Special Conditions: Boeing Model 787-9, Side-Facing Seats, 33675-33677 [2014-13664]
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Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations
Airbus Model A350–900 series airplane
has two main landing gear units, EASA
and the FAA propose to apply the same
criteria on this airplane.
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. 25–13–10–SC for Airbus Model
A350–900 series airplanes was
published in the Federal Register on
October 29, 2013 (78FR64415). The
Boeing Company submitted one
comment, which stated that ‘‘there is
not a specific requirement to consider
failure modes. Failure modes of the
brake system that would cause brakes to
be applied during pivoting should be
investigated in accordance with the
requirements relating to systems and
structures interaction. We suggest that
the FAA consider revising the proposal
to include this specific requirement.’’
Failure modes of the braking system
are addressed by a separate specialconditions document titled Interaction
of Systems and Structures, published in
the Federal Register on December 20,
2013 (78FR76980). The Interaction of
Systems and Structures special
conditions requires that the effects of
system failures be taken into account,
and specifically addresses the pivoting
requirement, § 25.503, and any special
condition used in lieu of § 25.503.
This (i.e., current) special conditions
document addresses loads associated
with structural design not specific to a
failure condition.
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.
rmajette on DSK2TPTVN1PROD with RULES
Conclusion
This action affects only certain novel
or unusual design features on the Airbus
Model A350–900 series airplanes. It is
not a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
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14:18 Jun 11, 2014
Jkt 232001
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 Airbus Model A350–900 series
airplanes in lieu of § 25.503:
1. The main landing gear and
supporting structure must be designed
for the loads induced by pivoting during
ground maneuvers.
a. The following rational pivoting
maneuvers must be considered:
i. Towing at the nose gear at the
critical towing angle with no brakes
applied, including cases with torque
links disconnected; and separately,
ii. Application of symmetrical or
unsymmetrical forward thrust to aid
pivoting, with or without braking by
pilot action on the pedals.
b. The airplane is assumed to be in
static equilibrium, with the loads being
applied at the ground contact points.
c. The limit vertical load factor must
be 1.0, and:
i. For wheels with brakes applied, the
coefficient of friction must be 0.8,
ii. For wheels with brakes not
applied, the ground tire reactions must
be based on reliable tire data.
■
Issued in Renton, Washington, on: April
25, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–13667 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–2014–0244; Special
Conditions No. 25–552–SC]
Special Conditions: Boeing Model 787–
9, Side-Facing Seats
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special condition; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing Model 787–9
airplane. This airplane has a novel or
unusual design feature associated with
side-facing seats. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for occupants of seats installed at an
angle of 49 degrees to the centerline of
the airplane, nor for inflatable restraint
systems. These special conditions
contain the additional safety standards
SUMMARY:
PO 00000
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Fmt 4700
Sfmt 4700
33675
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–2014–0244
using any of the following methods:
Federal eRegulations Portal: Go to
https://www.regulations.gov/ andfollow
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: Jeff
Gardlin, Airframe and Cabin Safety,
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
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33676
Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations
on, these special conditions are
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.
rmajette on DSK2TPTVN1PROD with RULES
Background
On May 28, 2009, The Boeing
Company applied for an amendment to
type certificate no. T00021SE to include
the new Model 787–9 airplane. The
Model 787–9, which is a derivative of
the Model 787 airplane currently
approved under type certificate no.
T00021SE, is a wide-body twin jet with
wing-mounted engines. It has a 420passenger capacity, a maximum takeoff
weight of 553,000 lb/251,360 kg, and is
equipped with two Rolls-Royce Trent
T1000 or General Electric GENx
engines.
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,
dated April 23, 1969, clarified the
definition of sideward-facing seats to
require that each occupant of a seat that
is positioned at more than an 18 degree
angle to the vertical plane containing
the airplane centerline must be
protected from head injury by a safety
belt and an energy-absorbing rest that
supports the arms, shoulders, head, and
spine; or by a safety belt and shoulder
harness that prevents the head from
contacting injurious objects. The FAA
concluded that a maximum 18-degree
angle would provide an adequate level
of safety based on tests that were
VerDate Mar<15>2010
14:18 Jun 11, 2014
Jkt 232001
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 transportcategory 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.
To reflect current research findings,
the FAA developed a methodology to
address all fully side-facing seats (i.e,
seats oriented in the airplane with the
occupant facing 90 degrees to the
direction of airplane travel) and has
documented those requirements in a set
of proposed new special conditions. In
this regard, the FAA has issued Policy
Statement PS–ANM–25–03–R1 which
effectively conveys revised injury
criteria associated with neck and leg
injuries.
The Model 787–9 Air New Zealand
Business Class seat installation is novel
such that the current Model 787–8 sidefacing seat special conditions do not
adequately convey occupant protection
expectations for an intermediate 49degree, side-facing seat installation.
Therefore, the configuration Boeing
proposes requires revised special
conditions.
Type Certification Basis
Under the provisions of 14 CFR
21.101, Boeing must show that the 787–
9 meets the applicable provisions of 14
CFR part 25, as amended by
Amendments 25–128, except for earlier
amendments as agreed upon by the
FAA. These regulations will be
incorporated into type certificate no.
T00021SE after type certification
approval of the 787–9. The regulations
incorporated by reference in T00021SE
are as follows:
The type-certification basis for the
Model 787–9 airplane is 14 CFR part 25,
effective February 1, 1965, as amended
by Amendments 25–1 through 25–128,
except § 25.795, Security
Considerations, at Amendment 25–016;
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Fmt 4700
Sfmt 4700
and § 25.125, Landing, at Amendment
25–108.
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 Boeing Model 787–9 airplane
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, or should any other
model already included on the same
type certificate be modified 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 Boeing Model 787–9
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34 and the noise
certification requirements of 14 CFR
part 36.
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 Boeing Model 787–9 airplane will
incorporate the following novel or
unusual design features:
Installation of Model UCS3 oblique
business-class passenger seats
manufactured by Zodiac Seats UK,
which are seats installed at an angle of
49 degrees to the airplane centerline. In
addition, the seat divider wall includes
an inflatable restraint system for
occupant restraint and injury protection.
To provide a level of safety equivalent
to that afforded to occupants of forwardand aft-facing seats, additional
airworthiness standards, in the form of
special conditions, are necessary.
Although special conditions 25–431–SC
and 25–458–SC already apply to the
787, these do not directly address the
complex occupant-loading conditions
introduced by a seat the centerline of
which is at a 49-degree angle to the
centerline of the airplane.
Discussion
The business class seating
configuration proposed by Boeing is
unique due to the seat installation at a
49-degree angle to the airplane
centerline. Special conditions 25–458–
SC were not intended to address this
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Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations
Side-Facing Seats Conditions
(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)
part 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 part
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. In this
regard, neck injury must be evaluated to
the criteria provided in Policy
Statement PS–ANM–25–03–R1,
Attachment 1, Section 2.f.
7. Leg Injury Criteria: Axial rotation of
the upper leg must be limited to 35
degrees in either direction from the
nominal seated position.
8. Spine: The shoulders must remain
aligned with the hips throughout the
impact sequence, or until the spinal
loads (in either tension or compression)
drop below the value that would be
injurious.
Proposed Injury Criteria
1. Existing Criteria: All injuryprotection criteria of § 25.562(c)(1)
through (c)(6) apply to the occupant of
a side-facing seat. Head-injury criterion
General Test Guidelines
1. Longitudinal test(s), as necessary
with the SID anthropomorphic test
dummy (ATD), or as necessary EuroSID
ATD, undeformed floor, no yaw, and
configuration nor is this configuration
specifically addressed by policy
statement PS–ANM–25–03–R1 (which is
intended to address fully side-facing
seats i.e., 90 degree installation angle).
However, we believe the occupantinjury criteria conveyed in this policy
statement is germane to this type of
configuration when it comes to
evaluating neck and leg injuries. Due to
the unique seat installation angle, the
revised special conditions also include
spinal-loading injury criteria.
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 Boeing
Model 787–9 airplane. Should Boeing
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 one model
of airplanes. It is not a rule of general
applicability.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, as the
certification date for the Boeing Model
787–9 airplane is imminent, the FAA
finds that good cause exists to make
these special conditions effective upon
publication in the Federal Register.
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 787–9 airplanes
modified by Boeing.
rmajette on DSK2TPTVN1PROD with RULES
■
VerDate Mar<15>2010
14:18 Jun 11, 2014
Jkt 232001
PO 00000
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33677
with all lateral structural supports
(armrests/walls).
Pass/fail injury assessments: TTI
pelvic acceleration, neck, leg, and spine
injury.
2. 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.
3. Vertical (14g) test is to be
conducted with modified Hybrid II
ATDs with existing pass/fail criteria.
Note: Boeing must demonstrate 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,’’ is acceptable to the FAA.
Inflatable Lapbelt Conditions
If inflatable lapbelts are installed on
single-place side-facing seats, the
inflatable lapbelt(s) must meet special
conditions 25–431–SC.
Issued in Renton, Washington, on May 12,
2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–13664 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–2013–0898 Special
Conditions No. 25–526–SC]
Special Conditions: Airbus Model
A350–900 Series Airplane; Composite
Fuselage In-Flight Fire/Flammability
Resistance
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 the in-flight fire and
flammability resistance of the composite
fuselage. Experience has shown that
eliminating fire propagation on the
surface of interior and insulating
materials enhances survivability since
the threats from an in-flight fire (e.g.,
toxic gas emission and smoke
SUMMARY:
E:\FR\FM\12JNR1.SGM
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]]>Agencies
[Federal Register Volume 79, Number 113 (Thursday, June 12, 2014)]
[Rules and Regulations]
[Pages 33675-33677]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-13664]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2014-0244; Special Conditions No. 25-552-SC]
Special Conditions: Boeing Model 787-9, Side-Facing Seats
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special condition; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 787-9
airplane. This airplane has a novel or unusual design feature
associated with side-facing seats. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
occupants of seats installed at an angle of 49 degrees to the
centerline of the airplane, nor for inflatable restraint systems. 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-2014-0244
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/
andfollow 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: Jeff Gardlin, Airframe and Cabin
Safety, 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
[[Page 33676]]
on, these special conditions are 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 May 28, 2009, The Boeing Company applied for an amendment to
type certificate no. T00021SE to include the new Model 787-9 airplane.
The Model 787-9, which is a derivative of the Model 787 airplane
currently approved under type certificate no. T00021SE, is a wide-body
twin jet with wing-mounted engines. It has a 420-passenger capacity, a
maximum takeoff weight of 553,000 lb/251,360 kg, and is equipped with
two Rolls-Royce Trent T1000 or General Electric GENx engines.
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, dated April 23, 1969, clarified the
definition of sideward-facing seats to require that each occupant of a
seat that is positioned at more than an 18 degree angle to the vertical
plane containing the airplane centerline must be protected from head
injury by a safety belt and an energy-absorbing rest that supports the
arms, shoulders, head, and spine; or by a safety belt and shoulder
harness that prevents the head from contacting injurious objects. The
FAA concluded that a maximum 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.
To reflect current research findings, the FAA developed a
methodology to address all fully side-facing seats (i.e, seats oriented
in the airplane with the occupant facing 90 degrees to the direction of
airplane travel) and has documented those requirements in a set of
proposed new special conditions. In this regard, the FAA has issued
Policy Statement PS-ANM-25-03-R1 which effectively conveys revised
injury criteria associated with neck and leg injuries.
The Model 787-9 Air New Zealand Business Class seat installation is
novel such that the current Model 787-8 side-facing seat special
conditions do not adequately convey occupant protection expectations
for an intermediate 49-degree, side-facing seat installation.
Therefore, the configuration Boeing proposes requires revised special
conditions.
Type Certification Basis
Under the provisions of 14 CFR 21.101, Boeing must show that the
787-9 meets the applicable provisions of 14 CFR part 25, as amended by
Amendments 25-128, except for earlier amendments as agreed upon by the
FAA. These regulations will be incorporated into type certificate no.
T00021SE after type certification approval of the 787-9. The
regulations incorporated by reference in T00021SE are as follows:
The type-certification basis for the Model 787-9 airplane is 14 CFR
part 25, effective February 1, 1965, as amended by Amendments 25-1
through 25-128, except Sec. 25.795, Security Considerations, at
Amendment 25-016; and Sec. 25.125, Landing, at Amendment 25-108.
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 Boeing Model 787-9 airplane
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, or should any other model already included on
the same type certificate be modified 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 Boeing Model 787-9 airplane must comply with the fuel-
vent and exhaust-emission requirements of 14 CFR part 34 and the noise
certification requirements of 14 CFR part 36.
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 Boeing Model 787-9 airplane will incorporate the following
novel or unusual design features:
Installation of Model UCS3 oblique business-class passenger seats
manufactured by Zodiac Seats UK, which are seats installed at an angle
of 49 degrees to the airplane centerline. In addition, the seat divider
wall includes an inflatable restraint system for occupant restraint and
injury protection. To provide a level of safety equivalent to that
afforded to occupants of forward- and aft-facing seats, additional
airworthiness standards, in the form of special conditions, are
necessary. Although special conditions 25-431-SC and 25-458-SC already
apply to the 787, these do not directly address the complex occupant-
loading conditions introduced by a seat the centerline of which is at a
49-degree angle to the centerline of the airplane.
Discussion
The business class seating configuration proposed by Boeing is
unique due to the seat installation at a 49-degree angle to the
airplane centerline. Special conditions 25-458-SC were not intended to
address this
[[Page 33677]]
configuration nor is this configuration specifically addressed by
policy statement PS-ANM-25-03-R1 (which is intended to address fully
side-facing seats i.e., 90 degree installation angle). However, we
believe the occupant-injury criteria conveyed in this policy statement
is germane to this type of configuration when it comes to evaluating
neck and leg injuries. Due to the unique seat installation angle, the
revised special conditions also include spinal-loading injury criteria.
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
Boeing Model 787-9 airplane. Should Boeing 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 one model of airplanes. It is not a rule of general applicability.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Boeing
Model 787-9 airplane is imminent, the FAA finds that good cause exists
to make these special conditions effective upon publication in the
Federal Register.
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
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type-certification basis for Boeing Model 787-9 airplanes modified
by Boeing.
Side-Facing Seats Conditions
Proposed Injury Criteria
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) part 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 part 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. In this regard, neck
injury must be evaluated to the criteria provided in Policy Statement
PS-ANM-25-03-R1, Attachment 1, Section 2.f.
7. Leg Injury Criteria: Axial rotation of the upper leg must be
limited to 35 degrees in either direction from the nominal seated
position.
8. Spine: The shoulders must remain aligned with the hips
throughout the impact sequence, or until the spinal loads (in either
tension or compression) drop below the value that would be injurious.
General Test Guidelines
1. Longitudinal test(s), as necessary with the SID anthropomorphic
test dummy (ATD), or as necessary EuroSID ATD, undeformed floor, no
yaw, and with all lateral structural supports (armrests/walls).
Pass/fail injury assessments: TTI pelvic acceleration, neck, leg,
and spine injury.
2. 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.
3. Vertical (14g) test is to be conducted with modified Hybrid II
ATDs with existing pass/fail criteria.
Note: Boeing must demonstrate 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,'' is acceptable to the FAA.
Inflatable Lapbelt Conditions
If inflatable lapbelts are installed on single-place side-facing
seats, the inflatable lapbelt(s) must meet special conditions 25-431-
SC.
Issued in Renton, Washington, on May 12, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-13664 Filed 6-11-14; 8:45 am]
BILLING CODE 4910-13-P
