Special Conditions: Boeing, Model 747-8 Series Airplanes; Door 1 Extendable Length Escape Slide, 38550-38552 [2011-16507]
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38550
Federal Register / Vol. 76, No. 127 / Friday, July 1, 2011 / Rules and Regulations
DEPARTMENT OF ENERGY
10 CFR Part 835
Technical Standard DOE–STD–1095–
2011, Department of Energy
Laboratory Accreditation for External
Dosimetry
AGENCY: Office of Health, Safety and
Security, Department of Energy.
ACTION: Notification of updated
Technical Standard.
The Department of Energy
(DOE or the Department) is issuing
Technical Standard DOE–STD–1095–
2011, Department of Energy Laboratory
Accreditation for External Dosimetry,
January 2011. This standard provides
updated technical criteria for
performance testing for, and provides a
requirement for onsite quality assurance
assessments of, whole body and
extremity dosimetry programs in use at
DOE sites. The testing and assessment
results are used, in part, to determine
whether to accredit dosimetry programs
in accordance with the DOE Laboratory
Accreditation Program (DOELAP). The
effective date for the new Technical
Standard is April 1, 2011.
FOR FURTHER INFORMATION CONTACT:
Steven G. Zobel, CHP, U.S. Department
of Energy, Office of Health, Safety and
Security, Office of Corporate Safety
Analysis, 1000 Independence Ave., SW.,
Washington, DC 20585, 301–903–2615,
or steve.zobel@hq.doe.gov.
An electronic copy of this Federal
Register notice, as well as other relevant
DOE documents concerning this subject,
is available on a Web page at: https://
www.hss.energy.gov/CSA/CSP/doelap/
index.html.
SUPPLEMENTARY INFORMATION: DOE
previously administered its laboratory
accreditation program for whole body
external dosimetry pursuant to DOE
Order 5480.15, Department of Energy
Laboratory Accreditation Program for
Personnel Dosimetry, dated December
14, 1987. At that time, DOELAP used
Technical Standards DOE/EH–0027,
Department of Energy Standard for the
Performance Testing of Personnel
Dosimetry Systems, December 1986, and
DOE/EH–0026, Handbook for the
Department of Energy Laboratory
Accreditation Program for Personnel
Dosimetry Systems, December 1986, to
evaluate contractor personnel dosimetry
programs. DOE/EH–0027 was based on
American National Standards Institute
(ANSI) N13.11–1983, American
National Standard—Criteria for Testing
Personnel Dosimetry Performance,
Pacific Northwest Laboratory PNL–
4515, Criteria for Testing Personnel
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SUMMARY:
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Dosimetry Performance, 1984, and
comments received during peer review
by DOE and DOE contractor personnel.
Both DOELAP Technical Standards
remained in effect through 2010.
On December 14, 1993, DOE
promulgated 10 CFR part 835,
Occupational Radiation Protection, (58
FR 65458), which included a
requirement for DOELAP accreditation
for external dosimetry programs. This
regulatory requirement led to the
cancellation of DOE Order 5480.15.
Technical Standard DOE–STD–1095–95,
Department of Energy Laboratory
Accreditation Program for Personnel
Dosimetry Systems, was published in
December 1995 to establish the criteria
for DOELAP accreditation pursuant to
10 CFR 835.402(b). The recent updating
of ANSI standards for performance
testing whole body dosimeters (ANSI
N13.11–2009, American National
Standard for Dosimetry—Personnel
Dosimetry Performance—Criteria for
Testing) and extremity dosimeters
(ANSI N13.32–2008, American National
Standard—Performance Testing of
Extremity Dosimeters) led DOE to revise
its DOELAP dosimetry Technical
Standards. In planning the revision, it
was decided to make DOE–STD–1095
the primary Technical Standard for
accrediting external dosimetry programs
by cancelling DOE/EH–0026 and –0027
and incorporating both of the recently
updated ANSI standards by reference
into the new DOE Technical Standard.
Other changes include changing
‘‘Personnel Dosimetry Systems’’ to
‘‘External Dosimetry’’ in the title of the
new Technical Standard, providing for
limited retesting, and adding an
incentive for obtaining an exemption
from a future onsite assessment. The
change to the Technical Standard’s title
was made to better identify the
Standard’s purpose and does not change
the requirement for dosimetry program
accreditation provided in 10 CFR
835.402(b). The guidance information in
DOE/EH–0026 and –0027 will be
updated and published in a
supplemental, nonregulatory document.
This Technical Standard is effective
on April 1, 2011.
Issued in Washington, DC.
Glenn S. Podonsky,
Chief Health, Safety and Security Officer,
Office of Health, Safety and Security.
[FR Doc. 2011–16575 Filed 6–30–11; 8:45 am]
BILLING CODE 6450–01–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM455; Special Conditions No.
25–438–SC]
Special Conditions: Boeing, Model
747–8 Series Airplanes; Door 1
Extendable Length Escape Slide
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
SUMMARY: These special conditions are
issued for Boeing Model 747–8
airplanes. These airplanes will have a
novel or unusual design feature
associated with an extendable length
escape slide. 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.
Additional special conditions will be
issued for other novel or unusual design
features of Boeing 747–8 airplanes.
DATES: Effective Date: August 1, 2011.
FOR FURTHER INFORMATION CONTACT:
Jayson Claar, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind
Avenue, SW, Renton, Washington
98057–3356; telephone (425) 227–2194;
facsimile (425) 227–1232.
SUPPLEMENTARY INFORMATION:
Background
On November 4, 2005, The Boeing
Company, PO Box 3707, Seattle, WA,
98124, applied for an amendment to
Type Certificate Number A20WE to
include the new Model 747–8 series
passenger airplane. Boeing later applied
for, and was granted, an extension of
time for the type certificate, which
changed the effective application date to
December 31, 2006. The Model 747–8 is
a derivative of the 747–400. The Model
747–8 is a four-engine jet transport
airplane that will have a maximum
takeoff weight of 975,000 pounds, new
General Electric GEnx –2B67 engines,
and the capacity to carry 605
passengers.
Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.101,
Boeing must show that the Model 747–
8 (hereafter referred as 747–8) meets the
applicable provisions of part 25,
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Federal Register / Vol. 76, No. 127 / Friday, July 1, 2011 / Rules and Regulations
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Amendments 25–1 through 25–120,
plus Amendment 25–127 for § 25.795(a),
except for earlier amendments as agreed
upon by the FAA. These regulations
will be incorporated into Type
Certificate No. A20WE after type
certification approval of the 747–8.
In addition, the certification basis
includes other regulations, special
conditions, and exemptions that are not
relevant to these special conditions.
Type Certificate No. A20WE will be
updated to include a complete
description of the certification basis for
these airplanes.
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 747–8 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 or series that
incorporates the same or similar novel
or unusual design feature, or should any
other model or series 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 or series under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the 747–8 must comply with
the fuel vent and exhaust emission
requirements of 14 CFR part 34 and the
noise certification requirements of 14
CFR part 36.
Special conditions, as defined in
§ 11.19, are issued under § 11.38, and
become part of the type certification
basis under § 21.101.
Novel or Unusual Design Features
The Boeing Model 747–8 will
incorporate the following novel or
unusual design features: The 747–8
design offers seating capacity on two
separate decks, the main deck with a
maximum passenger capacity of 495 and
the upper deck with a maximum
passenger capacity of 110. Section
25.810(a)(1)(iii) requires that after full
deployment the emergency escape
system assist means must be long
enough so that the lower end is selfsupporting on the ground and provides
safe evacuation of occupants to the
ground after collapse of one or more legs
of the landing gear. Typically, airplanes
have fixed-length slides that meet the
above requirements. However, it was
not possible to use fixed-length slides
for the 747–8 Door 1 because of the
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difference between normal sill height
and the high-sill height associated with
collapse of some of the landing gear in
an emergency. Some combinations of
landing gear collapse could cause the
airplane to tip back on its tail. The 747–
8 Door 1 escape slide is an extendable
length design to meet the gear collapse
and tail tip conditions.
Discussion
The regulations governing the
certification of the 747–8 do not
adequately address the certification
requirements for an extendable length
escape slide. The only reference to
extendable length escape slides in
Technical Standard Order (TSO) C69c,
Emergency Evacuation Slides, Ramps,
Ramp/Slides, and Slide/Rafts, is in the
inflation time requirement section. The
requirements of § 25.801(a)(1)(iii) for
other airplanes have been addressed by
a single length escape slide. However,
for the 747–8 Door 1, it was not possible
to have a single length escape slide
because of the extreme difference in sill
heights between normal sill height and
high-sill height associated with collapse
of some of the landing gear, and the
additional case of the airplane tipping
back on its tail. For Door 1, the normal
sill height is approximately 187 inches,
and the high-sill height is
approximately 346 inches.
The design of the extendable length
escape system has an approximately 12
foot long extension packed at the toe
end of the escape slide. During normal
operation, the extension portion
remains packed at the toe end. The
airplane is equipped with an electronic
sensor that evaluates the attitude of the
airplane, and determines if the
extendable portion is needed. When the
extended length is needed, the system
sends a signal to an electronic sign on
the door to indicate to the flight
attendant that the extendable length of
the slide needs to be inflated. The
extendable length inflation system is
activated by pulling on a separate
inflation handle located on the right
side of the slide girt.
The Airbus A380 airplane has an
extendable length slide and the FAA
issued Special Conditions Number 25–
323–SC to address the installation of the
extendable length escape slide in that
airplane. These previously issued
special conditions provide a starting
point for developing special conditions
for the 747–8 airplane, which consider
and evaluate the unique aspects of this
airplane’s design.
The extension is intended only for use
at high-sill heights. A typical fixedlength slide operating at high-sill height
does not satisfy all of the performance
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38551
requirements of § 25.810, but its
variations in performance are
understood and largely predictable.
Certain performance criteria are valid
regardless of sill height, while other
aspects of performance can be expected
to decline at higher sill heights. With an
extendable slide, there is a step change
in configuration and potentially a
change in performance. Therefore,
special conditions are needed to ensure
acceptable performance in the extended
mode.
Section 25.810 specifies the basic
performance requirements for escape
slides, including wind testing,
repeatability testing, and testing at
adverse sill heights. Section 25.1309(a)
requires systems to perform under
foreseeable operating conditions, such
as extreme temperatures, and
demonstrate that the system design is
appropriate for its intended function.
Standards for the equipment itself are in
TSO–C69c and contribute to a
satisfactory installation.
Typically, wind tests are only
conducted on fixed-length slides at
normal sill height. Since the regulations
require that the escape slides have the
capability of being deployed in 25-knot
winds directed from the most critical
angle, escape slides usually exceed 25knot performance at other than the
critical angle. The same is expected to
be true of the slide in its extended
mode, but some reduction in the
required wind velocity is appropriate
since the slide will be in an abnormal
condition. Available data indicate that
the capability of being deployed in 22knot winds is appropriate to cover the
slide in its extended mode at normal sill
height. This corresponds to roughly
75% of the wind energy required for the
slide in its normal attitude and will
ensure that the slide can function in its
extended mode at least as well as a
fixed-length slide under similar
abnormal conditions.
These special conditions also specify
a rate for passenger evacuation that is
consistent with that of fixed-length
escape slides.
Discussion of Comments
Notice of proposed special conditions
No. 25–11–12–SC for Boeing Model
747–8 airplanes was published in the
Federal Register on May 10, 2011 (76
FR 26957). No comments were received
and the special conditions are adopted
as proposed.
Applicability
As discussed above, these special
conditions are applicable to Boeing
Model 747–8 airplanes. Should Boeing
apply at a later date for a change to the
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01JYR1
38552
Federal Register / Vol. 76, No. 127 / Friday, July 1, 2011 / Rules and Regulations
type certificate to include another
model incorporating the same novel or
unusual design features, these special
conditions would apply to that model as
well.
Conclusion
This action affects only certain novel
or unusual design features of Boeing
Model 747–8 airplanes. It is not a rule
of general applicability.
Issued in Renton, Washington, on June 22,
2011.
KC Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
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:
[FR Doc. 2011–16507 Filed 6–30–11; 8:45 am]
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
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The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Boeing Model
747–8 airplanes.
1. The extendable escape slide must
receive Technical Standard Order (TSO)
C69c or latest TSO authorization
published at the time of TSO
application for the Door 1 Slide.
2. In addition to the requirements of
§ 25.810(a)(1)(iii) for usability in
conditions of landing gear collapse, the
deployed escape slide in the extended
mode must demonstrate an evacuation
rate of 45 persons per minute per lane
at the sill height corresponding to
activation of the extension.
3. In lieu of the requirements of
§ 25.810(a)(1)(iv), the escape slide with
the extendable section activated must be
capable of being deployed in 22-knot
winds directed from the critical angle,
with the airplane on all its landing gear,
with the assistance of one person on the
ground. Two deployment scenarios
must be addressed as follows:
(a) Extendable section is activated
during the inflation time of the basic
slide and,
(b) Extendable section is activated
after the basic slide is completely
inflated.
4. Pitch sensor tolerances and
accuracy must be taken into account
when demonstrating compliance with
§ 25.1309(a) for the escape slide in both
extended and unextended modes.
5.(a) There must be a ‘‘slide
extension’’ warning such that the cabin
crew is immediately made aware of the
need to deploy the extendable section of
the slide. The ability to provide such a
warning must be available for ten
minutes after the airplane is
immobilized on the ground.
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(b) There must be a positive means for
the cabin crew to determine that the
extendable portion of the slide has been
fully erected.
6. Whenever passengers are carried on
the main deck of the airplane, there
must be a cabin crewmember stationed
on each side of the airplane located near
each Door 1 Exit. This special condition
must be included in the airplane flight
manual as a limitation.
BILLING CODE 4910–13–P
SOCIAL SECURITY ADMINISTRATION
20 CFR Part 418
[Docket No. SSA–2009–0078]
RIN 0960–AH06
Amendments to Regulations
Regarding Major Life-Changing Events
Affecting Income-Related Monthly
Adjustment Amounts to Medicare Part
B Premiums
AGENCY:
Social Security Administration
(SSA).
ACTION:
Final rule.
SUMMARY: This final rule adopts,
without change, the interim final rule
with request for comments we
published in the Federal Register on
July 15, 2010 at 75 FR 41084. The
interim final rule concerned what we
consider major life-changing events for
the Medicare Part B income-related
monthly adjustment amount (IRMAA)
and what evidence we require to
support a claim of a major life-changing
event. This final rule allows us to
respond appropriately to circumstances
brought about by the current economic
climate and other unforeseen events, as
described below.
DATES: The interim final rule with
request for comments published on July
15, 2010 is confirmed as final effective
July 1, 2011.
FOR FURTHER INFORMATION CONTACT:
Craig Streett, Office of Income Security
Programs, Social Security
Administration, 2–R–24 Operations
Building, 6401 Security Boulevard,
Baltimore, MD 21235–6401, (410) 965–
9793. For information on eligibility or
filing for benefits, call our national tollfree number, 1–800–772–1213 or TTY
1–800–325–0778, or visit our Internet
site, Social Security Online, at https://
www.socialsecurity.gov.
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SUPPLEMENTARY INFORMATION:
Background
The interim final rule concerned what
we consider major life-changing events
for the Medicare Part B IRMAA and
what evidence we require to support a
claim of a major life-changing event.
Medicare Part B is a voluntary
medical insurance program that
provides coverage for services such as
physicians care, diagnostic services, and
medical supplies. A beneficiary enrolled
in Medicare Part B pays monthly
premiums, deductibles, and coinsurance associated with covered
services. The Centers for Medicare &
Medicaid Services (CMS) promulgates
rules and regulations about the
Medicare program, including the
standard monthly premium. We
determine and deduct the amount of
certain Medicare Part B premiums from
beneficiaries’ Social Security benefits
and make rules and regulations
necessary to carry out these functions.
The Federal Government subsidizes
the cost of Medicare Part B medical
coverage. However, beneficiaries with
modified adjusted gross incomes
(MAGI) above a specified threshold
must pay a higher percentage of their
cost than those with MAGIs below the
threshold.1 We refer to this subsidy
reduction as an IRMAA. CMS
determines and publishes the annual
MAGI threshold and ranges. The
Internal Revenue Service (IRS) provides
us with MAGI information.
We use MAGI and Federal income tax
filing status for the tax year two years
before the effective year to determine
whether a beneficiary must pay an
IRMAA, and if so, how much.2 If
information is not yet available for the
tax year two years before the effective
year, we will use information from the
tax year three years before the effective
year until the later information becomes
available. A beneficiary who
experiences a major life-changing event
may request that we use a more recent
tax year to make a new IRMAA
determination.
If a beneficiary provides evidence that
the qualifying major life-changing event
significantly reduced his or her MAGI,
we will determine the IRMAA based on
data from a more recent tax year.3 We
define a significant reduction in MAGI
1 MAGI is defined in 42 U.S.C. 1395r(i)(4). The
threshold amount is defined in 42 U.S.C.
1395r(i)(2).
2 MAGI ranges are established in 42 U.S.C.
1395r(i)(3), (5). The MAGI dollar amounts listed in
1395r(i)(3) may increase annually based on changes
in the Consumer Price Index under 42 U.S.C.
1395r(i)(5).
3 20 CFR 418.1201.
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01JYR1
]]>Agencies
[Federal Register Volume 76, Number 127 (Friday, July 1, 2011)]
[Rules and Regulations]
[Pages 38550-38552]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-16507]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. NM455; Special Conditions No. 25-438-SC]
Special Conditions: Boeing, Model 747-8 Series Airplanes; Door 1
Extendable Length Escape Slide
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for Boeing Model 747-8
airplanes. These airplanes will have a novel or unusual design feature
associated with an extendable length escape slide. 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. Additional special conditions will be
issued for other novel or unusual design features of Boeing 747-8
airplanes.
DATES: Effective Date: August 1, 2011.
FOR FURTHER INFORMATION CONTACT: Jayson Claar, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue, SW, Renton, Washington 98057-
3356; telephone (425) 227-2194; facsimile (425) 227-1232.
SUPPLEMENTARY INFORMATION:
Background
On November 4, 2005, The Boeing Company, PO Box 3707, Seattle, WA,
98124, applied for an amendment to Type Certificate Number A20WE to
include the new Model 747-8 series passenger airplane. Boeing later
applied for, and was granted, an extension of time for the type
certificate, which changed the effective application date to December
31, 2006. The Model 747-8 is a derivative of the 747-400. The Model
747-8 is a four-engine jet transport airplane that will have a maximum
takeoff weight of 975,000 pounds, new General Electric GEnx -2B67
engines, and the capacity to carry 605 passengers.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.101, Boeing must show that the Model 747-8 (hereafter referred
as 747-8) meets the applicable provisions of part 25,
[[Page 38551]]
Amendments 25-1 through 25-120, plus Amendment 25-127 for Sec.
25.795(a), except for earlier amendments as agreed upon by the FAA.
These regulations will be incorporated into Type Certificate No. A20WE
after type certification approval of the 747-8.
In addition, the certification basis includes other regulations,
special conditions, and exemptions that are not relevant to these
special conditions. Type Certificate No. A20WE will be updated to
include a complete description of the certification basis for these
airplanes.
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 747-8 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 or series that incorporates the same
or similar novel or unusual design feature, or should any other model
or series 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 or series under
Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the 747-8 must comply with the fuel vent and exhaust
emission requirements of 14 CFR part 34 and the noise certification
requirements of 14 CFR part 36.
Special conditions, as defined in Sec. 11.19, are issued under
Sec. 11.38, and become part of the type certification basis under
Sec. 21.101.
Novel or Unusual Design Features
The Boeing Model 747-8 will incorporate the following novel or
unusual design features: The 747-8 design offers seating capacity on
two separate decks, the main deck with a maximum passenger capacity of
495 and the upper deck with a maximum passenger capacity of 110.
Section 25.810(a)(1)(iii) requires that after full deployment the
emergency escape system assist means must be long enough so that the
lower end is self-supporting on the ground and provides safe evacuation
of occupants to the ground after collapse of one or more legs of the
landing gear. Typically, airplanes have fixed-length slides that meet
the above requirements. However, it was not possible to use fixed-
length slides for the 747-8 Door 1 because of the difference between
normal sill height and the high-sill height associated with collapse of
some of the landing gear in an emergency. Some combinations of landing
gear collapse could cause the airplane to tip back on its tail. The
747-8 Door 1 escape slide is an extendable length design to meet the
gear collapse and tail tip conditions.
Discussion
The regulations governing the certification of the 747-8 do not
adequately address the certification requirements for an extendable
length escape slide. The only reference to extendable length escape
slides in Technical Standard Order (TSO) C69c, Emergency Evacuation
Slides, Ramps, Ramp/Slides, and Slide/Rafts, is in the inflation time
requirement section. The requirements of Sec. 25.801(a)(1)(iii) for
other airplanes have been addressed by a single length escape slide.
However, for the 747-8 Door 1, it was not possible to have a single
length escape slide because of the extreme difference in sill heights
between normal sill height and high-sill height associated with
collapse of some of the landing gear, and the additional case of the
airplane tipping back on its tail. For Door 1, the normal sill height
is approximately 187 inches, and the high-sill height is approximately
346 inches.
The design of the extendable length escape system has an
approximately 12 foot long extension packed at the toe end of the
escape slide. During normal operation, the extension portion remains
packed at the toe end. The airplane is equipped with an electronic
sensor that evaluates the attitude of the airplane, and determines if
the extendable portion is needed. When the extended length is needed,
the system sends a signal to an electronic sign on the door to indicate
to the flight attendant that the extendable length of the slide needs
to be inflated. The extendable length inflation system is activated by
pulling on a separate inflation handle located on the right side of the
slide girt.
The Airbus A380 airplane has an extendable length slide and the FAA
issued Special Conditions Number 25-323-SC to address the installation
of the extendable length escape slide in that airplane. These
previously issued special conditions provide a starting point for
developing special conditions for the 747-8 airplane, which consider
and evaluate the unique aspects of this airplane's design.
The extension is intended only for use at high-sill heights. A
typical fixed-length slide operating at high-sill height does not
satisfy all of the performance requirements of Sec. 25.810, but its
variations in performance are understood and largely predictable.
Certain performance criteria are valid regardless of sill height, while
other aspects of performance can be expected to decline at higher sill
heights. With an extendable slide, there is a step change in
configuration and potentially a change in performance. Therefore,
special conditions are needed to ensure acceptable performance in the
extended mode.
Section 25.810 specifies the basic performance requirements for
escape slides, including wind testing, repeatability testing, and
testing at adverse sill heights. Section 25.1309(a) requires systems to
perform under foreseeable operating conditions, such as extreme
temperatures, and demonstrate that the system design is appropriate for
its intended function. Standards for the equipment itself are in TSO-
C69c and contribute to a satisfactory installation.
Typically, wind tests are only conducted on fixed-length slides at
normal sill height. Since the regulations require that the escape
slides have the capability of being deployed in 25-knot winds directed
from the most critical angle, escape slides usually exceed 25-knot
performance at other than the critical angle. The same is expected to
be true of the slide in its extended mode, but some reduction in the
required wind velocity is appropriate since the slide will be in an
abnormal condition. Available data indicate that the capability of
being deployed in 22-knot winds is appropriate to cover the slide in
its extended mode at normal sill height. This corresponds to roughly
75% of the wind energy required for the slide in its normal attitude
and will ensure that the slide can function in its extended mode at
least as well as a fixed-length slide under similar abnormal
conditions.
These special conditions also specify a rate for passenger
evacuation that is consistent with that of fixed-length escape slides.
Discussion of Comments
Notice of proposed special conditions No. 25-11-12-SC for Boeing
Model 747-8 airplanes was published in the Federal Register on May 10,
2011 (76 FR 26957). No comments were received and the special
conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to
Boeing Model 747-8 airplanes. Should Boeing apply at a later date for a
change to the
[[Page 38552]]
type certificate to include another model incorporating the same novel
or unusual design features, these special conditions would apply to
that model as well.
Conclusion
This action affects only certain novel or unusual design features
of Boeing Model 747-8 airplanes. It is not a rule of general
applicability.
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 Boeing Model 747-8 airplanes.
1. The extendable escape slide must receive Technical Standard
Order (TSO) C69c or latest TSO authorization published at the time of
TSO application for the Door 1 Slide.
2. In addition to the requirements of Sec. 25.810(a)(1)(iii) for
usability in conditions of landing gear collapse, the deployed escape
slide in the extended mode must demonstrate an evacuation rate of 45
persons per minute per lane at the sill height corresponding to
activation of the extension.
3. In lieu of the requirements of Sec. 25.810(a)(1)(iv), the
escape slide with the extendable section activated must be capable of
being deployed in 22-knot winds directed from the critical angle, with
the airplane on all its landing gear, with the assistance of one person
on the ground. Two deployment scenarios must be addressed as follows:
(a) Extendable section is activated during the inflation time of
the basic slide and,
(b) Extendable section is activated after the basic slide is
completely inflated.
4. Pitch sensor tolerances and accuracy must be taken into account
when demonstrating compliance with Sec. 25.1309(a) for the escape
slide in both extended and unextended modes.
5.(a) There must be a ``slide extension'' warning such that the
cabin crew is immediately made aware of the need to deploy the
extendable section of the slide. The ability to provide such a warning
must be available for ten minutes after the airplane is immobilized on
the ground.
(b) There must be a positive means for the cabin crew to determine
that the extendable portion of the slide has been fully erected.
6. Whenever passengers are carried on the main deck of the
airplane, there must be a cabin crewmember stationed on each side of
the airplane located near each Door 1 Exit. This special condition must
be included in the airplane flight manual as a limitation.
Issued in Renton, Washington, on June 22, 2011.
KC Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-16507 Filed 6-30-11; 8:45 am]
BILLING CODE 4910-13-P
