Special Conditions: Gulfstream Model GVI Airplanes; Airbag-Equipped Shoulder Belt, 33669-33673 [2014-13663]
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Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations
computer equipment, customization of
hardware or software, training, product
technical support, maintenance, and end user
support. For purposes of Government
procurement, an information technology
procurement classified under this industry
category must consist of at least 15% and not
more than 50% of value added services as
measured by the total price less the cost of
information technology hardware, computer
software, and profit. If the contract consists
of less than 15% of value added services,
then it must be classified under a NAICS
manufacturing industry. If the contract
consists of more than 50% of value added
services, then it must be classified under the
NAICS industry that best describes the
predominate service of the procurement. To
qualify as an Information Technology Value
Added Reseller for purposes of SBA
assistance, other than for Government
procurement, a concern must be primarily
engaged in providing information technology
equipment and computer software and
provide value added services which account
for at least 15% of its receipts but not more
than 50% of its receipts.
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3. Amend § 121.301 by revising
paragraphs (c)(2) introductory text and
(d), to read as follows:
■
§ 121.301 What size standards are
applicable to financial assistance
programs?
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(c) * * *
(2) Including its affiliates, tangible net
worth not in excess of $19.5 million,
and average net income after Federal
income taxes (excluding any carry-over
losses) for the preceding two completed
fiscal years not in excess of $6.5 million.
If the applicant is not required by law
to pay Federal income taxes at the
enterprise level, but is required to pass
income through to its shareholders,
partners, beneficiaries, or other
equitable owners, the applicant’s ‘‘net
income after Federal income taxes’’ will
be its net income reduced by an amount
computed as follows:
*
*
*
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(d) For Surety Bond Guarantee
assistance—a business concern,
combined with its affiliates, must meet
the size standard for the primary
industry in which such business
concern, combined with its affiliates, is
engaged.
*
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■ 4. Amend § 121.302 by revising
paragraph (c) to read as follows:
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§ 121.302 When does SBA determine the
size status of the applicant?
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(c) For disaster loan assistance (other
than physical disaster loans), size status
is determined as of the date the disaster
commenced, as set forth in the Disaster
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Declaration. For pre-disaster mitigation
loans, size status is determined as of the
date SBA accepts a complete PreDisaster Mitigation Small Business Loan
Application for processing. Refer to
§ 123.408 of this chapter to find out
what SBA considers to be a complete
Pre-Disaster Mitigation Small Business
Loan Application.
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■ 5. Amend § 121.502 by revising
paragraph (a)(2) to read as follows:
§ 121.502 What size standards are
applicable to programs for sales and leases
of Government property?
(a) * * *
(2) A concern not primarily engaged
in manufacturing is small for sales or
leases of Government property if it has
annual receipts not exceeding $7.5
million.
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■ 6. Amend § 121.512 by revising
paragraph (b) to read as follows:
§ 121.512 What is the size standard for
stockpile purchases?
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(b) Its annual receipts, together with
its affiliates, do not exceed $62.5
million.
Dated: May 21, 2014.
Maria Contreras-Sweet,
Administrator.
[FR Doc. 2014–12868 Filed 6–11–14; 8:45 am]
BILLING CODE 8205–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2014–0248; Special
Conditions No. 25–553–SC]
Special Conditions: Gulfstream Model
GVI Airplanes; Airbag-Equipped
Shoulder Belt
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Gulfstream Model GVI
airplane. This airplane, as modified by
Gulfstream, will have a novel or
unusual design feature associated with
airbag-equipped shoulder belts. 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
SUMMARY:
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33669
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
DATES: The effective date of these
special conditions is June 12, 2014. We
must receive your comments by July 28,
2014.
ADDRESSES: Send comments identified
by docket number FAA–2014–0248
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 9
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: Dan
Jacquet, Airframe and Cabin Safety,
ANM–115, Transport Airplane
Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356;
telephone 425–227–2676; facsimile
425–227–1149.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions are
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impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected airplane. 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 publication in
the Federal Register.
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.
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Background
On October 23, 2012, Gulfstream
applied for a supplemental type
certificate for airbag-equipped shoulder
belts in the Gulfstream Model GVI
airplane. The Gulfstream Model GVI is
a two-engine jet transport airplane with
an executive cabin interior. The
maximum takeoff weight is 99,600
pounds, with a maximum passenger
capacity of 19.
Type Certification Basis
Under the provisions of § 21.101
Gulfstream must show that the GVI, as
changed, continues to meet the
applicable provisions of the regulations
incorporated by reference in type
certificate no. T00015AT or the
applicable regulations in effect on the
date of application for the change. The
regulations incorporated by reference in
the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations
incorporated by reference in T00015AT
are as follows:
The certification basis is 14 CFR part
25, Airworthiness Standards: Transport
Category Airplanes, effective February
1, 1965, including Amendments 25–1
through 25–120 and 25–122, 25–124,
and 25–132.
Amendment 25–118 was not
published and therefore does not apply.
Optional Design Regulations:
• The Model GVI has been shown to
comply with the requirements for
ditching: § 25.801, 25.563, 25.807(e),
and 25.1585(a). When the operating
rules require emergency-ditching
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equipment, compliance with §§ 25.1411
and 25.1415 must be shown. Gulfstream
Report GVI–GER–1709, titled ‘‘Design
Requirements Document for Ditching
Equipment,’’ provides an acceptable
means for showing compliance with
§§ 25.1411 and 25.1415.
• The Model GVI is approved for
flight into known icing conditions and
has demonstrated compliance to
§ 25.1419.
Exemption No. 9761, §§ 25.562(a) and
25.785(b) for side-facing divans also
applies.
The certification basis includes
certain special conditions, exemptions,
and equivalent-safety findings that are
not relevant to these proposed special
conditions.
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 GVI 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 applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate 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 GVI must comply with
the fuel-vent and exhaust-emission
requirements of 14 CFR part 34 and the
noise-certification requirements of 14
CFR part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type-certification basis under
§ 21.101.
Novel or Unusual Design Features
The Gulfstream model GVI will
incorporate the following novel or
unusual design feature:
Gulfstream Aerospace Corporation is
proposing to install inflatable shoulder
straps on side-facing divans to reduce
the potential for head injury in the event
of an accident. The inflatable shoulder
strap works similarly to an automotive
airbag except that the airbag is
integrated with the shoulder strap of the
restraint system.
Part 25 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 seats with
inflatable shoulder straps. The FAA has
therefore determined that, in addition to
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the requirements of part 25, special
conditions are needed to address
requirements particular to installation of
seats with inflatable shoulder straps.
Accordingly, in addition to the
passenger-injury criteria specified in
§ 25.785, these special conditions are
adopted for Gulfstream GVI airplanes
equipped with inflatable shoulder
straps.
Discussion
From the standpoint of a passengersafety system, the inflatable shoulder
belt 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
shoulder belt 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 inflatable shoulder belt has two
potential advantages over other means
of head-impact protection. First, it can
provide significantly greater protection
than would be expected with energyabsorbing pads, and second, it can
provide essentially equivalent
protection for occupants of all stature.
These are significant advantages from a
safety standpoint, because such devices
will likely provide a level of safety that
exceeds the minimum standards of the
federal aviation regulations. Conversely,
inflatable shoulder belts in general are
active systems and must be relied upon
to activate properly when needed, as
opposed to an energy-absorbing pad or
upper-torso restraint that is passive and
always available. Therefore, the
potential advantages must be balanced
against this and other potential
disadvantages in developing standards
for this design feature.
The FAA has considered the
installation of inflatable shoulder belts
to have two primary safety concerns:
First, that they perform properly under
foreseeable operating conditions, and
second, that they do not perform in a
manner or at such times as would
constitute a hazard to the airplane or
occupants. This latter point has the
potential to be the more rigorous of the
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requirements, owing to the active nature
of the system.
The inflatable shoulder belt 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 consequence of
inadvertent deployment, as well as
failure to deploy, must be considered in
establishing the reliability of the system.
Gulfstream Aerospace Corporation 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
shoulder belt should also be considered.
The person could be either standing or
sitting. A minimum reliability level
must 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 condition 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 HIRF special
conditions for the model GVI are
applicable.
Additionally, the inflatable shoulderbelt 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.
To be an effective safety system, the
inflatable shoulder belt must function
properly and must not introduce any
additional hazards to occupants as a
result of its functioning. In several ways,
the inflatable shoulder belt differs from
traditional occupant-protection systems
and requires special conditions to
ensure adequate performance.
Because the inflatable shoulder belt is
essentially a single-use device, this
potentially could deploy under crash
conditions that are not sufficiently so
severe as to require head-injury
protection from the inflatable shoulder
belt. Because an actual crash is
frequently composed of a series of
impacts before the airplane comes to
rest, this could render the inflatable
shoulder belt useless if a larger impact
follows the initial impact. The situation
does not exist with energy-absorbing
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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 shoulder-belt installation
should provide protection, when it is
required, by not expending its
protection during a less-severe impact.
It is also possible to have several large
impact events during the course of a
crash, but we will not require the
inflatable shoulder belt to provide
protection for multiple impacts.
Because each occupant’s restraint
system provides protection for that
occupant only, the installation must
address seats that are unoccupied. It
will be necessary to show that the
required protection is provided for each
occupant regardless of the number of
occupied seats, and considering that
unoccupied seats may have shoulder
belts that are active.
The inflatable shoulder belts should
be effective for a wide range of
occupants. The FAA has historically
considered the range from the 5thpercentile female to the 95th-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 shoulder-belt installation and
their close proximity to the occupant. In
a similar vein, these persons could have
assumed the brace position for those
accidents where an impact is
anticipated. Test data indicate that
occupants in the brace position do not
require supplemental protection, so it
would not be necessary to show that the
inflatable shoulder belts will enhance
the brace position. However, the
inflatable shoulder belts must not
introduce a hazard in the case of
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.
Similarly, if the seat is occupied by a
pregnant woman, the installation should
address such usage either by
demonstrating that it will function
properly, or by adding appropriate
limitation on usage.
Because the inflatable shoulder belt
will be electrically powered, there is the
possibility that the system could fail
due to a separation in the fuselage. And
because this system is intended as a
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. As
required by § 25.1353(a), operation of
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33671
the existing airplane electrical
equipment should not adversely impact
the function of the inflatable lapbelt
under all foreseeable conditions.
The inflatable lapbelt is likely to have
a large volume displacement. Likewise,
the inflated bag could potentially
impede egress of passengers. The bag
deflates to absorb energy, so it is likely
that an inflatable lapbelt would be
deflated at the time that persons would
be trying to leave their seats.
Nonetheless, we consider it appropriate
to specify a time interval after which the
inflatable lapbelt may not impede rapid
exit (egress) from the airplane. Ten
seconds has been deemed to be a
reasonable time, as 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 this quickly in an
accident severe enough to warrant
deployment of the inflatable lapbelt,
and the inflatable lapbelt will likely
deflate much sooner than ten seconds.
This potential impediment to rapid
egress is even more critical at the seats
installed in the emergency-exit rows.
Section 25.813 requires passenger
access to the exit, from the main aisle,
in the form of an unobstructed
passageway, with no interference in
opening the exit. The restraint system
must not create an impediment to the
access to, and the opening of, the exit.
In some cases, the passenger, rather than
a flightcrew member, opens an exit such
as a Type III overwing hatch. These lap
belts should be evaluated in the exit row
under existing regulations (§§ 25.809
and 25.813) and guidance material. The
inflatable lap belts must also be
evaluated in post-crash conditions, and
should be evaluated using
representative restraint systems in the
bag-deployed condition.
This evaluation would include
reviewing the access to, and opening of,
the exit, specifically for obstructions in
the egress path, and any interference in
opening the exit. Each unique interior
configuration must be considered.
If the restraint creates any obstruction
or interference, it is likely that it could
impede the rapid egress from the
airplane. Project-specific guidance is
likely necessary if these restraint
systems are installed at exit-door rows.
Part I of appendix F to part 25
specifies the flammability requirements
for interior materials and components.
Appendix F has no reference to
inflatable restraint systems because such
devices did not exist at the time the
flammability requirements were written.
The existing requirements are based on
both material types and use, and have
been specified in light of the state-of-
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the-art 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 in constructing 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 shoulder belt 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 shoulder belts. Because the
safety benefit of the inflatable shoulder
belt is significant, the flammability
standard appropriate for these devices
should not screen out suitable materials,
thereby effectively eliminating use of
the inflatable shoulder belt based on its
flammability performance. At this time,
the 2.5-inch-per-minute horizontal test
is considered to provide that balance.
As the technology in materials
progresses (which is expected), the FAA
may change this standard in subsequent
special conditions to account for
improved materials.
The following special conditions can
be characterized as addressing either the
safety performance of the system or the
system’s integrity against inadvertent
activation. Because a crash requiring use
of the inflatable shoulder belt is a
relatively rare event, and because the
consequences of an inadvertent
activation are potentially quite severe,
these later requirements are probably
more rigorous from a design standpoint.
Note that, although these special
conditions are applicable to the
inflatable shoulder belts as installed,
compliance with these special
conditions is not an installation
approval. While these 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.
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.
Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream Model GVI airplane. Should
Gulfstream apply at a later date for a
supplemental type certificate to modify
any other model included on type
certificate no. T00015AT to incorporate
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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 one model
of airplane. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
The substance of these special
conditions has been subjected to the
notice-and-comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. 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 publication in
the Federal Register. 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 Gulfstream Model
GVI airplanes modified by Gulfstream.
In addition to the requirements
specified in exemption no. 9761, the
following special conditions are
proposed as part of the type certification
basis for Gulfstream Model GVI
airplanes equipped with an airbag
system in the shoulder belt.
1. For seats with an airbag system in
the shoulder belt, show that the airbag
system in the shoulder belt will deploy
and provide protection under crash
conditions where it is necessary to
prevent serious injury. The means of
protection must take into consideration
a range of stature from a 2-year-old child
to a 95th-percentile male. The airbag
system in the shoulder belt must
provide a consistent approach to energy
absorption throughout that range of
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occupants. When the seat system
includes an airbag system, that system
must be included in each of the
certification tests as it would be
installed in the airplane. In addition, the
following situations must be considered,
wherein the seat occupant is:
a. Holding an infant
b. a pregnant woman
c. a child in a child-restraint device
d. a child not using a child-restraint
device
2. The airbag system in the shoulder
belt must provide adequate protection
for each occupant regardless of the
number of occupants of the seat
assembly, considering that unoccupied
seats may have an active airbag system
in the shoulder belt.
3. The design must prevent the airbag
system in the shoulder belt from being
either incorrectly buckled or incorrectly
installed, such that the airbag system in
the shoulder belt would not properly
deploy. Alternatively, it must be shown
that such deployment is not hazardous
to the occupant, and will provide the
required injury protection.
4. It must be shown that the airbag
system in the shoulder belt is not
susceptible to inadvertent deployment
as a result of wear and tear, or inertial
loads resulting from in-flight or ground
maneuvers (including gusts and hard
landings), and other operating and
environmental conditions (vibrations,
moisture, etc.) likely to occur in service.
5. Deployment of the airbag system in
the shoulder belt must not injure the
seated occupant, including injuries that
could impede rapid egress. This
assessment should include an occupant
whose belt is loosely fastened.
6. It must be shown that inadvertent
deployment of the airbag system in the
shoulder belt, during the most critical
part of the flight, will either meet the
requirement of § 25.1309(b) or not cause
a hazard to the airplane or its occupants.
7. It must be shown that the airbag
system in the shoulder belt will not
impede rapid egress of occupants 10
seconds after airbag deployment.
8. The airbag system must be
protected from lightning and highintensity radiated fields (HIRF). The
threats to the airplane specified in
existing regulations regarding lighting,
§ 25.1316, and HIRF, § 25.1317, are
incorporated by reference for the
purpose of measuring lightning and
HIRF protection.
9. The airbag system in the shoulder
belt must function properly after loss of
normal airplane electrical power, and
after a transverse separation of the
fuselage at the most critical location. A
separation at the location of the airbag
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system in the shoulder belt does not
have to be considered.
10. It must be shown that the airbag
system in the shoulder belt will not
release hazardous quantities of gas or
particulate matter into the cabin.
11. The airbag system in the shoulderbelt installation must be protected from
the effects of fire such that no hazard to
occupants will result.
12. A means must be available for a
crewmember to verify the integrity of
the airbag system in the shoulder-belt
activation system prior to each flight, or
it must be demonstrated to reliably
operate between inspection intervals.
The FAA considers that the loss of the
airbag-system deployment function
alone (i.e., independent of the
conditional event that requires the
airbag-system deployment) is a majorfailure condition.
13. The inflatable material may not
have an average burn rate of greater than
2.5 inches per minute when tested,
using the horizontal flammability test
defined in part 25, appendix F, part I,
paragraph (b)(5).
14. The airbag system in the shoulder
belt, once deployed, must not adversely
affect the emergency-lighting system
(i.e., block floor proximity lights to the
extent that the lights no longer meet
their intended function).
Issued in Renton, Washington, on May 12,
2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–13663 Filed 6–11–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2013–0896; Special
Conditions No. 25–529–SC]
Special Conditions: Airbus Model
A350–900 Series, Limit Pilot Force
Because of Side Stick Controller
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for Airbus Model A350–900
series airplanes. These airplanes will
have a novel or unusual design feature
associated with side stick controllers
which require limited pilot force
because they are operated by only one
hand. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
rmajette on DSK2TPTVN1PROD with RULES
SUMMARY:
VerDate Mar<15>2010
14:18 Jun 11, 2014
Jkt 232001
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: Effective July 14, 2014.
FOR FURTHER INFORMATION CONTACT:
Todd Martin, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington, 98057–3356;
telephone (425) 227–1178; facsimile
(425) 227–1320.
SUPPLEMENTARY INFORMATION:
Background
On August 25, 2008, Airbus applied
for a type certificate for their new Model
A350–900 series airplane. Later, Airbus
requested and the FAA approved an
extension to the application for FAA
type certification to June 28, 2009. The
Model A350–900 series airplane has a
conventional layout with twin wingmounted Rolls-Royce Trent XWB
engines. It features a twin aisle 9-abreast
economy class layout, and
accommodates side-by-side placement
of LD–3 containers in the cargo
compartment. The basic Model A350–
900 series configuration will
accommodate 315 passengers in a
standard two-class arrangement. The
design cruise speed is Mach 0.85 with
a Maximum Take-Off Weight of 602,000
lbs.
The Airbus Model A350–900 series
airplane is equipped with two side stick
controllers instead of the conventional
control columns and wheels. This kind
of controller is designed for only onehand operation. The requirement of
Title 14, Code of Federal Regulations
(14 CFR) 25.397(c), which defines limit
pilot forces and torques for conventional
wheel or stick controls, is not adequate
for a side stick controller. Special
conditions are necessary to specify the
appropriate loading conditions for this
kind of controller.
Type Certification Basis
Under Title 14, Code of Federal
Regulations (14 CFR) 21.17, Airbus must
show that the Model A350–900 series
meets the applicable provisions of 14
CFR part 25, as amended by
Amendments 25–1 through 25–129.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Model A350–900 series because
of a novel or unusual design feature,
special conditions are prescribed under
§ 21.16.
PO 00000
Frm 00027
Fmt 4700
Sfmt 4700
33673
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same or similar novel
or unusual design feature, the special
conditions would also apply to the other
model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Model A350–900 series
must comply with the fuel-vent and
exhaust-emission requirements of 14
CFR part 34 and the noise-certification
requirements of 14 CFR part 36. The
FAA must issue a finding of regulatory
adequacy under § 611 of Public Law 92–
574, the ‘‘Noise Control Act of 1972.’’
The FAA issues special conditions, as
defined in 14 CFR 11.19, under § 11.38,
and they become part of the typecertification basis under § 21.17(a)(2).
Novel or Unusual Design Features
The Airbus Model A350–900 series
airplane will incorporate the following
novel or unusual design feature: a side
stick controller for only one-hand
operation by wrist and not by arms.
Discussion
Special conditions for Airbus side
stick controllers have been developed
and applied during previous Airbus
certification programs. These special
conditions are also appropriate for the
Model A350–900 series side stick
controller.
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.
Discussion of Comments
Notice of proposed special conditions
No. 25–13–27–SC for Airbus Model
A350–900 series airplanes was
published in the Federal Register on
December 17, 2013 (78 FR 76248). No
comments were received, and the
special conditions are adopted as
proposed.
Applicability
As discussed above, these special
conditions apply to Airbus Model
A350–900 series airplanes. Should
Airbus apply later 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.
E:\FR\FM\12JNR1.SGM
12JNR1
]]>Agencies
[Federal Register Volume 79, Number 113 (Thursday, June 12, 2014)]
[Rules and Regulations]
[Pages 33669-33673]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-13663]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2014-0248; Special Conditions No. 25-553-SC]
Special Conditions: Gulfstream Model GVI Airplanes; Airbag-
Equipped Shoulder Belt
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Gulfstream Model
GVI airplane. This airplane, as modified by Gulfstream, will have a
novel or unusual design feature associated with airbag-equipped
shoulder belts. 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 June 12, 2014.
We must receive your comments by July 28, 2014.
ADDRESSES: Send comments identified by docket number FAA-2014-0248
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 9 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: Dan Jacquet, Airframe and Cabin
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone
425-227-2676; facsimile 425-227-1149.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions are
[[Page 33670]]
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
airplane. 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
publication in the Federal Register.
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 October 23, 2012, Gulfstream applied for a supplemental type
certificate for airbag-equipped shoulder belts in the Gulfstream Model
GVI airplane. The Gulfstream Model GVI is a two-engine jet transport
airplane with an executive cabin interior. The maximum takeoff weight
is 99,600 pounds, with a maximum passenger capacity of 19.
Type Certification Basis
Under the provisions of Sec. 21.101 Gulfstream must show that the
GVI, as changed, continues to meet the applicable provisions of the
regulations incorporated by reference in type certificate no. T00015AT
or the applicable regulations in effect on the date of application for
the change. The regulations incorporated by reference in the type
certificate are commonly referred to as the ``original type
certification basis.'' The regulations incorporated by reference in
T00015AT are as follows:
The certification basis is 14 CFR part 25, Airworthiness Standards:
Transport Category Airplanes, effective February 1, 1965, including
Amendments 25-1 through 25-120 and 25-122, 25-124, and 25-132.
Amendment 25-118 was not published and therefore does not apply.
Optional Design Regulations:
The Model GVI has been shown to comply with the
requirements for ditching: Sec. 25.801, 25.563, 25.807(e), and
25.1585(a). When the operating rules require emergency-ditching
equipment, compliance with Sec. Sec. 25.1411 and 25.1415 must be
shown. Gulfstream Report GVI-GER-1709, titled ``Design Requirements
Document for Ditching Equipment,'' provides an acceptable means for
showing compliance with Sec. Sec. 25.1411 and 25.1415.
The Model GVI is approved for flight into known icing
conditions and has demonstrated compliance to Sec. 25.1419.
Exemption No. 9761, Sec. Sec. 25.562(a) and 25.785(b) for side-
facing divans also applies.
The certification basis includes certain special conditions,
exemptions, and equivalent-safety findings that are not relevant to
these proposed special conditions.
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 GVI 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 applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate 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 GVI must comply with the fuel-vent and exhaust-emission
requirements of 14 CFR part 34 and the noise-certification requirements
of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type-
certification basis under Sec. 21.101.
Novel or Unusual Design Features
The Gulfstream model GVI will incorporate the following novel or
unusual design feature:
Gulfstream Aerospace Corporation is proposing to install inflatable
shoulder straps on side-facing divans to reduce the potential for head
injury in the event of an accident. The inflatable shoulder strap works
similarly to an automotive airbag except that the airbag is integrated
with the shoulder strap of the restraint system.
Part 25 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 seats with inflatable
shoulder straps. 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 seats with inflatable
shoulder straps.
Accordingly, in addition to the passenger-injury criteria specified
in Sec. 25.785, these special conditions are adopted for Gulfstream
GVI airplanes equipped with inflatable shoulder straps.
Discussion
From the standpoint of a passenger-safety system, the inflatable
shoulder belt 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
shoulder belt 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 inflatable shoulder belt has two potential advantages over
other means of head-impact protection. First, it can provide
significantly greater protection than would be expected with energy-
absorbing pads, and second, it can provide essentially equivalent
protection for occupants of all stature. These are significant
advantages from a safety standpoint, because such devices will likely
provide a level of safety that exceeds the minimum standards of the
federal aviation regulations. Conversely, inflatable shoulder belts in
general are active systems and must be relied upon to activate properly
when needed, as opposed to an energy-absorbing pad or upper-torso
restraint that is passive and always available. Therefore, the
potential advantages must be balanced against this and other potential
disadvantages in developing standards for this design feature.
The FAA has considered the installation of inflatable shoulder
belts to have two primary safety concerns: First, that they perform
properly under foreseeable operating conditions, and second, that they
do not perform in a manner or at such times as would constitute a
hazard to the airplane or occupants. This latter point has the
potential to be the more rigorous of the
[[Page 33671]]
requirements, owing to the active nature of the system.
The inflatable shoulder belt 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 consequence of inadvertent deployment,
as well as failure to deploy, must be considered in establishing the
reliability of the system. Gulfstream Aerospace Corporation 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 shoulder belt should also be
considered. The person could be either standing or sitting. A minimum
reliability level must 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 condition 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 HIRF special conditions for the model GVI are
applicable.
Additionally, the inflatable shoulder-belt installation should be
protected from the effects of fire, so that an additional hazard is not
created by, for example, a rupture of the pyrotechnic squib.
To be an effective safety system, the inflatable shoulder belt must
function properly and must not introduce any additional hazards to
occupants as a result of its functioning. In several ways, the
inflatable shoulder belt differs from traditional occupant-protection
systems and requires special conditions to ensure adequate performance.
Because the inflatable shoulder belt is essentially a single-use
device, this potentially could deploy under crash conditions that are
not sufficiently so severe as to require head-injury protection from
the inflatable shoulder belt. Because an actual crash is frequently
composed of a series of impacts before the airplane comes to rest, this
could render the inflatable shoulder belt useless if a larger impact
follows the initial impact. The 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 shoulder-belt installation
should provide protection, when it is required, by not expending its
protection during a less-severe impact. It is also possible to have
several large impact events during the course of a crash, but we will
not require the inflatable shoulder belt to provide protection for
multiple impacts.
Because each occupant's restraint system provides protection for
that occupant only, the installation must address seats that are
unoccupied. It will be necessary to show that the required protection
is provided for each occupant regardless of the number of occupied
seats, and considering that unoccupied seats may have shoulder belts
that are active.
The inflatable shoulder belts should be effective for a wide range
of occupants. The FAA has historically considered the range from the
5th-percentile female to the 95th-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 shoulder-belt installation and their close proximity to the
occupant. In a similar vein, these persons could have assumed the brace
position for those accidents where an impact is anticipated. Test data
indicate that occupants in the brace position do not require
supplemental protection, so it would not be necessary to show that the
inflatable shoulder belts will enhance the brace position. However, the
inflatable shoulder belts must not introduce a hazard in the case of
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. Similarly, if the seat is occupied by a
pregnant woman, the installation should address such usage either by
demonstrating that it will function properly, or by adding appropriate
limitation on usage.
Because the inflatable shoulder belt will be electrically powered,
there is the possibility that the system could fail due to a separation
in the fuselage. And because this system is intended as a 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. As
required by Sec. 25.1353(a), operation of the existing airplane
electrical equipment should not adversely impact the function of the
inflatable lapbelt under all foreseeable conditions.
The inflatable lapbelt is likely to have a large volume
displacement. Likewise, the inflated bag could potentially impede
egress of passengers. The bag deflates to absorb energy, so it is
likely that an inflatable lapbelt would be deflated at the time that
persons would be trying to leave their seats. Nonetheless, we consider
it appropriate to specify a time interval after which the inflatable
lapbelt may not impede rapid exit (egress) from the airplane. Ten
seconds has been deemed to be a reasonable time, as 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 this
quickly in an accident severe enough to warrant deployment of the
inflatable lapbelt, and the inflatable lapbelt will likely deflate much
sooner than ten seconds.
This potential impediment to rapid egress is even more critical at
the seats installed in the emergency-exit rows. Section 25.813 requires
passenger access to the exit, from the main aisle, in the form of an
unobstructed passageway, with no interference in opening the exit. The
restraint system must not create an impediment to the access to, and
the opening of, the exit. In some cases, the passenger, rather than a
flightcrew member, opens an exit such as a Type III overwing hatch.
These lap belts should be evaluated in the exit row under existing
regulations (Sec. Sec. 25.809 and 25.813) and guidance material. The
inflatable lap belts must also be evaluated in post-crash conditions,
and should be evaluated using representative restraint systems in the
bag-deployed condition.
This evaluation would include reviewing the access to, and opening
of, the exit, specifically for obstructions in the egress path, and any
interference in opening the exit. Each unique interior configuration
must be considered.
If the restraint creates any obstruction or interference, it is
likely that it could impede the rapid egress from the airplane.
Project-specific guidance is likely necessary if these restraint
systems are installed at exit-door rows.
Part I of appendix F to part 25 specifies the flammability
requirements for interior materials and components. Appendix F has no
reference to inflatable restraint systems because such devices did not
exist at the time the flammability requirements were written. The
existing requirements are based on both material types and use, and
have been specified in light of the state-of-
[[Page 33672]]
the-art 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 in constructing 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 shoulder belt 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 shoulder belts. Because the safety
benefit of the inflatable shoulder belt is significant, the
flammability standard appropriate for these devices should not screen
out suitable materials, thereby effectively eliminating use of the
inflatable shoulder belt based on its flammability performance. At this
time, the 2.5-inch-per-minute horizontal test is considered to provide
that balance. As the technology in materials progresses (which is
expected), the FAA may change this standard in subsequent special
conditions to account for improved materials.
The following special conditions can be characterized as addressing
either the safety performance of the system or the system's integrity
against inadvertent activation. Because a crash requiring use of the
inflatable shoulder belt is a relatively rare event, and because the
consequences of an inadvertent activation are potentially quite severe,
these later requirements are probably more rigorous from a design
standpoint.
Note that, although these special conditions are applicable to the
inflatable shoulder belts as installed, compliance with these special
conditions is not an installation approval. While these 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.
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.
Applicability
As discussed above, these special conditions are applicable to the
Gulfstream Model GVI airplane. Should Gulfstream apply at a later date
for a supplemental type certificate to modify any other model included
on type certificate no. T00015AT to incorporate 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 one model of airplane. It is not a rule of general applicability and
affects only the applicant who applied to the FAA for approval of these
features on the airplane.
The substance of these special conditions has been subjected to the
notice-and-comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. 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 publication in the Federal Register. 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 Gulfstream Model GVI airplanes
modified by Gulfstream.
In addition to the requirements specified in exemption no. 9761,
the following special conditions are proposed as part of the type
certification basis for Gulfstream Model GVI airplanes equipped with an
airbag system in the shoulder belt.
1. For seats with an airbag system in the shoulder belt, show that
the airbag system in the shoulder belt will deploy and provide
protection under crash conditions where it is necessary to prevent
serious injury. The means of protection must take into consideration a
range of stature from a 2-year-old child to a 95th-percentile male. The
airbag system in the shoulder belt must provide a consistent approach
to energy absorption throughout that range of occupants. When the seat
system includes an airbag system, that system must be included in each
of the certification tests as it would be installed in the airplane. In
addition, the following situations must be considered, wherein the seat
occupant is:
a. Holding an infant
b. a pregnant woman
c. a child in a child-restraint device
d. a child not using a child-restraint device
2. The airbag system in the shoulder belt must provide adequate
protection for each occupant regardless of the number of occupants of
the seat assembly, considering that unoccupied seats may have an active
airbag system in the shoulder belt.
3. The design must prevent the airbag system in the shoulder belt
from being either incorrectly buckled or incorrectly installed, such
that the airbag system in the shoulder belt would not properly deploy.
Alternatively, it must be shown that such deployment is not hazardous
to the occupant, and will provide the required injury protection.
4. It must be shown that the airbag system in the shoulder belt is
not susceptible to inadvertent deployment as a result of wear and tear,
or inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings), and other operating and
environmental conditions (vibrations, moisture, etc.) likely to occur
in service.
5. Deployment of the airbag system in the shoulder belt must not
injure the seated occupant, including injuries that could impede rapid
egress. This assessment should include an occupant whose belt is
loosely fastened.
6. It must be shown that inadvertent deployment of the airbag
system in the shoulder belt, during the most critical part of the
flight, will either meet the requirement of Sec. 25.1309(b) or not
cause a hazard to the airplane or its occupants.
7. It must be shown that the airbag system in the shoulder belt
will not impede rapid egress of occupants 10 seconds after airbag
deployment.
8. The airbag system must be protected from lightning and high-
intensity radiated fields (HIRF). The threats to the airplane specified
in existing regulations regarding lighting, Sec. 25.1316, and HIRF,
Sec. 25.1317, are incorporated by reference for the purpose of
measuring lightning and HIRF protection.
9. The airbag system in the shoulder belt must function properly
after loss of normal airplane electrical power, and after a transverse
separation of the fuselage at the most critical location. A separation
at the location of the airbag
[[Page 33673]]
system in the shoulder belt does not have to be considered.
10. It must be shown that the airbag system in the shoulder belt
will not release hazardous quantities of gas or particulate matter into
the cabin.
11. The airbag system in the shoulder-belt installation must be
protected from the effects of fire such that no hazard to occupants
will result.
12. A means must be available for a crewmember to verify the
integrity of the airbag system in the shoulder-belt activation system
prior to each flight, or it must be demonstrated to reliably operate
between inspection intervals. The FAA considers that the loss of the
airbag-system deployment function alone (i.e., independent of the
conditional event that requires the airbag-system deployment) is a
major-failure condition.
13. The inflatable material may not have an average burn rate of
greater than 2.5 inches per minute when tested, using the horizontal
flammability test defined in part 25, appendix F, part I, paragraph
(b)(5).
14. The airbag system in the shoulder belt, once deployed, must not
adversely affect the emergency-lighting system (i.e., block floor
proximity lights to the extent that the lights no longer meet their
intended function).
Issued in Renton, Washington, on May 12, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-13663 Filed 6-11-14; 8:45 am]
BILLING CODE 4910-13-P
