
issuance.
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 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
about these special conditions. You can inspect the docket 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 preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by 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 these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us 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 23, 2008, Airbus Industrie, 1 Rond Point Maurice
Bellonte, 31707 Blagnac, Cedex, France, applied for a design change to
Type Certificate No. A43NM for installation of inflatable lap belts in
Airbus Model A340 series airplanes. These special conditions allow
installation of inflatable lap belts for head-injury protection on
certain seats in Airbus Model A340 series airplanes. The FAA has issued
similar special conditions, No. 25-371-SC, on May 7, 2009, for Airbus
Model A340 series airplanes. These airplanes, currently approved under
Type Certificate No. A43NM, are swept-wing, conventional-tail, twin-
engine, turbofan-powered, twin-aisle, large-sized, transport-category
airplanes.
The inflatable lap belt is designed to limit occupant forward
excursion if an accident occurs. This will reduce the
[[Page 56703]]
potential for head injury, thereby reducing the Head Injury Criterion
(HIC) measurement, required by Title 14, Code of Federal Regulations
(14 CFR), 25.562(c)(5). The inflatable lap belt behaves similarly to an
automotive inflatable air bag, except that the air bag in the Airbus
design is integrated into the lap belt and inflates away from the
seated occupant. While inflatable air bags are now standard in the
automotive industry, the use of an inflatable lap belt is novel for
commercial aviation.
Title 14, Code of Federal Regulations (14 CFR) 121.311(j) requires
that no person may operate a transport category airplane type
certificated after January 1, 1958, and manufactured on or after
October 27, 2009, in passenger-carrying operations, after October 27,
2009, unless all passenger and flight-attendant seats on an airplane
operated under part 121 meet the requirements of Sec. 25.562 in effect
on or after June 16, 1988.
The Airbus Model A340 series airplanes, manufactured before October
27, 2009, operated under part 121, are required to comply with certain
aspects of Sec. 25.562 as specified per Type Certificate No. A43NM.
Airbus Model A340 series airplanes manufactured on or after October 27,
2009, operated under part 121, must meet all of the requirements of
Sec. 25.562 for passenger and flight-attendant seats. The FAA advises
installers to show full compliance with Sec. 25.562 so that an
operator, under part 121, may be able to use the airplane without
having to do additional certification work. In addition, some foreign
civil airworthiness authorities have invoked these same operator
requirements in the form of airworthiness directives.
Occupants must be protected from head injury, as required by Sec.
25.785, either by eliminating any injurious object within the striking
radius of the head, or by installing padding. Traditionally, this has
required either a setback of 35 inches from any bulkhead or other rigid
interior feature or, where not practical, the installation of specified
types of padding. The relative effectiveness of these established means
of injury protection was not quantified. With the adoption of Amendment
25-64 to part 25, specifically Sec. 25.562, a new standard was created
that quantifies required head-injury protection.
Each seat type design approved for crew or passenger occupancy
during takeoff and landing, as required by Sec. 25.562, must
successfully complete dynamic tests or be demonstrated by rational
analysis based on dynamic tests of a similar type seat. In particular,
the regulations require that persons not suffer serious head injury
under the conditions specified in the tests, and that protection must
be provided or the seat be designed so that the head impact does not
exceed a HIC value of a 1,000 units. While the test conditions
described for HIC are detailed and specific, it is the intent of the
requirement that an adequate level of head-injury protection be
provided for passengers in a severe crash.
Because Sec. Sec. 25.562 and 25.785 and associated guidance do not
adequately address seats with inflatable lap belts, the FAA recognizes
that appropriate pass/fail criteria need to be developed that fully
address the safety concerns specific to occupants of these seats.
Type Certification Basis
Under the provisions of Sec. 21.101 Airbus must show that the A340
series airplanes, as changed, continue to meet the applicable
provisions of the regulations incorporated by reference in Type
Certificate No. A43NM, 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. A43NM are as follows: 14 CFR part 25,
as amended by Amendments 25-1 through 25-63; certain regulations at
later Amendments 25-65, 25-66, and 25-77; and Amendment 25-64 with
exceptions. Refer to Type Certificate Data Sheet (TCDS) A43NM, as
applicable, for a complete description of the certification basis for
these models, including certain special conditions that are not
relevant to these proposed special conditions.
If the regulations incorporated by reference do not contain
adequate or appropriate safety standards for the Airbus Model A340
series airplanes because of a novel or unusual design feature, special
conditions are prescribed under Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Airbus Model A340 series 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.
The FAA issues special conditions as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, or should any other model already
included on the same type certificate be modified to incorporate the
same or similar novel or unusual design feature, the special conditions
would also apply to the other model under Sec. 21.101.
Novel or Unusual Design Features
Airbus Model A340 series airplanes will incorporate the following
novel or unusual design features: Seats with inflatable lap belts.
Discussion
The inflatable lap belt has two potential advantages over other
means of head-impact protection. First, it can provide significantly
greater protection than would be expected with energy-absorbing pads,
and second, it can provide essentially equivalent protection for
occupants of all stature. These are significant advantages from a
safety standpoint, because such devices will likely provide a level of
safety that exceeds the minimum standards of part 25. Conversely,
inflatable lap belts in general are active systems and must be relied
upon to activate properly when needed, as opposed to an energy-
absorbing pad or upper torso restraint that is passive and always
available. Therefore, the potential advantages must be balanced against
this and other potential disadvantages to develop standards for this
design feature.
The FAA has considered the installation of inflatable lap belts to
have two primary safety concerns: First, that they perform properly
under foreseeable operating conditions, and second, that they do not
perform in a manner or at such times as would constitute a hazard to
the airplane or occupants. This latter point has the potential to be
the more rigorous of the requirements, owing to the active nature of
the system.
The inflatable lap belt will rely on electronic sensors for
signaling and pyrotechnic charges for activation so that it is
available when needed. These same devices could be susceptible to
inadvertent activation, causing deployment in a potentially unsafe
manner. The consequences of such deployment must be considered in
establishing the reliability of the system. Airbus must substantiate
that the effects of an inadvertent deployment in flight are either not
a hazard to the airplane, or that such deployment is an extremely
improbable occurrence (less than 10-\9\ per flight hour).
The effect of an inadvertent deployment on a passenger or crewmember
that might be positioned close to the inflatable lap belt should
[[Page 56704]]
also be considered. The person could be either standing or sitting. A
minimum reliability level will have to be established for this case,
depending upon the consequences, even if the effect on the airplane is
negligible.
The potential for an inadvertent deployment could be increased as a
result of conditions in service. The installation must take into
account wear and tear so that the likelihood of an inadvertent
deployment is not increased to an unacceptable level. In this context,
an appropriate inspection interval and self-test capability are
considered necessary. Other outside influences are lightning and high-
intensity radiated fields (HIRF). Existing regulations regarding
lightning, Sec. 25.1316, and HIRF, Sec. 25.1317, are applicable. For
compliance with those conditions, if inadvertent deployment could cause
a hazard to the airplane, the inflatable lap belt is considered a
critical system; if inadvertent deployment could cause injuries to
persons, the inflatable lap belt should be considered an essential
system. Finally, the inflatable lap-belt installation should be
protected from the effects of fire, so that an additional hazard is not
created by, for example, a rupture of the pyrotechnic squib.
For an effective safety system, the inflatable lap belt must
function properly and must not introduce any additional hazards to
occupants as a result of its functioning. The inflatable lap belt
differs variously from traditional occupant-protection systems and
requires special conditions to ensure adequate performance.
Because the inflatable lap belt is essentially a single-use device,
there is the potential that it could deploy under crash conditions that
are not sufficiently severe as to require head-injury protection from
the inflatable lap belt. Because an actual crash is frequently composed
of a series of impacts before the airplane comes to rest, this could
render the inflatable lap belt useless if a larger impact follows the
initial impact. This situation does not exist with energy-absorbing
pads or upper-torso restraints, which tend to provide continuous
protection regardless of severity or number of impacts in a crash
event. Therefore, the inflatable lap belt installation should be such
that the inflatable lap belt will provide protection when it is
required, by not expending its protection during a less-severe impact.
Also, it is possible to have several large impact events during the
course of a crash, but there will be no requirement for the inflatable
lap belt to provide protection for multiple impacts.
Because each occupant's restraint system provides protection for
that occupant only, the installation must address seats that are
unoccupied. It will be necessary to show that the required protection
is provided for each occupant regardless of the number of occupied
seats and that unoccupied seats may have lap belts that are active.
The inflatable lap belt should be effective for a wide range of
occupants. The FAA has historically considered the range from the fifth
percentile female to the ninety-fifth percentile male as the range of
occupants that must be taken into account. In this case, the FAA is
proposing consideration of a broader range of occupants due to the
nature of the lap-belt installation and its close proximity to the
occupant. In a similar vein, these persons could have assumed the brace
position for those accidents where an impact is anticipated. Test data
indicate that occupants in the brace position do not require
supplemental protection, so it would not be necessary to show that the
inflatable lap belt will enhance the brace position. However, the
inflatable lap belt must not introduce a hazard when it is deployed
into a seated, braced occupant.
Another area of concern is the use of seats, so equipped, by
children whether they are lap-held, sitting in approved child-safety
seats, or occupying the seat directly. Although specifically prohibited
by the FAA operating regulations, the use of the supplementary loop
belt (``belly belt'') may be required by other civil-aviation
authorities, and should also be considered with the end goal of meeting
those regulations. Similarly, if the seat is occupied by a pregnant
woman, the installation needs to address such usage, either by
demonstrating that it will function properly, or by adding appropriate
limitation on usage.
Because the inflatable lap belt will be electrically powered, the
system could possibly fail due to a separation in the fuselage. Because
this system is intended as crash/post-crash protection means, failure
due to fuselage separation is not acceptable. As with emergency
lighting, the system should function properly if such a separation
occurs at any point in the fuselage
Because the inflatable lap belt is likely to have a large volume
displacement, the inflated bag could potentially impede egress of
passengers. Because the bag deflates to absorb energy, it is likely
that an inflatable lap belt would be deflated when persons try to leave
their seats. Nonetheless, it is appropriate to specify a time interval
after which the inflatable lap belt may not impede rapid egress. The
maximum time allowed for an exit to open fully after actuation is ten
seconds, according to Sec. 25.809(b)(2). Therefore 10 seconds was
chosen as the time interval that the inflatable lap belt must not
impede rapid egress from the seat after it is deployed. In actuality,
it is unlikely that an exit would be prepared by a flight attendant
this quickly in an accident severe enough to warrant deployment of the
inflatable lap belt. The inflatable lap belt will likely deflate much
more quickly than 10 seconds.
This potential impediment to rapid egress is even more critical at
the seats installed in the emergency-exit rows. Installation of the
inflatable restraints at the Type III exit rows presents different
egress concerns as compared with front-row seats. However, the need to
address egress is already part of the special conditions so there is no
change to the special conditions at this time. As noted below, the
method of compliance with the special conditions may involve specific
considerations when the inflatable restraint is installed at Type III
exits. Section 25.813 clearly requires access to the exit from the main
aisle in the form of an unobstructed passageway, and no interference in
opening the exit. The restraint system must not create an impediment to
the access to, and the opening of, the exit. These lap belts should be
evaluated in the exit row under existing regulations (Sec. Sec. 25.809
and 25.813) and guidance material. The inflatable lap belts must also
be evaluated in post crash conditions, and should be evaluated using
representative restraint systems in the bag-deployed condition.
This evaluation would include reviewing the access to, and opening
of, the exit, specifically for obstructions in the egress path; and any
interferences in opening the exit. Each unique interior configuration
must be considered, e.g., passageway width, single or dual passageways
with outboard seat removed, etc. If the restraint creates any
obstruction or interference, it is likely that it could impede rapid
egress from the airplane. In some cases, the passenger is the one who
will open the exit, such as a Type III over-wing hatch. Project-
specific means-of-compliance guidance is likely necessary if these
restraint systems are installed at the Type III exit rows.
Finally, it should be noted that the special conditions are
applicable to the inflatable lap-belt system as installed. The special
conditions are not an installation approval. Therefore, while the
special conditions relate to each such system installed, the overall
installation approval is separate, and
[[Page 56705]]
must consider the combined effects of all such systems installed.
Airbus is proposing to install the following novel or unusual
design feature of inflatable lap belts on certain seats of Airbus Model
A340 series airplanes, to reduce the potential for head injury if an
accident occurs. The inflatable lap belt works similar to an automotive
inflatable air bag, except that the air bag in the Airbus design is
integrated with the lap belt of the restraint system.
The performance criteria for head-injury protection in objective
terms is stated in Sec. 25.562. However, none of these criteria are
adequate to address the specific issues raised concerning seats with
inflatable lap belts. The FAA has therefore determined that, in
addition to the requirements of part 25, special conditions are needed
to address requirements particular to the installation of seats with
inflatable lap belts.
Accordingly, in addition to the passenger-injury criteria specified
in Sec. 25.785, these special conditions are proposed for the Airbus
Model A340 series airplanes equipped with inflatable lap belts. Other
conditions may be developed, as needed, based on further FAA review and
discussions with the manufacturer and civil-aviation authorities.
For a passenger-safety system, the inflatable lap belt is unique in
that it is both an active and entirely autonomous device. While the
automotive industry has good experience with inflatable air bags, the
conditions of use and reliance on the inflatable lap belt as the sole
means of injury protection are quite different. In automobile
installations, the air bag is a supplemental system and works in
conjunction with an upper torso restraint. In addition, the crash event
is more definable and typically of shorter duration, which can simplify
the activation logic. The airplane-operating environment is also quite
different from automobiles and includes the potential for greater wear
and tear, and unanticipated abuse conditions (due to galley loading,
passenger baggage, etc.). Airplanes also operate where exposure to
high-intensity radiated fields could affect the lap-belt activation
system.
Part I of appendix F to part 25 specifies the flammability
requirements for interior materials and components. There is no
reference to inflatable restraint systems in appendix F, because such
devices did not exist at the time the flammability requirements were
written. The existing requirements are based on material types as well
as use, and have been specified in light of state-of-the-art materials
available to perform a given function. Without a specific reference,
the default requirement would apply to the type of material used in
making the inflatable restraint, which is a fabric in this case.
However, in writing a special condition, the FAA must also consider the
use of the material, and whether the default requirement is
appropriate. In this case, the specialized function of the inflatable
restraint means that highly specialized materials are needed. The
standard normally applied to fabrics is a 12-second vertical ignition
test. However, materials that meet this standard do not perform
adequately as inflatable restraints. Because the safety benefit of the
inflatable restraint is very significant, the flammability standard
appropriate for these devices should not screen out suitable materials
and thereby effectively eliminate the use of inflatable restraints. The
FAA must establish a balance between the safety benefit of the
inflatable restraint and its flammability performance. Presently, the
2.5-inch-per-minute horizontal test is considered to provide that
balance. As the state-of-the-art in materials progresses (which is
expected), the FAA may change this standard in subsequent special
conditions to account for improved materials.
The following special conditions can be characterized as addressing
either the safety performance of the system, or the system's integrity
against inadvertent activation. Because a crash requiring use of the
inflatable lap belts is a rare event, and because the consequences of
an inadvertent activation are potentially quite severe, these latter
requirements are probably more rigorous from a design standpoint.
Applicability
These special conditions are applicable to the Airbus Model A340
series airplanes. Should Airbus apply at a later date for a change to
the type certificates to include another model that incorporates the
same novel or unusual design feature, or should any other model already
included on the same type certificate be modified to incorporate the
same or similar novel or unusual design feature, the special conditions
would also apply to the other model as well.
Conclusion
This action affects only certain novel or unusual design features
on the Airbus Model A340 series airplanes. It is not a rule of general
applicability, and it affects only Airbus Model A340 series airplanes
listed on Type Certificate No. A43NM.
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 the Airbus Model A340 series airplanes
with inflatable lap belts installed.
1. The inflatable lap belt must be shown to deploy and provide
protection under crash conditions where it is necessary to prevent
serious head injury. The means of protection must take into
consideration a range of stature from a two-year-old child to a ninety-
fifth percentile male. The inflatable lap belt must provide a
consistent approach to energy absorption throughout that range of
occupants. In addition, the following situations must be considered.
The seat occupant is:
Holding an infant
A child in a child-restraint device
A child not using a child-restraint device
A pregnant woman
2. The inflatable lap belt must provide adequate protection for
each occupant regardless of the number of occupants of the seat
assembly, considering that unoccupied seats may have active seatbelts.
3. The design must prevent the inflatable lap belt from being
either incorrectly buckled or incorrectly installed such that the
inflatable lap belt would not properly deploy. Alternatively, it must
be shown that such deployment is not hazardous to the occupant, and
will provide the required head-injury protection.
4. The inflatable lap-belt system must be shown not to be
susceptible to inadvertent deployment as a result of wear and tear, or
inertial loads resulting from in-flight or ground maneuvers (including
gusts and hard landings), likely to be experienced in service.
5. Deployment of the inflatable lap belt must not introduce injury
mechanisms to the seated occupant, or result in injuries that could
impede rapid egress. This assessment should include an occupant who is
in the brace position when it deploys, and an occupant whose belt is
loosely fastened.
6. An inadvertent deployment, that could cause injury to a standing
or sitting person, must be shown to be improbable.
[[Page 56706]]
7. Inadvertent deployment of the inflatable lap belt, during the
most critical part of the flight, must be shown to either not cause a
hazard to the airplane or be extremely improbable.
8. The inflatable lap belt must be shown to not impede rapid egress
of occupants 10 seconds after its deployment.
9. The system must be protected from lightning and HIRF. The
threats specified in existing regulations regarding lightning, Sec.
25.1316, and HIRF, Sec. 25.1317, are incorporated by reference for the
purpose of measuring lightning and HIRF protection. For the purposes of
complying with HIRF requirements, the inflatable lap-belt system is
considered a ``critical system'' if its deployment could have a
hazardous effect on the airplane; otherwise it is considered an
``essential'' system.
10. The inflatable lap belt must function properly after loss of
normal aircraft electrical power, and after a transverse separation of
the fuselage at the most critical location. A separation at the
location of the lap belt does not have to be considered.
11. The inflatable lap belt must be shown to not release hazardous
quantities of gas or particulate matter into the cabin.
12. The inflatable lap-belt installation must be protected from the
effects of fire such that no hazard to occupants will result.
13. A means must be available for a crewmember to verify the
integrity of the inflatable-lap-belt-activation system prior to each
flight or it must be demonstrated to reliably operate between
inspection intervals.
14. The inflatable material may not have an average burn rate of
greater than 2.5 inches per minute when tested using the horizontal-
flammability test as defined in 14 CFR part 25, appendix F, part I,
paragraph (b)(5).
Stephen P. Boyd,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-26355 Filed 11-2-09; 8:45 am]
BILLING CODE 4910-13-P
