Special Conditions: VT DRB Aviation Consultants, Boeing Model 777-200 Airplanes; Installation of an Airbag System in Shoulder Belts, 16893-16895 [2017-06930]
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Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules and Regulations
nlaroche on DSK30NT082PROD with RULES
power unit (APU). The design must
provide this capability in addition to the
electrical capability required by existing
part 25 requirements related to
operation with all engines inoperative.
3. The airplane emergency electrical
power system must be designed to
supply:
a. Electrical power required for
immediate safety, which must continue
to operate without the need for crew
action following the loss of the normal
electrical power, for a duration
sufficient to allow reconfiguration to
provide a non-time-limited source of
electrical power.
b. Electrical power required for
continued safe flight and landing for the
maximum diversion time.
4. If Bombardier uses APU-generated
electrical power to satisfy the
requirements of these special
conditions, and if reaching a suitable
runway for landing is beyond the
capacity of the battery systems, then the
APU must be able to be started under
any foreseeable flight condition prior to
the depletion of the battery, or the
restoration of normal electrical power,
whichever occurs first. Flight test must
demonstrate this capability at the most
critical condition.
a. Bombardier must show that the
APU will provide adequate electrical
power for continued safe flight and
landing.
b. The airplane flight manual (AFM)
must incorporate non-normal
procedures that direct the pilot to take
appropriate actions to activate the APU
after loss of normal engine-driven
generated electrical power.
5. As part of showing compliance
with these special conditions, the tests
to demonstrate loss of all normal
electrical power must also take into
account the following:
a. The assumption that the failure
condition occurs during night
instrument meteorological conditions
(IMC) at the most critical phase of the
flight, relative to the worst possible
electrical-power distribution and
equipment-loads-demand condition.
b. After the un-restorable loss of
normal engine-generator power, the
airplane engine restart capability is
provided and operations continued in
IMC.
c. The airplane is demonstrated to be
capable of continued safe flight and
landing. The length of time must be
computed based on the maximum
diversion time capability for which the
airplane is being certified. Bombardier
must account for airspeed reductions
resulting from the associated failure or
failures.
VerDate Sep<11>2014
14:50 Apr 06, 2017
Jkt 241001
d. The airplane must provide
adequate indication of loss of normal
electrical power to direct the pilot to the
non-normal procedures, and the AFM
must incorporate non-normal
procedures that will direct the pilot to
take appropriate actions.
Issued in Renton, Washington, on March
31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–06929 Filed 4–6–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2017–0126; Special
Conditions No. 25–654–SC]
Special Conditions: VT DRB Aviation
Consultants, Boeing Model 777–200
Airplanes; Installation of an Airbag
System in Shoulder Belts
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing Model 777–200
airplane. This airplane, as modified by
VT DRB Aviation Consultants (VT DRB),
will have a novel or unusual design
feature when compared to the state of
technology envisioned in the
airworthiness standards for transportcategory airplanes. This design feature
is an airbag system installed in shoulder
belts. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: This action is effective on VT
DRB Aviation Consultants on April 7,
2017. We must receive your comments
by May 22, 2017.
ADDRESSES: Send comments identified
by docket number FAA–2017–0126
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
SUMMARY:
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16893
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to 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: John
Shelden, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2785; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected airplanes.
In addition, the substance of these
special conditions has been subject to
the public-comment process in several
prior instances with no substantive
comments received. The FAA therefore
finds that good cause exists for making
these special conditions effective upon
publication in the Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
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16894
Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules and Regulations
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 July 10, 2015, VT DRB applied for
a supplemental type certificate to install
an airbag system in shoulder belts on
Boeing Model 777–200 airplanes. The
Boeing Model 777–200 airplane, as
modified by VT DRB, is a veryimportant-person (VIP) interior-design
derivative of the Boeing Model 777
airplanes currently approved under
Type Certificate No. T00001SE. The
modified airplane will have seating for
52 passengers and 7 crewmembers.
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Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.101,
VT DRB must show that the Boeing
Model 777–200 airplane, as changed,
continues to meet the applicable
provisions of the regulations listed in
Type Certificate No. T00001SE or the
applicable regulations in effect on the
date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Boeing Model 777–200 airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
these special conditions would also
apply to the other model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Boeing Model 777–200
airplane, as changed, must comply with
the fuel-vent and exhaust-emission
requirements of 14 CFR part 34, and the
noise-certification requirements of 14
CFR part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type certification basis under
§ 21.101.
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14:50 Apr 06, 2017
Jkt 241001
Novel or Unusual Design Feature
The Boeing Model 777–200 airplane
will incorporate the following novel or
unusual design feature: An airbag
system in shoulder belts of multipleplace side-facing seats. Inflatable airbag
devices are designed to limit occupant
forward excursion in the event of an
accident. While their use is now
standard in the automotive industry,
their use is novel or unusual for
commercial aviation.
Discussion
The applicant is installing, as a
voluntary safety measure in the VT DRB
interior, airbags (inflatable restraints) in
the shoulder belts of multiple-place
side-facing seats. The applicable
airworthiness regulations have no
regulations for this particular feature.
Therefore, special conditions are
necessary.
The certification basis of this
modification includes Special Federal
Aviation Regulation (SFAR) 109, section
4(b), which specifies the injury criteria
for this seating orientation. These
special conditions, like special
conditions previously issued on
airplanes with side-facing seats
incorporating airbag systems, address
the safety issues inherent in this seating
orientation when using airbag systems
to meet the injury criteria.
SFAR 109, section 4(b) incorporates
by reference the requirements of
§ 25.562(c)(1) through (c)(6). Section
25.562(c) requires that the restraints
remain on the shoulders and pelvises of
the occupants during impact. Advisory
Circular (AC) 25.562–1B, ‘‘Dynamic
Evaluation of Seat Restraint Systems
and Occupant Protection on Transport
Airplanes,’’ dated January 10, 2006,
clarifies this requirement by stating that
restraints must remain on the shoulders
and pelvises when loaded by the
occupants. This criterion is necessary to
protect the occupants from serious
injuries that could be caused by lap-belt
contact forces applied to soft tissue, or
by ineffectively restraining the upper
torsos in the event the upper-torso
restraints slide off the shoulders. In
forward-facing seats (the type
specifically addressed in that AC),
occupant motion during rebound, and
any subsequent re-loading of the belts,
is limited by interaction with the seat
backs. However, in side-facing seats
subjected to a forward impact, the
restraint systems may be the only means
of limiting the occupants’ rearward
(rebound) motion.
Also as discussed by the FAA in
previous special conditions, the
installation of airbag systems in
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Sfmt 4700
shoulder belts have two additional
safety concerns: That the systems
perform properly under foreseeable
operating conditions, and that the
systems do not perform in a manner or
at such times as would constitute a
hazard to the occupants. These special
conditions address those concerns.
These special conditions are derived
not only from similar previously-issued
special conditions, but also from special
conditions the FAA has issued for
airbag systems on lap belts, with some
changes to address the issues specific to
side-facing seats.
The special conditions are not an
installation approval. Therefore, while
the special conditions relate to each
such system installed, the overall
installation approval is a separate
finding and must consider the combined
effects of all such systems installed.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 777–200 airplane as modified by
VT DRB. Should VT DRB apply at a
later date for a supplemental type
certificate to modify any other model
included on Type Certificate No.
T00001SE to incorporate the same novel
or unusual design feature, these special
conditions would apply to that model as
well.
Conclusion
This action affects only one novel or
unusual design feature on one model of
airplane. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of this feature on the airplane.
The substance of these special
conditions has been subject to the notice
and comment period in several prior
instances, and has been derived without
substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. Therefore, because a
delay would significantly affect the
certification of the airplane, which is
imminent, the FAA has determined that
prior public notice and comment are
unnecessary and impracticable, and
good cause exists for adopting these
special conditions upon publication in
the Federal Register. The FAA is
requesting comments to allow interested
persons to submit views that may not
have been submitted in response to the
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Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules and Regulations
prior opportunities for comment
described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for Boeing Model 777–200
airplanes modified by VT DRB Aviation
Consultants.
1. For seats with an airbag system in
the shoulder belts, show that the airbag
system in the shoulder belt will deploy
and provide protection under crash
conditions where it is necessary to
prevent serious injury. The means of
protection must take into consideration
a range of stature from a 2-year-old child
to a 95th percentile male. The airbag
system in the shoulder belt must
provide a consistent approach to energy
absorption throughout that range of
occupants. When the seat system
includes an airbag system, that system
must be included in each of the
certification tests as it would be
installed in the airplane. In addition, the
following situations must be considered:
a. The seat occupant is holding an
infant.
b. The seat occupant is a pregnant
woman.
2. The airbag system in the shoulder
belt must provide adequate protection
for each occupant regardless of the
number of occupants of the seat
assembly, considering that unoccupied
seats may have an active airbag system
in the shoulder belt.
3. The design must prevent the airbag
system in the shoulder belt from being
either incorrectly buckled or incorrectly
installed, such that the airbag system in
the shoulder belt would not properly
deploy. Alternatively, it must be shown
that such deployment is not hazardous
to the occupant, and will provide the
required injury protection.
4. It must be shown that the airbag
system in the shoulder belt is not
susceptible to inadvertent deployment
as a result of wear and tear, or inertial
loads resulting from in-flight or ground
maneuvers (including gusts and hard
landings), and other operating and
environmental conditions (vibrations,
moisture, etc.) likely to occur in service.
5. Deployment of the airbag system in
the shoulder belt must not injure the
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■
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14:50 Apr 06, 2017
Jkt 241001
seated occupant, including injuries that
could impede rapid egress. This
assessment should include an occupant
whose belt is loosely fastened.
6. It must be shown that inadvertent
deployment of the airbag system in the
shoulder belt, during the most critical
part of the flight, will either meet the
requirement of § 25.1309(b) or not cause
a hazard to the airplane or its occupants.
7. It must be shown that the airbag
system in the shoulder belt will not
impede rapid egress of occupants 10
seconds after airbag deployment.
8. The airbag system must be
protected from lightning and highintensity radiated fields (HIRF). The
threats to the airplane specified in
existing regulations regarding lighting,
§ 25.1316, and HIRF, § 25.1317, are
incorporated by reference for the
purpose of measuring lightning and
HIRF protection.
9. The airbag system in the shoulder
belt must function properly after loss of
normal aircraft electrical power, and
after a transverse separation of the
fuselage at the most critical location. A
separation at the location of the airbag
system in the shoulder belt does not
have to be considered.
10. It must be shown that the airbag
system in the shoulder belt will not
release hazardous quantities of gas or
particulate matter into the cabin.
11. The airbag system in the shoulderbelt installation must be protected from
the effects of in-flight fire such that no
hazard to occupants will result.
12. A means must be available for a
crewmember to verify the integrity of
the airbag system in the shoulder-belt
activation system prior to each flight, or
it must be demonstrated to reliably
operate between inspection intervals.
The FAA considers that the loss of the
airbag-system deployment function
alone (i.e., independent of the
conditional event that requires the
airbag-system deployment) is a majorfailure condition.
13. The inflatable material may not
have an average burn rate of greater than
2.5 inches/minute when tested using the
horizontal flammability test defined in
part 25, appendix F, part I, paragraph
(b)(5).
14. The airbag system in the shoulder
belt, once deployed, must not adversely
affect the emergency-lighting system
(i.e., block floor proximity lights to the
extent that the lights no longer meet
their intended function).
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16895
Issued in Renton, Washington, on March
31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–06930 Filed 4–6–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–3257; Directorate
Identifier 2015–SW–072–AD; Amendment
39–18846; AD 2017–07–08]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters Deutschland GmbH
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for Airbus
Helicopters Deutschland GmbH (Airbus
Helicopters) Model MBB–BK 117 D–2
helicopters. This AD requires
repetitively inspecting the engine mount
bushings. This AD was prompted by
reports of delaminated and worn
bushings. The actions of this AD are
intended to prevent an unsafe condition
on these products.
DATES: This AD is effective May 12,
2017.
SUMMARY:
For service information
identified in this final rule, contact
Airbus Helicopters, 2701 N. Forum
Drive, Grand Prairie, TX 75052;
telephone (972) 641–0000 or (800) 232–
0323; fax (972) 641–3775; or at https://
www.airbushelicopters.com/techpub.
You may review a copy of the
referenced service information at the
FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood
Pkwy, Room 6N–321, Fort Worth, TX
76177.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
3257; or in person at the Docket
Operations Office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this AD, the European Aviation
Safety Agency (EASA) AD, the
economic evaluation, any comments
received, and other information. The
street address for the Docket Operations
Office (phone: 800–647–5527) is U.S.
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Agencies
[Federal Register Volume 82, Number 66 (Friday, April 7, 2017)]
[Rules and Regulations]
[Pages 16893-16895]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-06930]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2017-0126; Special Conditions No. 25-654-SC]
Special Conditions: VT DRB Aviation Consultants, Boeing Model
777-200 Airplanes; Installation of an Airbag System in Shoulder Belts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Boeing Model 777-
200 airplane. This airplane, as modified by VT DRB Aviation Consultants
(VT DRB), will have a novel or unusual design feature when compared to
the state of technology envisioned in the airworthiness standards for
transport-category airplanes. This design feature is an airbag system
installed in shoulder belts. The applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: This action is effective on VT DRB Aviation Consultants on April
7, 2017. We must receive your comments by May 22, 2017.
ADDRESSES: Send comments identified by docket number FAA-2017-0126
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/and follow the online instructions for sending your
comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478), as well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to 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: John Shelden, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone 425-227-2785; facsimile 425-227-1320.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions is
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
airplanes.
In addition, the substance of these special conditions has been
subject to the public-comment process in several prior instances with
no substantive comments received. The FAA therefore finds that good
cause exists for making these special conditions effective upon
publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special
[[Page 16894]]
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 July 10, 2015, VT DRB applied for a supplemental type
certificate to install an airbag system in shoulder belts on Boeing
Model 777-200 airplanes. The Boeing Model 777-200 airplane, as modified
by VT DRB, is a very-important-person (VIP) interior-design derivative
of the Boeing Model 777 airplanes currently approved under Type
Certificate No. T00001SE. The modified airplane will have seating for
52 passengers and 7 crewmembers.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.101, VT DRB must show that the Boeing Model 777-200 airplane,
as changed, continues to meet the applicable provisions of the
regulations listed in Type Certificate No. T00001SE or the applicable
regulations in effect on the date of application for the change, except
for earlier amendments as agreed upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 777-200 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 applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
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 Boeing Model 777-200 airplane, as changed, 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 Feature
The Boeing Model 777-200 airplane will incorporate the following
novel or unusual design feature: An airbag system in shoulder belts of
multiple-place side-facing seats. Inflatable airbag devices are
designed to limit occupant forward excursion in the event of an
accident. While their use is now standard in the automotive industry,
their use is novel or unusual for commercial aviation.
Discussion
The applicant is installing, as a voluntary safety measure in the
VT DRB interior, airbags (inflatable restraints) in the shoulder belts
of multiple-place side-facing seats. The applicable airworthiness
regulations have no regulations for this particular feature. Therefore,
special conditions are necessary.
The certification basis of this modification includes Special
Federal Aviation Regulation (SFAR) 109, section 4(b), which specifies
the injury criteria for this seating orientation. These special
conditions, like special conditions previously issued on airplanes with
side-facing seats incorporating airbag systems, address the safety
issues inherent in this seating orientation when using airbag systems
to meet the injury criteria.
SFAR 109, section 4(b) incorporates by reference the requirements
of Sec. 25.562(c)(1) through (c)(6). Section 25.562(c) requires that
the restraints remain on the shoulders and pelvises of the occupants
during impact. Advisory Circular (AC) 25.562-1B, ``Dynamic Evaluation
of Seat Restraint Systems and Occupant Protection on Transport
Airplanes,'' dated January 10, 2006, clarifies this requirement by
stating that restraints must remain on the shoulders and pelvises when
loaded by the occupants. This criterion is necessary to protect the
occupants from serious injuries that could be caused by lap-belt
contact forces applied to soft tissue, or by ineffectively restraining
the upper torsos in the event the upper-torso restraints slide off the
shoulders. In forward-facing seats (the type specifically addressed in
that AC), occupant motion during rebound, and any subsequent re-loading
of the belts, is limited by interaction with the seat backs. However,
in side-facing seats subjected to a forward impact, the restraint
systems may be the only means of limiting the occupants' rearward
(rebound) motion.
Also as discussed by the FAA in previous special conditions, the
installation of airbag systems in shoulder belts have two additional
safety concerns: That the systems perform properly under foreseeable
operating conditions, and that the systems do not perform in a manner
or at such times as would constitute a hazard to the occupants. These
special conditions address those concerns.
These special conditions are derived not only from similar
previously-issued special conditions, but also from special conditions
the FAA has issued for airbag systems on lap belts, with some changes
to address the issues specific to side-facing seats.
The special conditions are not an installation approval. Therefore,
while the special conditions relate to each such system installed, the
overall installation approval is a separate finding and must consider
the combined effects of all such systems installed.
These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 777-200 airplane as modified by VT DRB. Should VT DRB
apply at a later date for a supplemental type certificate to modify any
other model included on Type Certificate No. T00001SE to incorporate
the same novel or unusual design feature, these special conditions
would apply to that model as well.
Conclusion
This action affects only one novel or unusual design feature on one
model of airplane. It is not a rule of general applicability and
affects only the applicant who applied to the FAA for approval of this
feature on the airplane.
The substance of these special conditions has been subject to the
notice and comment period in several prior instances, and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. Therefore, because a delay would
significantly affect the certification of the airplane, which is
imminent, the FAA has determined that prior public notice and comment
are unnecessary and impracticable, and good cause exists for adopting
these special conditions upon publication in the Federal Register. The
FAA is requesting comments to allow interested persons to submit views
that may not have been submitted in response to the
[[Page 16895]]
prior opportunities for comment described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Boeing Model 777-200 airplanes
modified by VT DRB Aviation Consultants.
1. For seats with an airbag system in the shoulder belts, show that
the airbag system in the shoulder belt will deploy and provide
protection under crash conditions where it is necessary to prevent
serious injury. The means of protection must take into consideration a
range of stature from a 2-year-old child to a 95th percentile male. The
airbag system in the shoulder belt must provide a consistent approach
to energy absorption throughout that range of occupants. When the seat
system includes an airbag system, that system must be included in each
of the certification tests as it would be installed in the airplane. In
addition, the following situations must be considered:
a. The seat occupant is holding an infant.
b. The seat occupant is a pregnant woman.
2. The airbag system in the shoulder belt must provide adequate
protection for each occupant regardless of the number of occupants of
the seat assembly, considering that unoccupied seats may have an active
airbag system in the shoulder belt.
3. The design must prevent the airbag system in the shoulder belt
from being either incorrectly buckled or incorrectly installed, such
that the airbag system in the shoulder belt would not properly deploy.
Alternatively, it must be shown that such deployment is not hazardous
to the occupant, and will provide the required injury protection.
4. It must be shown that the airbag system in the shoulder belt is
not susceptible to inadvertent deployment as a result of wear and tear,
or inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings), and other operating and
environmental conditions (vibrations, moisture, etc.) likely to occur
in service.
5. Deployment of the airbag system in the shoulder belt must not
injure the seated occupant, including injuries that could impede rapid
egress. This assessment should include an occupant whose belt is
loosely fastened.
6. It must be shown that inadvertent deployment of the airbag
system in the shoulder belt, during the most critical part of the
flight, will either meet the requirement of Sec. 25.1309(b) or not
cause a hazard to the airplane or its occupants.
7. It must be shown that the airbag system in the shoulder belt
will not impede rapid egress of occupants 10 seconds after airbag
deployment.
8. The airbag system must be protected from lightning and high-
intensity radiated fields (HIRF). The threats to the airplane specified
in existing regulations regarding lighting, Sec. 25.1316, and HIRF,
Sec. 25.1317, are incorporated by reference for the purpose of
measuring lightning and HIRF protection.
9. The airbag system in the shoulder belt must function properly
after loss of normal aircraft electrical power, and after a transverse
separation of the fuselage at the most critical location. A separation
at the location of the airbag system in the shoulder belt does not have
to be considered.
10. It must be shown that the airbag system in the shoulder belt
will not release hazardous quantities of gas or particulate matter into
the cabin.
11. The airbag system in the shoulder-belt installation must be
protected from the effects of in-flight fire such that no hazard to
occupants will result.
12. A means must be available for a crewmember to verify the
integrity of the airbag system in the shoulder-belt activation system
prior to each flight, or it must be demonstrated to reliably operate
between inspection intervals. The FAA considers that the loss of the
airbag-system deployment function alone (i.e., independent of the
conditional event that requires the airbag-system deployment) is a
major-failure condition.
13. The inflatable material may not have an average burn rate of
greater than 2.5 inches/minute when tested using the horizontal
flammability test defined in part 25, appendix F, part I, paragraph
(b)(5).
14. The airbag system in the shoulder belt, once deployed, must not
adversely affect the emergency-lighting system (i.e., block floor
proximity lights to the extent that the lights no longer meet their
intended function).
Issued in Renton, Washington, on March 31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2017-06930 Filed 4-6-17; 8:45 am]
BILLING CODE 4910-13-P