Special Conditions: Boeing Model 787 Series Airplanes; Single-place Side-facing Seats With Inflatable Lapbelts, 16910-16914 [2012-6957]
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Federal Register / Vol. 77, No. 57 / Friday, March 23, 2012 / Rules and Regulations
personnel to the presence of an
inflatable restraint system.
8. It must be shown that the inflatable
restraint will not impede rapid egress of
the occupants 10 seconds after its
deployment.
9. The system must be protected from
lightning and HIRF. The threats
specified in existing regulations
regarding lighting and HIRF, are
incorporated by reference for the
purpose of measuring lightning and
HIRF protection. Also, for purposes of
complying with these requirements, the
airbag system is considered a critical
system at pilot/co-pilot positions only.
10. It must be shown that the
inflatable restraints will not release
hazardous quantities of gas or
particulate matter into the cabin.
11. The inflatable restraint system
installation must be protected from the
effects of fire such that no hazard to
occupants will result.
12. There must be a means to verify
the integrity of the inflatable restraint
activation system before each flight or it
must be demonstrated to reliably
operate between inspection intervals.
13. A life limit must be established for
appropriate system components.
14. Qualification testing of the
internal firing mechanism must be
performed at vibration levels
appropriate for a general aviation
airplane.
Issued in Kansas City, Missouri, on March
16, 2012.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–6956 Filed 3–22–12; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2012–0311; Special
Conditions No. 25–458–SC]
Special Conditions: Boeing Model 787
Series Airplanes; Single-place Sidefacing Seats With Inflatable Lapbelts
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
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AGENCY:
These special conditions are
issued for the Boeing Model 787 series
airplanes. These airplanes have a novel
or unusual design feature associated
with single-place side-facing seats with
inflatable lapbelts. The applicable
airworthiness regulations do not contain
SUMMARY:
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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 12, 2012.
We must receive your comments by
April 23, 2012.
ADDRESSES: Send comments identified
by docket number FAA–2012–0311
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington,
DC, 20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between
8 a.m. and 5 p.m., Monday through
Friday, except federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://
DocketsInfo.dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to the Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except federal holidays.
FOR FURTHER INFORMATION CONTACT: Jeff
Gardlin, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2136; facsimile
425–227–1149.
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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 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.
SUPPLEMENTARY INFORMATION:
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 will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On March 28, 2003, Boeing
Commercial Airplanes applied for an
FAA type certificate for its new Model
787 series airplane (hereafter referred to
as ‘‘787’’). The 787 is an all-new, twinengine jet transport airplane with a twoaisle cabin which is currently approved
under Type Certificate No. T000215E.
The maximum takeoff weight is 476,000
pounds, with a maximum passenger
count of 381. These airplanes have a
novel or unusual design feature
associated with single-place side-facing
seats with inflatable lapbelts. The
inflatable lapbelt is designed to limit
occupant forward excursion in the event
of an accident. This will reduce the
potential for head injury, thereby
reducing the Head Injury Criteria (HIC)
measurement. The inflatable lapbelt
behaves similarly to an automotive
airbag, but in this case the airbag is
integrated into the lapbelt, and inflates
away from the seated occupant. While
airbags are now standard in the
automotive industry, the use of an
inflatable lapbelt 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
side-facing seats on an airplane operated
under part 121 rules meet the
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requirements of 14 CFR 25.562 in effect
on or after June 16, 1988.
Amendment 25–15 to part 25, dated
October 24, 1967, introduced the subject
of side-facing seats and a requirement
that each occupant in a side-facing seat
must be protected from head injury by
a safety belt and a cushioned rest that
will support the arms, shoulders, head,
and spine.
Subsequently, Amendment 25–20 to
part 25, dated April 23, 1969, clarified
the definition of side-facing seats to
require that each occupant of a seat that
makes more than an 18 degree angle
with the vertical plane containing the
airplane centerline, must be protected
from head injury by a safety belt and an
energy absorbing rest that will support
the arms, shoulders, head, and spine, or
by a safety belt and shoulder harness
that will prevent the head from
contacting any injurious object. The
FAA concluded that an 18-degree angle
would provide an adequate level of
safety based on tests that were
performed at that time and thus adopted
that standard.
Part 25 was amended June 16, 1988,
by Amendment 25–64, to revise the
emergency landing conditions that must
be considered in the design of the
airplane. Amendment 25–64 revised the
static load conditions in § 25.561, and
added a new § 25.562 that required
dynamic testing for all seats approved
for occupancy during takeoff and
landing. The intent of Amendment 25–
64 is to provide an improved level of
safety for occupants on transport
category airplanes. Because most seating
is forward-facing on transport category
airplanes, the pass/fail criteria
developed in Amendment 25–64
focused primarily on these seats. As a
result, the FAA issued Policy
Memorandums ANM–03–115–30 and
PS–ANM–100–2000–00123 to provide
the additional guidance necessary to
demonstrate the level of safety required
by the regulations for side-facing seats.
The 787, operated under part 121,
must meet all of the requirements of
§ 25.562 for passenger and flight
attendant seats. Therefore it is in the
interest of installers to show full
compliance to § 25.562, so that an
operator under part 121 may be able to
use the aircraft without having to do
additional certification work. It is also
noted that some foreign civil
airworthiness authorities have invoked
these same operator requirements in the
form of airworthiness directives.
Section 25.785 requires that
occupants be protected from head injury
by either the elimination of any
injurious object within the striking
radius of the head, or by padding.
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Traditionally, this has required a set
back of 35 inches from any bulkhead or
other rigid interior feature or, where not
practical, specified types of padding.
The relative effectiveness of these
means of injury protection was not
quantified. With the adoption of
Amendment 25–64 to part 25,
specifically § 25.562, a new standard
that quantifies required head injury
protection was created.
Section 25.562 specifies that each seat
type design approved for crew or
passenger occupancy during takeoff and
landing must successfully complete
dynamic tests or be shown to be
compliant 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
of 1000 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 side-facing seats with inflatable
lapbelts, the FAA recognizes that
appropriate pass/fail criteria need to be
developed that do fully address the
safety concerns specific to occupants of
these seats. These criteria were to be
implemented via special conditions.
The inflatable lapbelt 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, since such devices
will likely provide a level of safety that
exceeds the minimum standards of the
CFR. Conversely, inflatable lapbelts 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 in order to
develop standards for this design
feature.
The FAA has considered the
installation of inflatable lapbelts 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
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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 lapbelt will rely on
electronic sensors for signaling and a
stored gas canister for inflation. These
same devices could be susceptible to
inadvertent activation, causing
deployment in a potentially unsafe
manner. The consequences of
inadvertent deployment as well as
failure to deploy must be considered in
establishing the reliability of the system.
Boeing must substantiate that the effects
of an inadvertent deployment in flight
either would not cause injuries to
occupants or that such deployment(s)
meet the requirement of § 25.1309(b).
The effect of an inadvertent deployment
on a passenger or crewmember that
might be positioned close to the
inflatable lapbelt should 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
existing HIRF special condition for the
787 series airplanes, Special conditions
No. 25–354A–SC, are applicable.
Finally, the inflatable lapbelt
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.
In order to be an effective safety
system, the inflatable lapbelt must
function properly and must not
introduce any additional hazards to
occupants as a result of its functioning.
There are several areas where the
inflatable lapbelt differs from traditional
occupant protection systems, and
requires special conditions to ensure
adequate performance.
Because the inflatable lapbelt 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 lapbelt.
Since an actual crash is frequently
composed of a series of impacts before
the airplane comes to rest, this could
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render the inflatable lapbelt 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 lapbelt
installation should 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 is no requirement for
the inflatable lapbelt to provide
protection for multiple impacts.
Since 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 considering that
unoccupied seats may have lapbelts that
are active.
The inflatable lapbelt 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 lapbelt 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, and so it would not be
necessary to show that the inflatable
lapbelt will enhance the brace position.
However, the inflatable lapbelt must not
introduce a hazard in that case when
deploying into the seated, braced
occupant.
Another area of concern is the use of
seats, so equipped, by children whether
lap-held, 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.
Since the inflatable lapbelt will be
electrically powered, there is the
possibility that the system could fail
due to a separation in the fuselage.
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Since this system is intended as crash/
post-crash protection means, failure to
deploy 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.
Since the inflatable lapbelt is likely to
have a large volume displacement, the
inflated bag could potentially impede
egress of passengers. Since the bag
deflates to absorb energy, it is likely that
an inflatable lapbelt would be deflated
at the time that persons would be trying
to leave their seats. Nonetheless, it is
considered appropriate to specify a time
interval after which the inflatable
lapbelt may not impede rapid egress.
Ten seconds has been chosen as a
reasonable time since this corresponds
to the maximum time allowed for an
exit to be openable (§ 25.809). 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 lapbelt, and the inflatable
lapbelt is expected to deflate much
quicker than ten seconds.
In addition, during the development
of the inflatable lapbelt, the
manufacturer was unable to develop a
fabric that would meet the inflation
requirements for the bag and the
flammability requirements of Part
I(a)(1)(ii) of appendix F to part 25. The
fabrics that were developed that meet
the flammability requirement did not
produce acceptable deployment
characteristics. However, the
manufacturer was able to develop a
fabric that meets the less stringent
flammability requirements of Part
I(a)(1)(iv) of appendix F to part 25 and
has acceptable deployment
characteristics.
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 both material types, as well as
use, and have been specified in light of
the state-of-the-art of materials available
to perform a given function. In the
absence of a specific reference, the
default requirement would be for the
type of material used to construct the
inflatable restraint, which is a fabric in
this case. However, in writing special
conditions, 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
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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. Since the safety
benefit of the inflatable restraint is very
significant, the flammability standard
appropriate for these devices should not
screen out suitable materials, thereby
effectively eliminating use of inflatable
restraints. The FAA will need to
establish a balance between the safety
benefit of the inflatable restraint and its
flammability performance. At this time,
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.
Finally, it should be noted that the
special conditions are applicable to
single-place side-facing seats with an
inflatable lapbelt system 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 a separate
finding, and must consider the
combined effects of all such systems
installed.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
Boeing Commercial Airplanes must
show that the 787 series airplanes meet
the applicable provisions of part 25, as
amended by Amendments 25–1 through
25–120, 25.125, 25–125, and 25–128
with the following exception: § 25.1309
remains at Amendment 25–119 for cargo
fire protection systems.
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 787 series airplanes 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 787 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; and the
FAA must issue a finding of regulatory
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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
§ 21.17(a)(2).
Novel or Unusual Design Features
The 787 series airplanes incorporate
the following novel or unusual design
features: Boeing Commercial Airplanes
is installing single-place side-facing
seats with inflatable lapbelts on certain
seats of 787 series airplanes, in order to
reduce the potential for head and neck
injury in the event of an accident. The
inflatable lapbelt works similar to an
automotive airbag, except that the airbag
is integrated with the lapbelt of the
restraint system.
The CFR states the performance
criteria for head injury protection in
objective terms. However, none of these
criteria are adequate to address the
specific issues raised concerning singleplace side-facing seats with inflatable
lapbelts. The FAA has therefore
determined that, in addition to the
requirements of part 25, special
conditions are needed to address
requirements particular to installation of
single-place side-facing seats with
inflatable lapbelts.
Accordingly, in addition to the
passenger injury criteria specified in
§ 25.785, these special conditions are
adopted for the 787 series airplanes
equipped with single-place side-facing
seats with inflatable lapbelts. Other
conditions may be developed, as
needed, based on further FAA review
and discussions with the manufacturer
and civil aviation authorities.
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Discussion
From the standpoint of a passenger
safety system, the inflatable lapbelt is
unique in that it is both an active and
entirely autonomous device. While the
automotive industry has good
experience with airbags, the conditions
of use and reliance on the inflatable
lapbelt as the sole means of injury
protection are quite different. In
automobile installations, the airbag is a
supplemental system and works in
conjunction with an upper torso
restraint. In addition, the crash event is
more definable and of typically 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
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to high intensity electromagnetic fields
could affect the activation system.
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 lapbelts is a relatively
rare event, and because the
consequences of an inadvertent
activation are potentially quite severe,
these latter requirements are probably
the more rigorous from a design
standpoint.
Applicability
As discussed above, these special
conditions are applicable to the 787
series airplane. Should Boeing
Commercial Airplanes apply at a later
date for a change to the type certificate
to include another model incorporating
the same novel or unusual design
feature, the special conditions would
apply to that model as well.
Conclusion
This action affects only certain novel
or unusual design features on 787 series
of airplanes. It is not a rule of general
applicability.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. Therefore, because a
delay would significantly affect the
certification of the airplane, which is
imminent, the FAA has determined that
prior public notice and comment are
unnecessary and impracticable, and
good cause exists for adopting these
special conditions upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
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 787
series airplanes.
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16913
1. 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.
2. Body-to-Wall/Furnishing Contact:
Under the load condition defined in
§ 25.562(b)(2), 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.
3. Thoracic Trauma: Under the load
condition defined in § 25.562(b)(2),
Thoracic Trauma Index (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), as defined by Title 49 Code of
Federal Regulations (CFR) part 572,
subpart F, or its equivalent. TTI must be
less than 85, as defined in 49 CFR part
572, subpart F. The SID TTI data must
be processed as defined in Federal
Motor Vehicle Safety Standard (FMVSS)
§ 571.214, section S6.13.5.
4. Pelvis: Under the load condition
defined in § 25.562(b)(2), pelvic lateral
acceleration must be shown by dynamic
test or by rational analysis based on
previous test(s) of a similar seat
installation to not exceed 130g. Pelvic
acceleration data must be processed as
defined in FMVSS § 571.214, section
S6.13.5.
5. 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.
6. Neck Injury Criteria: The seating
system must protect the occupant from
experiencing serious neck injury.
General Test Guidelines
1. One longitudinal test with the SID
Anthropomorphic Test Dummy (ATD),
undeformed floor, no yaw, and with all
lateral structural supports (armrests/
walls).
2. Pass/fail injury assessments: TTI
and pelvic acceleration. 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 system
retention and pelvic acceleration.
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3. Vertical (14 G’s) test is to be
conducted with modified Hybrid II
ATDs with existing pass/fail criteria.
Note: It must be demonstrated that the
installation of seats via plinths or pallets
meets all applicable requirements.
Compliance with the guidance contained in
FAA Policy Memorandum PS–ANM–100–
2000–00123, dated February 2, 2000, titled
‘‘Guidance for Demonstrating Compliance
with Seat Dynamic Testing for Plinths and
Pallets’’ will be acceptable to the FAA.
Inflatable Lapbelt Conditions
If inflatable lapbelts are installed on
single-place side-facing seats, the
inflatable lapbelt(s) must meet the final
inflatable lapbelt special conditions
(Special Conditions No. 25–431–SC (76
FR 35324, June 17, 2011).
Issued in Renton, Washington, on March
12, 2012.
John Piccola,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service,
ANM–100.
[FR Doc. 2012–6957 Filed 3–22–12; 8:45 am]
Examining the AD Docket
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0272; Directorate
Identifier 2011–NM–042–AD; Amendment
39–16989; AD 2012–06–08]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
Airbus Model A340–211, –212, –311,
and –312 airplanes. This AD requires
repetitive inspections for cracking at the
fastener hole area just above stringer 28,
of both left- and right-hand fuselage
frame 39.1, and repair if necessary. This
AD was prompted by a determination
that certain airplanes were not included
in a certain airworthiness limitation
item (ALI) task (inspections for cracking
of the fuselage frame 39.1) and that the
inspections must be done to address the
identified unsafe condition. We are
issuing this AD to detect and correct
cracking in the fuselage that could result
in reduced structural integrity of the
airplane.
srobinson on DSK4SPTVN1PROD with RULES
SUMMARY:
VerDate Mar<15>2010
16:27 Mar 22, 2012
Jkt 226001
This AD becomes effective April
9, 2012.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of April 9, 2012.
We must receive comments on this
AD by May 7, 2012.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
DATES:
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this AD, the regulatory
evaluation, any comments received, and
other information. The street address for
the Docket Operations office (telephone
(800) 647–5527) is in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton,
Washington 98057–3356; telephone
(425) 227–1138; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2010–0245,
dated November 26, 2010 (referred to
after this as ‘‘the MCAI’’), to correct an
unsafe condition for the specified
products. The MCAI states:
Airworthiness Limitation Item (ALI) task
533105–01–01 is applicable to aeroplanes on
which Airbus modification 40391 has not
been embodied in production. The
requirements associated to this task are
applicable to aeroplanes on which
Modification Proposal (MP–S10437) has not
been embodied.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
Following a query from an operator,
investigations revealed that some MSN
[manufacturer serial number], for which
Airbus modification 40391 was indicated as
fully embodied inside the Aircraft Inspection
Report (AIR), did not have Modification
Proposal (MP–S10437) which is part of this
modification embodied in production.
As a result, ALI task 533105–01–01 has not
been taken into account for some MSN listed
in the applicability section of this AD, which
constitutes an unsafe condition.
For the reasons described above, this
[EASA] AD requires repetitive special
detailed inspections [for cracking]
corresponding to ALI task 533105–01–01 and
the accomplishment of the associated
corrective actions [repair], for all aeroplanes
to which this task is applicable.
Airworthiness Limitation Item (ALI) task
533105–01–01 will be deleted in the next
ALS [Airworthiness Limitations Section] Part
2 revision.
The unsafe condition is cracking in the
fuselage that could result in reduced
structural integrity of the airplane. You
may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Mandatory Service
Bulletin A340–53–4184, including
Appendices 01 and 02, dated October 5,
2010. The actions described in this
service information are intended to
correct the unsafe condition identified
in the MCAI.
FAA’s Determination and Requirements
of This AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are issuing this
AD because we evaluated all pertinent
information and determined the unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
There are no products of this type
currently registered in the United States.
However, this rule is necessary to
ensure that the described unsafe
condition is addressed if any of these
products are placed on the U.S. Register
in the future.
FAA’s Determination of the Effective
Date
Since there are currently no domestic
operators of this product, notice and
opportunity for public comment before
issuing this AD are unnecessary.
E:\FR\FM\23MRR1.SGM
23MRR1
]]>Agencies
[Federal Register Volume 77, Number 57 (Friday, March 23, 2012)]
[Rules and Regulations]
[Pages 16910-16914]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-6957]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2012-0311; Special Conditions No. 25-458-SC]
Special Conditions: Boeing Model 787 Series Airplanes; Single-
place Side-facing Seats With Inflatable Lapbelts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 787
series airplanes. These airplanes have a novel or unusual design
feature associated with single-place side-facing seats with inflatable
lapbelts. 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 12,
2012. We must receive your comments by April 23, 2012.
ADDRESSES: Send comments identified by docket number FAA-2012-0311
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC, 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 8 a.m. and 5 p.m.,
Monday through Friday, except federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without change, to
https://www.regulations.gov/, including any personal information the
commenter provides. Using the search function of the docket Web site,
anyone can find and read the electronic form of all comments received
into any FAA docket, including the name of the individual sending the
comment (or signing the comment for an association, business, labor
union, etc.). DOT's complete Privacy Act Statement can be found in the
Federal Register published on April 11, 2000 (65 FR 19477-19478), as
well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except federal holidays.
FOR FURTHER INFORMATION CONTACT: Jeff Gardlin, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2136; facsimile 425-227-1149.
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
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 will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.
Background
On March 28, 2003, Boeing Commercial Airplanes applied for an FAA
type certificate for its new Model 787 series airplane (hereafter
referred to as ``787''). The 787 is an all-new, twin-engine jet
transport airplane with a two-aisle cabin which is currently approved
under Type Certificate No. T000215E. The maximum takeoff weight is
476,000 pounds, with a maximum passenger count of 381. These airplanes
have a novel or unusual design feature associated with single-place
side-facing seats with inflatable lapbelts. The inflatable lapbelt is
designed to limit occupant forward excursion in the event of an
accident. This will reduce the potential for head injury, thereby
reducing the Head Injury Criteria (HIC) measurement. The inflatable
lapbelt behaves similarly to an automotive airbag, but in this case the
airbag is integrated into the lapbelt, and inflates away from the
seated occupant. While airbags are now standard in the automotive
industry, the use of an inflatable lapbelt 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 side-facing seats on an
airplane operated under part 121 rules meet the
[[Page 16911]]
requirements of 14 CFR 25.562 in effect on or after June 16, 1988.
Amendment 25-15 to part 25, dated October 24, 1967, introduced the
subject of side-facing seats and a requirement that each occupant in a
side-facing seat must be protected from head injury by a safety belt
and a cushioned rest that will support the arms, shoulders, head, and
spine.
Subsequently, Amendment 25-20 to part 25, dated April 23, 1969,
clarified the definition of side-facing seats to require that each
occupant of a seat that makes more than an 18 degree angle with the
vertical plane containing the airplane centerline, must be protected
from head injury by a safety belt and an energy absorbing rest that
will support the arms, shoulders, head, and spine, or by a safety belt
and shoulder harness that will prevent the head from contacting any
injurious object. The FAA concluded that an 18-degree angle would
provide an adequate level of safety based on tests that were performed
at that time and thus adopted that standard.
Part 25 was amended June 16, 1988, by Amendment 25-64, to revise
the emergency landing conditions that must be considered in the design
of the airplane. Amendment 25-64 revised the static load conditions in
Sec. 25.561, and added a new Sec. 25.562 that required dynamic
testing for all seats approved for occupancy during takeoff and
landing. The intent of Amendment 25-64 is to provide an improved level
of safety for occupants on transport category airplanes. Because most
seating is forward-facing on transport category airplanes, the pass/
fail criteria developed in Amendment 25-64 focused primarily on these
seats. As a result, the FAA issued Policy Memorandums ANM-03-115-30 and
PS-ANM-100-2000-00123 to provide the additional guidance necessary to
demonstrate the level of safety required by the regulations for side-
facing seats.
The 787, operated under part 121, must meet all of the requirements
of Sec. 25.562 for passenger and flight attendant seats. Therefore it
is in the interest of installers to show full compliance to Sec.
25.562, so that an operator under part 121 may be able to use the
aircraft without having to do additional certification work. It is also
noted that some foreign civil airworthiness authorities have invoked
these same operator requirements in the form of airworthiness
directives.
Section 25.785 requires that occupants be protected from head
injury by either the elimination of any injurious object within the
striking radius of the head, or by padding. Traditionally, this has
required a set back of 35 inches from any bulkhead or other rigid
interior feature or, where not practical, specified types of padding.
The relative effectiveness of these means of injury protection was not
quantified. With the adoption of Amendment 25-64 to part 25,
specifically Sec. 25.562, a new standard that quantifies required head
injury protection was created.
Section 25.562 specifies that each seat type design approved for
crew or passenger occupancy during takeoff and landing must
successfully complete dynamic tests or be shown to be compliant 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 of 1000 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 side-facing seats with inflatable lapbelts, the FAA
recognizes that appropriate pass/fail criteria need to be developed
that do fully address the safety concerns specific to occupants of
these seats. These criteria were to be implemented via special
conditions.
The inflatable lapbelt 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, since such devices will likely provide a level of
safety that exceeds the minimum standards of the CFR. Conversely,
inflatable lapbelts 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 in order to develop standards
for this design feature.
The FAA has considered the installation of inflatable lapbelts 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 lapbelt will rely on electronic sensors for
signaling and a stored gas canister for inflation. These same devices
could be susceptible to inadvertent activation, causing deployment in a
potentially unsafe manner. The consequences of inadvertent deployment
as well as failure to deploy must be considered in establishing the
reliability of the system. Boeing must substantiate that the effects of
an inadvertent deployment in flight either would not cause injuries to
occupants or that such deployment(s) meet the requirement of Sec.
25.1309(b). The effect of an inadvertent deployment on a passenger or
crewmember that might be positioned close to the inflatable lapbelt
should 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 existing HIRF special condition for the
787 series airplanes, Special conditions No. 25-354A-SC, are
applicable. Finally, the inflatable lapbelt 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.
In order to be an effective safety system, the inflatable lapbelt
must function properly and must not introduce any additional hazards to
occupants as a result of its functioning. There are several areas where
the inflatable lapbelt differs from traditional occupant protection
systems, and requires special conditions to ensure adequate
performance.
Because the inflatable lapbelt 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 lapbelt. Since an actual crash is frequently composed of
a series of impacts before the airplane comes to rest, this could
[[Page 16912]]
render the inflatable lapbelt 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 lapbelt installation should 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 is no requirement for
the inflatable lapbelt to provide protection for multiple impacts.
Since 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
considering that unoccupied seats may have lapbelts that are active.
The inflatable lapbelt 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 lapbelt 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, and so it would not be necessary to show that
the inflatable lapbelt will enhance the brace position. However, the
inflatable lapbelt must not introduce a hazard in that case when
deploying into the seated, braced occupant.
Another area of concern is the use of seats, so equipped, by
children whether lap-held, 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.
Since the inflatable lapbelt will be electrically powered, there is
the possibility that the system could fail due to a separation in the
fuselage. Since this system is intended as crash/post-crash protection
means, failure to deploy 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.
Since the inflatable lapbelt is likely to have a large volume
displacement, the inflated bag could potentially impede egress of
passengers. Since the bag deflates to absorb energy, it is likely that
an inflatable lapbelt would be deflated at the time that persons would
be trying to leave their seats. Nonetheless, it is considered
appropriate to specify a time interval after which the inflatable
lapbelt may not impede rapid egress. Ten seconds has been chosen as a
reasonable time since this corresponds to the maximum time allowed for
an exit to be openable (Sec. 25.809). 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 lapbelt,
and the inflatable lapbelt is expected to deflate much quicker than ten
seconds.
In addition, during the development of the inflatable lapbelt, the
manufacturer was unable to develop a fabric that would meet the
inflation requirements for the bag and the flammability requirements of
Part I(a)(1)(ii) of appendix F to part 25. The fabrics that were
developed that meet the flammability requirement did not produce
acceptable deployment characteristics. However, the manufacturer was
able to develop a fabric that meets the less stringent flammability
requirements of Part I(a)(1)(iv) of appendix F to part 25 and has
acceptable deployment characteristics.
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 both material types, as
well as use, and have been specified in light of the state-of-the-art
of materials available to perform a given function. In the absence of a
specific reference, the default requirement would be for the type of
material used to construct the inflatable restraint, which is a fabric
in this case. However, in writing special conditions, 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. Since the safety
benefit of the inflatable restraint is very significant, the
flammability standard appropriate for these devices should not screen
out suitable materials, thereby effectively eliminating use of
inflatable restraints. The FAA will need to establish a balance between
the safety benefit of the inflatable restraint and its flammability
performance. At this time, 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.
Finally, it should be noted that the special conditions are
applicable to single-place side-facing seats with an inflatable lapbelt
system 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 a separate
finding, and must consider the combined effects of all such systems
installed.
Type Certification Basis
Under the provisions of 14 CFR 21.17, Boeing Commercial Airplanes
must show that the 787 series airplanes meet the applicable provisions
of part 25, as amended by Amendments 25-1 through 25-120, 25.125, 25-
125, and 25-128 with the following exception: Sec. 25.1309 remains at
Amendment 25-119 for cargo fire protection systems.
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 787 series airplanes 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 787 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; and the FAA must issue a
finding of regulatory
[[Page 16913]]
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 Sec. 21.17(a)(2).
Novel or Unusual Design Features
The 787 series airplanes incorporate the following novel or unusual
design features: Boeing Commercial Airplanes is installing single-place
side-facing seats with inflatable lapbelts on certain seats of 787
series airplanes, in order to reduce the potential for head and neck
injury in the event of an accident. The inflatable lapbelt works
similar to an automotive airbag, except that the airbag is integrated
with the lapbelt of the restraint system.
The CFR states the performance criteria for head injury protection
in objective terms. However, none of these criteria are adequate to
address the specific issues raised concerning single-place side-facing
seats with inflatable lapbelts. The FAA has therefore determined that,
in addition to the requirements of part 25, special conditions are
needed to address requirements particular to installation of single-
place side-facing seats with inflatable lapbelts.
Accordingly, in addition to the passenger injury criteria specified
in Sec. 25.785, these special conditions are adopted for the 787
series airplanes equipped with single-place side-facing seats with
inflatable lapbelts. Other conditions may be developed, as needed,
based on further FAA review and discussions with the manufacturer and
civil aviation authorities.
Discussion
From the standpoint of a passenger safety system, the inflatable
lapbelt is unique in that it is both an active and entirely autonomous
device. While the automotive industry has good experience with airbags,
the conditions of use and reliance on the inflatable lapbelt as the
sole means of injury protection are quite different. In automobile
installations, the airbag is a supplemental system and works in
conjunction with an upper torso restraint. In addition, the crash event
is more definable and of typically 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 electromagnetic fields could affect the activation system.
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 lapbelts is a relatively rare event, and because the
consequences of an inadvertent activation are potentially quite severe,
these latter requirements are probably the more rigorous from a design
standpoint.
Applicability
As discussed above, these special conditions are applicable to the
787 series airplane. Should Boeing Commercial Airplanes apply at a
later date for a change to the type certificate to include another
model incorporating the same novel or unusual design feature, the
special conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on 787 series of airplanes. It is not a rule of general applicability.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. Therefore, because a delay would
significantly affect the certification of the airplane, which is
imminent, the FAA has determined that prior public notice and comment
are unnecessary and impracticable, and good cause exists for adopting
these special conditions upon issuance. The FAA is requesting comments
to allow interested persons to submit views that may not have been
submitted in response to the prior opportunities for comment described
above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
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 787 series airplanes.
1. 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.
2. Body-to-Wall/Furnishing Contact: Under the load condition
defined in Sec. 25.562(b)(2), 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.
3. Thoracic Trauma: Under the load condition defined in Sec.
25.562(b)(2), Thoracic Trauma Index (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), as defined by Title 49 Code of Federal
Regulations (CFR) part 572, subpart F, or its equivalent. TTI must be
less than 85, as defined in 49 CFR part 572, subpart F. The SID TTI
data must be processed as defined in Federal Motor Vehicle Safety
Standard (FMVSS) Sec. 571.214, section S6.13.5.
4. Pelvis: Under the load condition defined in Sec. 25.562(b)(2),
pelvic lateral acceleration must be shown by dynamic test or by
rational analysis based on previous test(s) of a similar seat
installation to not exceed 130g. Pelvic acceleration data must be
processed as defined in FMVSS Sec. 571.214, section S6.13.5.
5. 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.
6. Neck Injury Criteria: The seating system must protect the
occupant from experiencing serious neck injury.
General Test Guidelines
1. One longitudinal test with the SID Anthropomorphic Test Dummy
(ATD), undeformed floor, no yaw, and with all lateral structural
supports (armrests/walls).
2. Pass/fail injury assessments: TTI and pelvic acceleration. 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 system retention and pelvic acceleration.
[[Page 16914]]
3. Vertical (14 G's) test is to be conducted with modified Hybrid
II ATDs with existing pass/fail criteria.
Note: It must be demonstrated that the installation of seats via
plinths or pallets meets all applicable requirements. Compliance
with the guidance contained in FAA Policy Memorandum PS-ANM-100-
2000-00123, dated February 2, 2000, titled ``Guidance for
Demonstrating Compliance with Seat Dynamic Testing for Plinths and
Pallets'' will be acceptable to the FAA.
Inflatable Lapbelt Conditions
If inflatable lapbelts are installed on single-place side-facing
seats, the inflatable lapbelt(s) must meet the final inflatable lapbelt
special conditions (Special Conditions No. 25-431-SC (76 FR 35324, June
17, 2011).
Issued in Renton, Washington, on March 12, 2012.
John Piccola,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service, ANM-100.
[FR Doc. 2012-6957 Filed 3-22-12; 8:45 am]
BILLING CODE 4910-13-P
