Special Conditions: Cessna Airplane Company Model 680A Airplane, Side-Facing Seats Equipped With Airbag Systems, 49938-49945 [2015-20300]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 80, Number 159 (Tuesday, August 18, 2015)]
[Proposed Rules]
[Pages 49938-49945]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-20300]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2015-2271; Notice No. 25-15-06-SC]


Special Conditions: Cessna Airplane Company Model 680A Airplane, 
Side-Facing Seats Equipped With Airbag Systems

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Cessna Model 
680A airplane. This airplane will have novel or unusual design features 
when compared to the state of technology envisioned in the 
airworthiness standards for transport-category airplanes. This design 
features side-facing seats equipped with airbag systems. The applicable 
airworthiness regulations do not contain adequate or appropriate safety 
standards for this design feature. These proposed 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: Send your comments on or before October 2, 2015.

ADDRESSES: Send comments identified by docket number FAA-2015-2271 
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

[[Page 49939]]

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/, includ ing 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 indi 
vid ual sending the comment (or signing the comment for an association, 
business, labor union, etc.). DOT's com plete 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 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: Alan Sinclair, FAA, Airframe and Cabin 
Safety, ANM-115, Transport Airplane Directorate, Airplane Certification 
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 
425-227-2195; facsimile 425-227-1320.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, or views. The most helpful comments 
reference a specific portion of the special conditions, explain the 
reason for any recommended change, and include supporting data.
    We will consider all comments we receive by the closing date for 
comments. We may change these special conditions based on the comments 
we receive.

Background

    On January 25, 2012, Cessna Airplane Company applied for an 
amendment to Type Certificate no. T00012WI to include the new Model 
680A airplane. The Cessna 680A airplane, which is a derivative of the 
Cessna Model 680 airplane currently approved under Type Certificate no. 
T00012WI, is a new, high-performance, low-wing airplane derived from 
the Cessna Model 680 beginning with serial no. 680-0501. This airplane 
will have a maximum takeoff weight of 30,800 pounds with a wingspan of 
72 feet, and will have two aft-mounted Pratt & Whitney PW306D1 FADEC-
controlled turbofan engines.
    The pressurized cabin of the Model 680A airplane is designed to 
accommodate a crew of two, plus nine passengers in the baseline 
interior configuration, and will make use of a forward, right-hand-
belted, two-place, side-facing seat. An optional seven-passenger 
interior configuration is also offered, which has a single-place side-
facing seat on the forward right-hand side of the airplane. Both the 
baseline multiple-place and optional single-place side-facing seats are 
to be occupied for taxi, takeoff, and landing, and will incorporate an 
integrated, inflatable-airbag occupant-protection system.

Type Certification Basis

    Under the provisions of Sec.  21.101, Cessna Airplane Company must 
show that the Model 680A airplane meets the applicable provisions of 
the regulations listed in Type Certificate no. T00012WI, or the 
applicable regulations in effect on the date of application for the 
change, except for earlier amendments as agreed upon by the FAA.
    The regulations listed in the type certificate are commonly 
referred to as the ``original type certification basis.'' The 
regulations listed in T00012WI are as follows:
    14 CFR part 25, effective February 1, 1965, including Amendments 
25-1 through 25-98, with special conditions, exemptions, and later 
amended sections.
    In addition, the certification basis includes other regulations, 
special conditions, and exemptions that are not relevant to these 
proposed special conditions. Type Certificate no. T00012WI will be 
updated to include a complete description of the certification basis 
for this airplane model.
    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 Cessna Model 680A 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, these special conditions would also apply to 
the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Cessna Model 680A 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 Cessna Model 680A airplane will incorporate the following novel 
or unusual design features: Inflatable airbags on multiple-place and 
single-place side-facing seats of Cessna Model 680A airplanes to reduce 
the potential for both head and leg injury in the event of an accident.

Discussion

    The FAA policy for side-facing seats at the time of application was 
provided in Policy Statement ANM-03-115-30. This policy statement 
describes the performance criteria and procedures to follow to certify 
single- and multiple-place side-facing seats.
    Also at the time of Cessna's application, the FAA indicated that 
further research would be conducted to define criteria to establish a 
level of safety equivalent to that provided by the current regulations 
for forward- and aft-facing seats. Research later conducted by the FAA, 
as documented in report DOT/FAA/AR-09/41, resulted in new policy issued 
to identify new certification criteria based on the research findings. 
Policy Statement PS-ANM-25-03 was released on June 8, 2012 (and was 
subsequently revised and reissued as Policy Statement PS-ANM-25-03-R1 
on November 5, 2012). This new policy statement describes how to 
certify all side-facing seats to the new performance criteria through 
the issuance of special conditions.
    Along with the general seat-performance criteria, also included in 
the policy statement are the performance criteria for airbag systems 
used in shoulder-belt restraint systems. However, the policy statement 
does not specifically address airbag systems that are integrated into 
passenger-cabin monuments. Although the application date for the Model 
680A airplane preceded Policy Statement PS-ANM-25-03, Cessna proposed 
using the guidance in Policy Statement PS-ANM-25-03-R1 to develop new 
special

[[Page 49940]]

conditions applicable to the Model 680A airplane's side-facing seats.
    These proposed special conditions allow installation of an airbag 
system for a two-place side-facing seat and a single-place side-facing 
seat to protect the occupant from both head and leg-flail injury in 
Model 680A airplanes. Cessna's proposed airbag system is designed to 
limit occupant forward excursion in the event of an accident. This will 
reduce the potential for head injury by reducing the head-injury 
criteria (HIC) measurement, and will also provide a means for limiting 
the lower-leg flail of the occupant. The inflatable-airbag system 
behaves similarly to an automotive inflatable airbag, but in this 
design, the airbag system is integrated into passenger-cabin monuments; 
the airbags inflate away from the seated occupants. While inflatable 
airbags are now standard in the automotive industry, the use of 
inflatable-airbag systems in commercial aviation is novel and unusual.
    14 CFR 25.785 requires that occupants must be protected from head 
injury by either the elimination of any injurious object within the 
striking radius of the head, or by padding. Traditionally, this has 
required a seat setback of 35 inches from any bulkhead or other rigid 
interior feature or, where such spacing is not practical, the 
installation of specified types of padding. The relative effectiveness 
of these means of injury protection was not quantified in the original 
rule. Amendment 25-64 to Sec.  25.562 established a standard that 
quantifies required head-injury protection.
    Section 25.562 specifies that each seat-type design, approved for 
crew or passenger occupancy during taxi, takeoff, and landing, must 
successfully complete dynamic tests, or be shown to be compliant by 
rational analysis based on dynamic tests of a similar type of seat. In 
particular, the regulations require that persons must not suffer 
serious head injury under the conditions specified in the tests, and 
that protection must be provided, or the seat must be designed such 
that the head impact does not exceed a HIC of 1000 units. While the 
test conditions described for HIC are detailed and specific, it is the 
intent of the requirement that an adequate level of head-injury 
protection must be provided for passengers the event of an airplane 
accident.
    Because Sec. Sec.  25.562 and 25.785 and associated guidance do not 
adequately address seats with inflatable-airbag systems, the FAA 
recognizes that appropriate pass/fail criteria are required to fully 
address the safety concerns specific to occupants of these seats. 
Previously issued special conditions addressed airbag systems integral 
to the shoulder belt for some forward-facing seats. The proposed 
special conditions for the Model 680A inflatable-airbag systems are 
based on the shoulder-belt airbag systems.
    Although the special conditions are applicable to the inflatable-
airbag system as installed, compliance with the special conditions is 
not an installation approval. Therefore, while the special conditions 
relate to each such system installed, the overall installation approval 
is a separate finding, and must consider the combined effects of all 
such systems installed.
    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-
airbag systems. In addition to the requirements of part 25, special 
conditions are needed to address requirements particular to seats 
equipped with an integrated, inflatable-airbag system.
    Part 25, appendix F, part I specifies the flammability requirements 
for interior materials and components. This rule does not reference 
inflatable-airbag systems because such devices did not exist at the 
time the flammability requirements were written. The existing 
requirements are based on material types as well as material 
applications, and have been specified in light of the state-of-the-art 
materials available to perform a given function. In the absence of such 
a specific reference, the default requirement, per the rule, would 
apply to the type of material used in constructing the inflatable 
restraint, which, in the case of the rule, would be a fabric.
    In writing special conditions, the FAA must also consider how the 
material is used within the cabin interior, and whether the default 
requirement is appropriate. Here, the specialized function of the 
inflatable-airbag system means that highly specialized materials are 
required. The standard normally applied to fabrics is a 12-second 
vertical ignition test. However, materials that meet this standard do 
not perform adequately as inflatable restraints; and materials used in 
the construction of inflatable-airbag systems do not perform well in 
this test.
    Because the safety benefit of the inflatable-airbag system is very 
significant, the FAA has determined that the flammability standard 
appropriate for these devices should not prohibit suitable inflatable-
airbag system materials; disqualifying these materials would 
effectively not allow the use of inflatable-airbag systems. The FAA 
therefore is required to establish a balance between the safety benefit 
of the inflatable-airbag system and its flammability performance. At 
this time, the 2.5-inches-per-minute horizontal burn test provides that 
necessary balance. As the technology in materials progresses, the FAA 
may change this standard in subsequent special conditions to account 
for improved materials.
    From the standpoint of a passenger-safety system, the inflatable-
airbag system is unique in that it is both an active and entirely 
autonomous device. While the automotive industry has good experience 
with inflatable airbags, the conditions of use and reliance on the 
inflatable-airbag system 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 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-airbag system 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-airbag systems 
are, in general, 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 considers the installation of inflatable-airbag systems 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

[[Page 49941]]

rigorous of the requirements, owing to the active nature of the system.
    The inflatable-airbag system will rely on electronic sensors for 
signaling, and a stored gas canister for inflation. The sensors and 
canister could be susceptible to inadvertent activation, causing a 
potentially unsafe deployment. The consequences of inadvertent 
deployment, as well as a failure to deploy in a timely manner, must be 
considered in establishing the reliability of the system. Cessna must 
substantiate that an inadvertent deployment in-flight either would not 
cause injuries to occupants, or that the probability of such a 
deployment meets the requirements of Sec.  25.1309(b). The effect of an 
inadvertent deployment on a passenger or crewmember, who could be 
positioned close to an airbag, 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 increase as a 
result of conditions in service. The installation must take into 
account wear and tear so that the likelihood of an inadvertent 
deployment is not increased to an unacceptable level. In this context, 
an appropriate inspection interval and self-test capability are 
considered necessary. In addition, outside influences, such as 
lightning and high-intensity radiated fields (HIRF), may also 
contribute to or cause inadvertent deployment. Existing regulations 
regarding lightning, Sec.  25.1316, and HIRF, Sec.  25.1317, are 
applicable to the Model 680A airplane.
    The applicant must verify that electromagnetic interference (EMI) 
present, under foreseeable operating conditions, will not affect the 
function of the inflatable-airbag system or cause inadvertent 
deployment. Finally, the inflatable-airbag system installation must 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-airbag system must 
function properly and must not introduce any additional hazards to 
occupants or the airplane as a result of its functioning. The 
inflatable-airbag system differs from traditional occupant-protection 
systems in several ways, requiring special conditions to ensure 
adequate performance.
    Because the inflatable-airbag system is a single-use device, it 
potentially could deploy under crash conditions that are not 
sufficiently severe as to require injury protection from the 
inflatable-airbag system. Because an actual crash is frequently 
composed of a series of impacts before the airplane comes to rest, this 
could render the inflatable-airbag system useless if a larger impact 
follows the initial impact. This situation does not exist with energy 
absorbing pads or upper-torso restraints, which tend to provide 
continuous protection regardless of severity or number of impacts in a 
crash event. Therefore, the inflatable-airbag system installation 
should provide protection, when it is required, and not expend its 
protection when it is not required. And while several large impact 
events may occur during the course of a crash, there are no 
requirements for the inflatable-airbag system to provide protection for 
multiple impacts.
    Each occupant's restraint system provides protection for that 
occupant only. Likewise, the installation must address seats that are 
unoccupied. The applicant must show that the required protection is 
provided for each occupant regardless of the number of occupied seats, 
considering that unoccupied seats may have airbag systems that are 
active.
    The inflatable-airbag system 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, i.e., a two-
year-old child to a 95th percentile male, plus pregnant females. This 
is due to the nature of the inflatable-airbag system installation and 
its close proximity to the occupant. In a similar vein, these persons 
could assume the brace position for those accidents where an impact is 
anticipated. Test data indicate that occupants in the brace position do 
not require supplemental protection, and so it would not be necessary 
to show that the inflatable-airbag system will enhance the brace 
position. However, the inflatable-airbag system 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 use, either by 
demonstrating that it will function properly, or by adding appropriate 
limitation on persons allowed to occupy the seat.
    Given that the airbag system will be electrically powered, the 
possibility exists that the system could fail due to a separation in 
the fuselage. And because this system is intended as a means of crash/
post-crash protection, 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-airbag system under all foreseeable conditions.
    The inflatable-airbag system is likely to have a large volume 
displacement, and, likewise, the inflated airbag could potentially 
impede egress of passengers. Because the airbag deflates to absorb 
energy, it is likely that an inflatable-airbag system would be deflated 
at the time that persons would be trying to leave their seats. 
Nonetheless, the FAA considers it appropriate to specify a time 
interval after which the inflatable-airbag system may not impede rapid 
egress. Ten seconds is indicated as a reasonable time because this 
corresponds to the maximum time allowed for an exit to be openable 
(reference: Sec.  25.809).
    The FAA position is provided in Policy Statement PS-ANM-25-03-R1 
``Technical Criteria for Approving Side Facing Seats.'' This policy 
statement refers to airbag systems in the shoulder belts, while 
Cessna's design configuration has airbag systems integrated into the 
side-facing seats. The FAA genericized these proposed special 
conditions to be applicable to the Cessna design configuration.
    These proposed 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 
Cessna Model 680A airplane. Should Cessna apply at a later date for a 
change to the type certificate to include another model incorporating 
the same novel or unusual design feature, these special conditions 
would apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on one model of airplane. It is not a rule of general applicability.

List of Subjects in 14 CFR Part 25

    Airplane, Aviation safety, Reporting and recordkeeping 
requirements.


[[Page 49942]]


    The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the 
following special conditions are issued as part of the type 
certification basis for Cessna Model 680A airplanes.
    In addition to the requirements of Sec. Sec.  25.562 and 25.785, 
the following special conditions 1 and 2 are proposed as part of the 
type certification basis of the Model 680A airplane with side-facing 
seat installations. For seat places equipped with airbag systems, 
additional special conditions 3 through 16 are proposed as part of the 
type certification basis.
    1. Additional requirements applicable to tests or rational analysis 
conducted to show compliance with Sec. Sec.  25.562 and 25.785 for 
side-facing seats:
    1.1. The longitudinal tests conducted in accordance with Sec.  
25.562(b)(2), to show compliance with the seat-strength requirements of 
Sec.  25.562(c)(7) and (8) and these special conditions, must have an 
ES-2re anthropomorphic test dummy (ATD) (49 CFR part 572, subpart U) or 
equivalent, or a Hybrid-II ATD (49 CFR part 572, subpart B, as 
specified in Sec.  25.562) or equivalent, occupying each seat position, 
and including all items contactable by the occupant (e.g., armrest, 
interior wall, or furnishing) if those items are necessary to restrain 
the occupant. If included, the floor representation and contactable 
items must be located such that their relative position, with respect 
to the center of the nearest seat place, is the same at the start of 
the test as before floor misalignment is applied. For example, if floor 
misalignment rotates the centerline of the seat place nearest the 
contactable item 8 degrees clockwise about the airplane x-axis, then 
the item and floor representations also must be rotated by 8 degrees 
clockwise to maintain the same relative position to the seat place, as 
shown in Figure 1 of these special conditions. Each ATD's relative 
position to the seat, after application of floor misalignment, must be 
the same as before misalignment is applied. To ensure proper loading of 
the seat by the occupants, the ATD pelvis must remain supported by the 
seat pan, and the restraint system must remain on the pelvis and 
shoulder of the ATD until rebound begins. No injury-criteria evaluation 
is necessary for tests conducted only to assess seat-strength 
requirements.
    1.2. The longitudinal tests conducted in accordance with Sec.  
25.562(b)(2), to show compliance with the injury assessments required 
by Sec.  25.562(c) and these special conditions, may be conducted 
separately from the tests to show structural integrity. In this case, 
structural-assessment tests must be conducted as specified in paragraph 
1.1 of these special conditions, and the injury-assessment test must be 
conducted without yaw or floor misalignment. Injury assessments may be 
accomplished by testing with ES-2re ATD (49 CFR part 572, subpart U) or 
equivalent at all places. Alternatively, these assessments may be 
accomplished by multiple tests that use an ES-2re at the seat place 
being evaluated, and a Hybrid-II ATD (49 CFR part 572, subpart B, as 
specified in Sec.  25.562) or equivalent used in all seat places 
forward of the one being assessed, to evaluate occupant interaction. In 
this case, seat places aft of the one being assessed may be unoccupied. 
If a seat installation includes adjacent items that are contactable by 
the occupant, the injury potential of that contact must be assessed. To 
make this assessment, tests may be conducted that include the actual 
item, located and attached in a representative fashion. Alternatively, 
the injury potential may be assessed by a combination of tests with 
items having the same geometry as the actual item, but having stiffness 
characteristics that would create the worst case for injury (injuries 
due to both contact with the item and lack of support from the item).
    1.3. If a seat is installed aft of structure (e.g., an interior 
wall or furnishing) that does not have a homogeneous surface 
contactable by the occupant, additional analysis and/or tests may be 
required to demonstrate that the injury criteria are met for the area 
upon which an occupant could contact. For example, different yaw angles 
could result in different injury considerations, and may require 
additional analysis or separate tests to evaluate.

[[Page 49943]]

[GRAPHIC] [TIFF OMITTED] TP18AU15.014

    1.4. To accommodate a range of occupant heights (5th percentile 
female to 95th percentile male), the surface of items contactable by 
the occupant must be homogenous 7.3 inches (185 mm) above and 7.9 
inches (200 mm) below the point (center of area) that is contacted by 
the 50th percentile male-sized ATD's head during the longitudinal 
tests, conducted in accordance with paragraphs 1.1, 1.2, and 1.3 of 
these special conditions. Otherwise, additional HIC assessment tests 
may be necessary. Any surface (inflatable or otherwise) that provides 
support for the occupant of any seat place must provide that support in 
a consistent manner regardless of occupant stature. For example, if an 
inflatable shoulder belt is used to mitigate injury risk, then it must 
be demonstrated by inspection to bear against the range of occupants in 
a similar manner before and after inflation. Likewise, the means of 
limiting lower-leg flail must be demonstrated by inspection to provide 
protection for the range of occupants in a similar manner.
    1.5. For longitudinal tests conducted in accordance with 14 CFR 
25.562(b)(2) and these special conditions, the ATDs must be positioned, 
clothed, and have lateral instrumentation configured as follows:
    1.5.1. ATD positioning: Lower the ATD vertically into the seat (see 
Figure 2 of these special conditions) while simultaneously:
    1.5.1.1. Aligning the midsagittal plane (a vertical plane through 
the midline of the body; dividing the body into right and left halves) 
with approximately the middle of the seat place.

[[Page 49944]]

[GRAPHIC] [TIFF OMITTED] TP18AU15.015

    1.5.1.2. Applying a horizontal x-axis direction (in the ATD 
coordinate system) force of about 20 lb (89 N) to the torso, at 
approximately the intersection of the midsagittal plane and the bottom 
rib of the ES-2re or lower sternum of the Hybrid-II at the midsagittal 
plane, to compress the seat-back cushion.
    1.5.1.3. Keeping the upper legs nearly horizontal by supporting 
them just behind the knees.
    1.5.2. After all lifting devices have been removed from the ATD:
    1.5.2.1. Rock it slightly to settle it into the seat.
    1.5.2.2. Separate the knees by about 4 inches (100 mm).
    1.5.2.3. Set the ES-2re's head at approximately the midpoint of the 
available range of z-axis rotation (to align the head and torso 
midsagittal planes).
    1.5.2.4. Position the ES-2re's arms at the joint's mechanical 
detent that puts them at approximately a 40-degree angle with respect 
to the torso. Position the Hybrid-II ATD hands on top of its upper 
legs.
    1.5.2.5. Position the feet such that the centerlines of the lower 
legs are approximately parallel to a lateral vertical plane (in the 
airplane coordinate system).
    1.5.3. ATD clothing: Clothe each ATD in form-fitting, mid-calf-
length (minimum) pants and shoes (size 11E), all clothing weighing 
about 2.5 lb (1.1 Kg) total. The color of the clothing should be in 
contrast to the color of the restraint system. The ES-2re jacket is 
sufficient for torso clothing, although a form-fitting shirt may be 
used in addition if desired.
    1.5.4. ES-2re ATD lateral instrumentation: The rib-module linear 
slides are directional, i.e., deflection occurs in either a positive or 
negative ATD y-axis direction. The modules must be installed such that 
the moving end of the rib module is toward the front of the airplane. 
The three abdominal-force sensors must be installed such that they are 
on the side of the ATD toward the front of the airplane.
    1.6. The combined horizontal/vertical test, required by Sec.  
25.562(b)(1) and these special conditions, must be conducted with a 
Hybrid II ATD (49 CFR part 572, subpart B, as specified in Sec.  
25.562), or equivalent, occupying each seat position.
    1.7. The design and installation of seatbelt buckles must prevent 
unbuckling due to applied inertial forces or impact of the hands/arms 
of the occupant during an emergency landing.
    1.8. Inflatable-airbag systems must be active during all dynamic 
tests conducted to show compliance with Sec.  25.562.
    2. Additional performance measures applicable to tests and rational 
analysis conducted to show compliance with Sec. Sec.  25.562 and 25.785 
for side-facing seats:
    2.1. Body-to-body contact: Contact between the head, pelvis, torso, 
or shoulder area of one ATD with the adjacent-seated ATD's head, 
pelvis, torso, or shoulder area is not allowed. Contact during rebound 
is allowed.
    2.2. Thoracic: The deflection of any of the ES-2re ATD upper, 
middle, and lower ribs must not exceed 1.73 inches (44 mm). Data must 
be processed as defined in Federal Motor Vehicle Safety Standards 
(FMVSS) 571.214.
    2.3. Abdominal: The sum of the measured ES-2re ATD front, middle, 
and rear abdominal forces must not exceed 562 lbs (2,500 N). Data must 
be

[[Page 49945]]

processed as defined in FMVSS 571.214.
    2.4. Pelvic: The pubic symphysis force measured by the ES-2re ATD 
must not exceed 1,350 lbs (6,000 N). Data must be processed as defined 
in FMVSS 571.214.
    2.5. Leg: Axial rotation of the upper leg (femur) must be limited 
to 35 degrees in either direction from the nominal seated position.
    2.6. Neck: As measured by the ES-2re ATD and filtered at CFC 600 as 
defined in SAE J211:
    2.6.1. The upper-neck tension force at the occipital condyle (O.C.) 
location must be less than 405 lb (1,800 N).
    2.6.2. The upper-neck compression force at the O.C. location must 
be less than 405 lb (1,800 N).
    2.6.3. The upper-neck bending torque about the ATD x-axis at the 
O.C. location must be less than 1,018 in.-lb (115 N-m).
    2.6.4. The upper-neck resultant shear force at the O.C. location 
must be less than 186 lb (825 N).
    2.7. Occupant (ES-2re ATD) retention: The pelvic restraint must 
remain on the ES-2re ATD's pelvis during the impact and rebound phases 
of the test. The upper-torso restraint straps (if present) must remain 
on the ATD's shoulder during the impact.
    2.8. Occupant (ES-2re ATD) support:
    2.8.1. Pelvis excursion: The load-bearing portion of the bottom of 
the ATD pelvis must not translate beyond the edges of its seat's bottom 
seat-cushion supporting structure.
    2.8.2. Upper-torso support: The lateral flexion of the ATD torso 
must not exceed 40 degrees from the normal upright position during the 
impact.
    3. For seats with an airbag system, show that the airbag system 
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 95th 
percentile male. The airbag system must provide a consistent approach 
to energy absorption throughout that range of occupants. When the seat 
systems include airbag systems, the systems must be included in each of 
the certification tests as they would be installed in the airplane. In 
addition, the following situations must be considered:
    3.1. The seat occupant is holding an infant.
    3.2. The seat occupant is a pregnant woman.
    4. The airbag systems 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.
    5. The design must prevent the airbag systems from being either 
incorrectly buckled or incorrectly installed, such that the airbag 
systems 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.
    6. It must be shown that the airbag system 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 environment conditions (vibrations, 
moisture, etc.) likely to occur in service.
    7. Deployment of the airbag system must not introduce injury 
mechanisms to the seated occupant, nor result in injuries that could 
impede rapid egress. This assessment should include an occupant whose 
restraint is loosely fastened.
    8. It must be shown that inadvertent deployment of the airbag 
system, 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.
    9. It must be shown that the airbag system will not impede rapid 
egress of occupants 10 seconds after airbag deployment.
    10. The airbag systems 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 apply to these special conditions for the purpose of 
measuring lightning and HIRF protection.
    11. The airbag system 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 systems does not have to be considered.
    12. It must be shown that the airbag system will not release 
hazardous quantities of gas or particulate matter into the cabin.
    13. The airbag system installations must be protected from the 
effects of fire such that no hazard to occupants will result.
    14. A means must be available for a crew member to verify the 
integrity of the airbag system's 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.
    15. The inflatable material may not have an average burn rate of 
greater than 2.5 inches/minute when tested using the horizontal 
flammability test defined in 14 CFR part 25, appendix F, part I, 
paragraph (b)(5).
    16. The airbag system, once deployed, must not adversely affect the 
emergency lighting system (e.g., block floor proximity lights to the 
extent that the lights no longer meet their intended function).

    Issued in Renton, Washington, on August 5, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-20300 Filed 8-17-15; 8:45 am]
 BILLING CODE 4910-13-P