Special Conditions: Gulfstream Aerospace LP (GALP) Model G250 Airplane, Dynamic Test Requirements for Side-Facing, Single-Occupant Seats, 25229-25231 [2011-10755]
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Federal Register / Vol. 76, No. 86 / Wednesday, May 4, 2011 / Rules and Regulations
25229
3.3.4.3. Power Line Carrier (PLC) Control
Signal. Measure the PLC control signal power
(watts), using a wattmeter (W), connected to
the ballast in accordance with the circuit
shown in Figure 6 of this section. The
wattmeter must have a frequency response
that is at least 10 times higher than the PLC
being measured in order to measure the PLC
signal correctly. The wattmeter must also be
high-pass filtered to filter out power at 60
Hertz.
3.3.4.4. Wireless Control Signal. The power
supplied to a ballast using a wireless signal
is not easily measured, but is estimated to be
well below 1.0 watt. Therefore, the wireless
control signal power is not measured as part
of this test procedure.
ADDRESSES:
You must mail two copies
of your comments to: Federal Aviation
Administration, Transport Airplane
Directorate, Attn: Rules Docket (ANM–
113), Docket No. NM453, 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.
NM453. 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: Dan
Jacquet, FAA, Airframe/Cabin Safety
Branch, ANM–115, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356;
telephone (425) 227–2676; facsimile
(425) 227–1149; e-mail
daniel.jacquet@faa.gov.
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 may change these special
conditions based on the comments we
receive.
If you want us to acknowledge receipt
of your comments on these special
conditions, include with your
comments a self-addressed, stamped
postcard on which you have written the
docket number. We will stamp the date
on the postcard and mail it back to you.
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM453; Special Conditions No.
25–425–SC]
Special Conditions: Gulfstream
Aerospace LP (GALP) Model G250
Airplane, Dynamic Test Requirements
for Side-Facing, Single-Occupant
Seats
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Gulfstream Aerospace LP
(GALP) model G250 airplane. This
airplane will have a novel or unusual
design feature associated with dynamic
test requirements for 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 March 18, 2011.
We must receive your comments by
June 20, 2011.
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SUMMARY:
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16:43 May 03, 2011
Jkt 223001
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
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Background
On March 30, 2006, GALP applied for
a type certificate for their new Model
G250. The Model G250 is an 8–10
passenger (19 maximum), twin-engine
airplane with a 41,000-foot cruise
altitude, maximum operating altitude of
45,000 feet, and a range of
approximately 3,400 nautical miles.
Airplane dimensions are 61.69-foot
wing span, 66.6-foot overall length, and
20.8-foot tail height. Maximum takeoff
weight is 39,600 pounds and maximum
landing weight 32,700 pounds.
Maximum cruise speed is mach 0.85,
dive speed is mach 0.92. The avionics
suite will be the Rockwell Collins Pro
Line Fusion.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
GALP must show that the Model G250
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[FR Doc. 2011–10704 Filed 5–3–11; 8:45 am]
25230
Federal Register / Vol. 76, No. 86 / Wednesday, May 4, 2011 / Rules and Regulations
meets the applicable provisions of part
25 as amended by Amendments 25–1
through 25–117.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Model G250 because of a novel
or unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the 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.
In addition to the applicable
airworthiness regulations and special
conditions, the Model G250 airplane
must comply with the fuel-vent and
exhaust-emission requirements of 14
CFR part 34, and the noise-certification
requirements of 14 CFR part 36; and the
FAA must issue a finding of regulatory
adequacy under § 611 of Public Law 92–
574, the ‘‘Noise Control Act of 1972.’’
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 14
CFR 21.17(a)(2).
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Novel or Unusual Design Features
The Model G250 will incorporate the
following novel or unusual design
features:
GALP proposes installing side-facing,
single-occupant seats in the Model G250
airplane. FAA has determined that the
existing regulations do not provide
adequate or appropriate safety standards
for occupants of side-facing, singleoccupant seats. Therefore, in accordance
with § 21.16, special conditions need to
be developed to establish a level of
safety equivalent to that established in
the regulations.
Discussion
Amendment 25–64 to 14 CFR part 25
was issued June 16, 1988, to revise the
emergency-landing conditions that must
be considered in the design of an
airplane. Amendment 25–64 revised the
static-load conditions in § 25.561, and
added a new § 25.562 that required
dynamic testing of all seats approved for
occupancy during takeoff and landing.
The intent of Amendment 25–64 was to
provide an improved level of safety for
occupants on transport-category
airplanes. Because most seating is
forward/aft facing on transport-category
airplanes, the pass/fail criteria
developed in Amendment 25–64
focused primarily on these seats. Side-
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16:43 May 03, 2011
Jkt 223001
facing seat installations were not
adequately taken into account for
transport-category airplanes when this
amendment was issued. Therefore, in
November of 1997, the FAA issued
Memorandum ‘‘Side-Facing Seats on
Transport Category Airplanes’’ and draft
Issue Paper ‘‘Dynamic Test
Requirements for Single Place SideFacing Seats’’ to address the dynamic
certification of side-facing seats. The
memorandum and the issue paper
introduced requirements for Thoracic
Trauma Index (TTI) and lateral pelvic
acceleration, which were in addition to
the existing injury criteria requirements
of § 25.562(c). The specified conditions
are required to be measured during
dynamic testing of the side-facing seats
and in compliance with the limitations
to be demonstrated.
Applicability
As discussed above, these special
conditions are applicable to the Model
G250. 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,
these special conditions would apply to
that model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register. However, as the
certification date for the Model G250 is
imminent, the FAA finds that good
cause exists to make these special
conditions effective upon issuance.
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 typecertification basis for GALP Model G250
airplanes.
1. Dynamic Test Requirements for SideFacing, Single-Occupant Seats
In addition to the airworthiness
standards in §§ 25.562 and 25.785, the
following special conditions provide
injury criteria and installation/testing
guidelines that represent the minimum
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Fmt 4700
Sfmt 4700
acceptable airworthiness standard for
side-facing, single-occupant seats:
2. The 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 only required for
head contact with the seat and/or
adjacent structures.
(b) Body-to-Wall/Furnishing Contact:
The seat must be installed 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: TTI injury
criterion must be substantiated by
dynamic test or by rational analysis
based on previous test(s) of a similar
seat installation. Testing must be
conducted with a Side Impact Dummy
(SID) Anthropomorphic Test Device
(ATD), as defined by 49 CFR part 572,
Subpart F, or its equivalent. TTI must be
less than 85, as defined in 49 CFR part
572, subpart F. SID TTI data must be
processed as defined in Federal Motor
Vehicle Safety Standard (FMVSS) part
571.214, section S6.13.5.
(d) Pelvis: Lateral pelvic 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.
3. General Test Guidelines
(a) One longitudinal test with the SID
ATD or its equivalent, undeformed
floor, no yaw, and with all lateral
structural supports (armrests/walls).
Pass/fail injury assessments: TTI and
pelvic acceleration.
(b) One longitudinal test with the
Hybrid II ATD, deformed floor, with 10
degrees yaw, and with all lateral
structural supports (armrests/walls).
Pass/fail injury assessments: HIC; and
upper-torso-restraint load, restraint-
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Federal Register / Vol. 76, No. 86 / Wednesday, May 4, 2011 / Rules and Regulations
system retention, and pelvic
acceleration.
(c) A vertical (14G) test is to be
conducted with modified Hybrid II
ATDs with existing pass/fail criteria.
Issued in Renton, Washington, on March
18, 2011.
K.C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2011–10755 Filed 5–3–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 97
[Docket No. 30780; Amdt. No. 3423]
Standard Instrument Approach
Procedures, and Takeoff Minimums
and Obstacle Departure Procedures;
Miscellaneous Amendments
Federal Aviation
Administration (FAA), DOT.
ACTION: Final Rule.
AGENCY:
FOR FURTHER INFORMATION CONTACT:
This rule establishes, amends,
suspends, or revokes Standard
Instrument Approach Procedures
(SIAPs) and associated Takeoff
Minimums and Obstacle Departure
Procedures for operations at certain
airports. These regulatory actions are
needed because of the adoption of new
or revised criteria, or because of changes
occurring in the National Airspace
System, such as the commissioning of
new navigational facilities, adding new
obstacles, or changing air traffic
requirements. These changes are
designed to provide safe and efficient
use of the navigable airspace and to
promote safe flight operations under
instrument flight rules at the affected
airports.
SUMMARY:
This rule is effective May 4,
2011. The compliance date for each
SIAP, associated Takeoff Minimums,
and ODP is specified in the amendatory
provisions.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of May 4,
2011.
DATES:
Availability of matter
incorporated by reference in the
amendment is as follows:
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ADDRESSES:
For Examination
1. FAA Rules Docket, FAA
Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591;
VerDate Mar<15>2010
16:43 May 03, 2011
2. The FAA Regional Office of the
region in which the affected airport is
located;
3. The National Flight Procedures
Office, 6500 South MacArthur Blvd.,
Oklahoma City, OK 73169 or
4. The National Archives and Records
Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/
federal_register/
code_of_federal_regulations/
ibr_locations.html.
Availability—All SIAPs are available
online free of charge. Visit https://
nfdc.faa.gov to register. Additionally,
individual SIAP and Takeoff Minimums
and ODP copies may be obtained from:
1. FAA Public Inquiry Center (APA–
200), FAA Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591; or
2. The FAA Regional Office of the
region in which the affected airport is
located.
Jkt 223001
Harry J. Hodges, Flight Procedure
Standards Branch (AFS–420) Flight
Technologies and Programs Division,
Flight Standards Service, Federal
Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd., Oklahoma City,
OK 73169 (Mail Address: P.O. Box
25082 Oklahoma City, OK 73125)
telephone: (405) 954–4164.
SUPPLEMENTARY INFORMATION: This rule
amends Title 14, Code of Federal
Regulations, part 97 (14 CFR part 97) by
amending the referenced SIAPs. The
complete regulatory description of each
SIAP is listed on the appropriate FAA
Form 8260, as modified by the National
Flight Data Center (FDC)/Permanent
Notice to Airmen (P–NOTAM), and is
incorporated by reference in the
amendment under 5 U.S.C. 552(a), 1
CFR part 51, and § 97.20 of Title 14 of
the Code of Federal Regulations.
The large number of SIAPs, their
complex nature, and the need for a
special format make their verbatim
publication in the Federal Register
expensive and impractical. Further,
airmen do not use the regulatory text of
the SIAPs, but refer to their graphic
depiction on charts printed by
publishers of aeronautical materials.
Thus, the advantages of incorporation
by reference are realized and
publication of the complete description
of each SIAP contained in FAA form
documents is unnecessary. This
amendment provides the affected CFR
sections and specifies the types of SIAP
and the corresponding effective dates.
This amendment also identifies the
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25231
airport and its location, the procedure
and the amendment number.
The Rule
This amendment to 14 CFR part 97 is
effective upon publication of each
separate SIAP as amended in the
transmittal. For safety and timeliness of
change considerations, this amendment
incorporates only specific changes
contained for each SIAP as modified by
FDC/P–NOTAMs.
The SIAPs, as modified by FDC
P–NOTAM, and contained in this
amendment are based on the criteria
contained in the U.S. Standard for
Terminal Instrument Procedures
(TERPS). In developing these changes to
SIAPs, the TERPS criteria were applied
only to specific conditions existing at
the affected airports. All SIAP
amendments in this rule have been
previously issued by the FAA in a FDC
NOTAM as an emergency action of
immediate flight safety relating directly
to published aeronautical charts. The
circumstances which created the need
for all these SIAP amendments requires
making them effective in less than 30
days.
Because of the close and immediate
relationship between these SIAPs and
safety in air commerce, I find that notice
and public procedure before adopting
these SIAPs are impracticable and
contrary to the public interest and,
where applicable, that good cause exists
for making these SIAPs effective in less
than 30 days.
Conclusion
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore—(1) Is not a
‘‘significant regulatory action’’ under
Executive Order 12866; (2) is not a
‘‘significant rule’’ under DOT regulatory
Policies and Procedures (44 FR 11034;
February 26, 1979); and (3) does not
warrant preparation of a regulatory
evaluation as the anticipated impact is
so minimal. For the same reason, the
FAA certifies that this amendment will
not have a significant economic impact
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 97
Air Traffic Control, Airports,
Incorporation by reference, and
Navigation (Air).
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]]>Agencies
[Federal Register Volume 76, Number 86 (Wednesday, May 4, 2011)]
[Rules and Regulations]
[Pages 25229-25231]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-10755]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM453; Special Conditions No. 25-425-SC]
Special Conditions: Gulfstream Aerospace LP (GALP) Model G250
Airplane, Dynamic Test Requirements for 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 the Gulfstream
Aerospace LP (GALP) model G250 airplane. This airplane will have a
novel or unusual design feature associated with dynamic test
requirements for 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 March 18,
2011. We must receive your comments by June 20, 2011.
ADDRESSES: You must mail two copies of your comments to: Federal
Aviation Administration, Transport Airplane Directorate, Attn: Rules
Docket (ANM-113), Docket No. NM453, 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. NM453. 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: Dan Jacquet, FAA, Airframe/Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 227-2676; facsimile (425) 227-1149; e-mail
daniel.jacquet@faa.gov.
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 may change these special conditions based on the comments
we receive.
If you want us to acknowledge receipt of your comments on these
special conditions, include with your comments a self-addressed,
stamped postcard on which you have written the docket number. We will
stamp the date on the postcard and mail it back to you.
Background
On March 30, 2006, GALP applied for a type certificate for their
new Model G250. The Model G250 is an 8-10 passenger (19 maximum), twin-
engine airplane with a 41,000-foot cruise altitude, maximum operating
altitude of 45,000 feet, and a range of approximately 3,400 nautical
miles. Airplane dimensions are 61.69-foot wing span, 66.6-foot overall
length, and 20.8-foot tail height. Maximum takeoff weight is 39,600
pounds and maximum landing weight 32,700 pounds. Maximum cruise speed
is mach 0.85, dive speed is mach 0.92. The avionics suite will be the
Rockwell Collins Pro Line Fusion.
Type Certification Basis
Under the provisions of 14 CFR 21.17, GALP must show that the Model
G250
[[Page 25230]]
meets the applicable provisions of part 25 as amended by Amendments 25-
1 through 25-117.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Model G250 because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the 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.
In addition to the applicable airworthiness regulations and special
conditions, the Model G250 airplane must comply with the fuel-vent and
exhaust-emission requirements of 14 CFR part 34, and the noise-
certification requirements of 14 CFR part 36; and the FAA must issue a
finding of regulatory adequacy under Sec. 611 of Public Law 92-574,
the ``Noise Control Act of 1972.''
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 14 CFR 21.17(a)(2).
Novel or Unusual Design Features
The Model G250 will incorporate the following novel or unusual
design features:
GALP proposes installing side-facing, single-occupant seats in the
Model G250 airplane. FAA has determined that the existing regulations
do not provide adequate or appropriate safety standards for occupants
of side-facing, single-occupant seats. Therefore, in accordance with
Sec. 21.16, special conditions need to be developed to establish a
level of safety equivalent to that established in the regulations.
Discussion
Amendment 25-64 to 14 CFR part 25 was issued June 16, 1988, to
revise the emergency-landing conditions that must be considered in the
design of an airplane. Amendment 25-64 revised the static-load
conditions in Sec. 25.561, and added a new Sec. 25.562 that required
dynamic testing of all seats approved for occupancy during takeoff and
landing. The intent of Amendment 25-64 was to provide an improved level
of safety for occupants on transport-category airplanes. Because most
seating is forward/aft facing on transport-category airplanes, the
pass/fail criteria developed in Amendment 25-64 focused primarily on
these seats. Side-facing seat installations were not adequately taken
into account for transport-category airplanes when this amendment was
issued. Therefore, in November of 1997, the FAA issued Memorandum
``Side-Facing Seats on Transport Category Airplanes'' and draft Issue
Paper ``Dynamic Test Requirements for Single Place Side-Facing Seats''
to address the dynamic certification of side-facing seats. The
memorandum and the issue paper introduced requirements for Thoracic
Trauma Index (TTI) and lateral pelvic acceleration, which were in
addition to the existing injury criteria requirements of Sec.
25.562(c). The specified conditions are required to be measured during
dynamic testing of the side-facing seats and in compliance with the
limitations to be demonstrated.
Applicability
As discussed above, these special conditions are applicable to the
Model G250. 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, these special conditions would apply to that
model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However, as the certification date for the Model G250
is imminent, the FAA finds that good cause exists to make these special
conditions effective upon issuance.
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 GALP Model G250 airplanes.
1. Dynamic Test Requirements for Side-Facing, Single-Occupant Seats
In addition to the airworthiness standards in Sec. Sec. 25.562 and
25.785, the following special conditions provide injury criteria and
installation/testing guidelines that represent the minimum acceptable
airworthiness standard for side-facing, single-occupant seats:
2. The Injury Criteria
(a) Existing Criteria: All injury protection criteria of Sec.
25.562(c)(1) through (c)(6) apply to the occupant of a side-facing
seat. Head-injury criterion (HIC) assessments are only required for
head contact with the seat and/or adjacent structures.
(b) Body-to-Wall/Furnishing Contact: The seat must be installed 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: TTI injury criterion must be substantiated by
dynamic test or by rational analysis based on previous test(s) of a
similar seat installation. Testing must be conducted with a Side Impact
Dummy (SID) Anthropomorphic Test Device (ATD), as defined by 49 CFR
part 572, Subpart F, or its equivalent. TTI must be less than 85, as
defined in 49 CFR part 572, subpart F. SID TTI data must be processed
as defined in Federal Motor Vehicle Safety Standard (FMVSS) part
571.214, section S6.13.5.
(d) Pelvis: Lateral pelvic 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.
3. General Test Guidelines
(a) One longitudinal test with the SID ATD or its equivalent,
undeformed floor, no yaw, and with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: TTI and pelvic acceleration.
(b) One longitudinal test with the Hybrid II ATD, deformed floor,
with 10 degrees yaw, and with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: HIC; and upper-torso-restraint load,
restraint-
[[Page 25231]]
system retention, and pelvic acceleration.
(c) A vertical (14G) test is to be conducted with modified Hybrid
II ATDs with existing pass/fail criteria.
Issued in Renton, Washington, on March 18, 2011.
K.C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-10755 Filed 5-3-11; 8:45 am]
BILLING CODE 4910-13-P
