Special Conditions: Cessna Airplane Company Model 680A Airplane, Side-Facing Seats Equipped With Airbag Systems, 60275-60281 [2015-25277]
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Rules and Regulations
Federal Register
Vol. 80, No. 193
Tuesday, October 6, 2015
This section of the FEDERAL REGISTER
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REGISTER issue of each week.
RIN 3052–AD07
Farm Credit Administration.
Notice of effective date.
AGENCY:
Federal Aviation Administration
The Farm Credit
Administration (FCA, we, Agency or
our) amended our regulations to change
the address for a field office as a result
of a recent office relocation. In
accordance with the law, the effective
date of the rule is no earlier than 30
days from the date of publication in the
Federal Register during which either or
both Houses of Congress are in session.
DATES: Effective Date: Under the
authority of 12 U.S.C. 2252, the
regulation amending 12 CFR part 600
published on July 14, 2015 (80 FR
40896) is effective October 6, 2015.
FOR FURTHER INFORMATION CONTACT:
Michael T. Wilson, Policy Analyst,
Office of Regulatory Policy, Farm Credit
Administration, McLean, VA 22102–
5090, (703) 883–4124, TTY (703) 883–
4056, or Jane Virga, Senior Counsel,
Office of General Counsel, Farm Credit
Administration, McLean, VA 22102–
5090, (703) 883–4071, TTY (703) 883–
4056.
The Farm
Credit Administration amended our
regulations to change the address for a
field office as a result of a recent office
relocation. In accordance with 12 U.S.C.
2252, the effective date of the final rule
is no earlier than 30 days from the date
of publication in the Federal Register
during which either or both Houses of
Congress are in session. Based on the
records of the sessions of Congress, the
effective date of the regulations is
October 6, 2015.
(12 U.S.C. 2252(a)(9) and (10))
SUPPLEMENTARY INFORMATION:
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Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
SUMMARY:
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DEPARTMENT OF TRANSPORTATION
Special Conditions: Cessna Airplane
Company Model 680A Airplane, SideFacing Seats Equipped With Airbag
Systems
Organization and Functions; Field
Office Locations
16:54 Oct 05, 2015
BILLING CODE 6705–01–P
[Docket No. FAA–2015–2271; Special
Conditions No. 25–602–SC]
12 CFR Part 600
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[FR Doc. 2015–25294 Filed 10–5–15; 8:45 am]
14 CFR Part 25
FARM CREDIT ADMINISTRATION
ACTION:
Dated: September 30, 2015.
Dale L. Aultman,
Secretary, Farm Credit Administration Board.
These special conditions are
issued 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 sidefacing seats equipped with airbag
systems. 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: Effective November 5, 2015.
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:
SUMMARY:
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,
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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
turbofan engines.
The 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-handbelted, 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 occupantprotection system.
Type Certification Basis
Under the provisions of § 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 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
§ 21.16.
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Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Rules and Regulations
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 § 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 noisecertification 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.
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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 singleplace 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 multipleplace 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 aftfacing 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 seatperformance 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
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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
conditions applicable to the Model
680A airplane’s side-facing seats.
These special conditions allow
installation of an airbag system for a
two-place side-facing seat and a singleplace 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 passengercabin 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.
Section 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 § 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.
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Because §§ 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 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, inflatableairbag 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.
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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 passengersafety 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 uppertorso 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 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-airbag systems
are, in general, active systems and must
be relied upon to activate properly
when needed, as opposed to an energyabsorbing pad or upper torso restraint
that is passive and always available.
Therefore, the potential advantages
must be balanced against this and other
potential disadvantages in developing
standards for this design feature.
The FAA considers the installation of
inflatable-airbag systems to have two
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primary safety concerns: First, that they
perform properly under foreseeable
operating conditions, and second, that
they do not perform in a manner or at
such times as would constitute a hazard
to the airplane or occupants. This latter
point has the potential to be the more
rigorous of the requirements, owing to
the active nature of the system.
The inflatable-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 § 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 selftest 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,
§ 25.1316, and HIRF, § 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
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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 inflatableairbag system. Because an actual crash
is frequently composed of a series of
impacts before the airplane comes to
rest, this could render the inflatableairbag 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 twoyear-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
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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 § 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 inflatableairbag 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 inflatableairbag 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: § 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 special
conditions to be applicable to the
Cessna design configuration.
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. 25–15–06–SC for the Cessna Model
680A airplane was published in the
Federal Register on August 18, 2015 (80
FR 49938). No comments were received,
and the special conditions are adopted
as proposed.
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
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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.
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 Cessna Model
680A airplanes.
In addition to the requirements of
§§ 25.562 and 25.785, the following
special conditions 1 and 2 are 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 part of the
type certification basis.
1. Additional requirements applicable
to tests or rational analysis conducted to
show compliance with §§ 25.562 and
25.785 for side-facing seats:
1.1. The longitudinal tests conducted
in accordance with § 25.562(b)(2), to
show compliance with the seat-strength
requirements of § 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
§ 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,
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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 § 25.562(b)(2), to
show compliance with the injury
assessments required by § 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 § 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.
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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 malesized 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
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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.
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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.
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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
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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 § 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 § 25.562), or
equivalent, occupying each seat
position.
PO 00000
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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
§ 25.562.
2. Additional performance measures
applicable to tests and rational analysis
conducted to show compliance with
§§ 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
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Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Rules and Regulations
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 loadbearing portion of the bottom of the
ATD pelvis must not translate beyond
the edges of its seat’s bottom seatcushion 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
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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
§ 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 highintensity radiated fields (HIRF). The
threats to the airplane specified in
existing regulations regarding lighting,
§ 25.1316, and HIRF, § 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 airbagsystem deployment function alone (i.e.,
independent of the conditional event
that requires the airbag-system
PO 00000
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60281
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, September
25, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2015–25277 Filed 10–5–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–1046; Directorate
Identifier 2014–NM–021–AD; Amendment
39–18286; AD 2015–20–07]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
Bombardier, Inc. Model CL–600–2C10
(Regional Jet Series 700, 701, & 702),
CL–600–2D15 (Regional Jet Series 705),
and CL–600–2D24 (Regional Jet Series
900) airplanes. This AD was prompted
by a determination that no instructions
for continued airworthiness exist for the
nose landing gear (NLG) alternate
extension actuator of the NLG alternate
release system. This AD requires
revising the maintenance or inspection
program, as applicable, to incorporate a
new airworthiness limitation task for
the NLG alternate extension actuator.
We are issuing this AD to prevent
failure of the NLG alternate release
system and, if the normal NLG
extension system also fails, failure of the
NLG to extend, and consequent damage
to the airplane and injury to occupants.
DATES: This AD becomes effective
November 10, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of November 10, 2015.
SUMMARY:
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[Federal Register Volume 80, Number 193 (Tuesday, October 6, 2015)]
[Rules and Regulations]
[Pages 60275-60281]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-25277]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2015-2271; Special Conditions No. 25-602-SC]
Special Conditions: Cessna Airplane Company Model 680A Airplane,
Side-Facing Seats Equipped With Airbag Systems
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued 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 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 November 5, 2015.
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:
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 turbofan
engines.
The 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
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.
[[Page 60276]]
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 conditions applicable to the Model 680A airplane's side-facing
seats.
These 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.
Section 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 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.
[[Page 60277]]
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 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
[[Page 60278]]
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 special conditions to be
applicable to the Cessna design configuration.
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. 25-15-06-SC for the
Cessna Model 680A airplane was published in the Federal Register on
August 18, 2015 (80 FR 49938). No comments were received, and the
special conditions are adopted as proposed.
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.
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 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 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 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.
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[GRAPHIC] [TIFF OMITTED] TR06OC15.002
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.
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[GRAPHIC] [TIFF OMITTED] TR06OC15.003
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 60281]]
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, September 25, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-25277 Filed 10-5-15; 8:45 am]
BILLING CODE 4910-13-P
