Special Conditions: Textron Aviation Inc. Model 700 Series Airplanes; Side-Facing Seats-Installation of Airbag Systems, 15304-15310 [2018-07278]
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Federal Register / Vol. 83, No. 69 / Tuesday, April 10, 2018 / Rules and Regulations
Qj = (Tj)(Pj)
Where:
Tj = Average time spent in failure condition
j (in hours)
Pj = Probability of occurrence of failure mode
j (per hour)
Note: If Pj is greater than 10¥3 per flight
hour then a 1.5 factor of safety must be
applied to all limit load conditions specified
in Subpart C.
V′ = Clearance speed as defined by
§ 25.629(b)(2).
V″ = Clearance speed as defined by
§ 25.629(b)(1).
Qj = (Tj)(Pj) where:
Tj = Average time spent in failure condition
j (in hours)
Pj = Probability of occurrence of failure mode
j (per hour)
jstallworth on DSKBBY8HB2PROD with RULES
Note: If Pj is greater than 10¥3 per flight
hour, then the flutter clearance speed must
not be less than V″.
vi. Freedom from aeroelastic
instability must also be shown up to V′
in Figure 3 above, for any probable
system failure condition combined with
any damage required or selected for
investigation by § 25.571(b).
c. Consideration of certain failure
conditions may be required by other
sections of 14 CFR part 25 regardless of
calculated system reliability. Where
analysis shows the probability of these
failure conditions to be less than 10¥9
per flight hour, criteria other than those
specified in this paragraph may be used
for structural substantiation to show
continued safe flight and landing.
7. Failure indications. For system
failure detection and indication, the
following apply:
a. The system must be checked for
failure conditions, not extremely
improbable, that degrade the structural
capability below the level required by
part 25 or significantly reduce the
reliability of the remaining system. As
far as reasonably practicable, the flight
crew must be made aware of these
failures before flight. Certain elements
of the control system, such as
mechanical and hydraulic components,
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iii. For residual strength
substantiation, the airplane must be able
to withstand two thirds of the ultimate
loads defined in paragraph (6)(b)(ii) of
the special condition. For pressurized
cabins, these loads must be combined
with the normal operating differential
pressure.
iv. If the loads induced by the failure
condition have a significant effect on
fatigue or damage tolerance then their
effects must be taken into account.
v. Freedom from aeroelastic
instability must be shown up to a speed
determined from Figure 3. Flutter
clearance speeds V′ and V″ may be
based on the speed limitation specified
for the remainder of the flight using the
margins defined by § 25.629(b).
may use special periodic inspections,
and electronic components may use
daily checks, in lieu of detection and
indication systems to achieve the
objective of this requirement. These
certification maintenance requirements
must be limited to components that are
not readily detectable by normal
detection and indication systems and
where service history shows that
inspections will provide an adequate
level of safety.
b. The existence of any failure
condition, not extremely improbable,
during flight that could significantly
affect the structural capability of the
airplane and for which the associated
reduction in airworthiness can be
minimized by suitable flight limitations,
must be signaled to the flight crew. For
example, failure conditions that result
in a factor of safety between the airplane
strength and the loads of 14 CFR part
25, subpart C, below 1.25, or flutter
margins below V″, must be signaled to
the crew during flight.
8. Dispatch with known failure
conditions. If the airplane is to be
dispatched in a known system failure
condition that affects structural
performance, or affects the reliability of
the remaining system to maintain
structural performance, then the
provisions of this special condition
must be met, including the provisions of
paragraph (5) for the dispatched
condition, and paragraph (6) for
subsequent failures. Expected
operational limitations may be taken
into account in establishing Pj as the
probability of failure occurrence for
determining the safety margin in Figure
1. Flight limitations and expected
operational limitations may be taken
into account in establishing Qj as the
combined probability of being in the
dispatched failure condition and the
subsequent failure condition for the
safety margins in Figures 2 and 3. These
limitations must be such that the
probability of being in this combined
failure state and then subsequently
encountering limit load conditions is
extremely improbable. No reduction in
these safety margins is allowed if the
subsequent system failure rate is greater
than 10¥3 per flight hour.
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Issued in Des Moines, Washington.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2018–07277 Filed 4–9–18; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2018–0247; Special
Conditions No. 25–721–SC]
Special Conditions: Textron Aviation
Inc. Model 700 Series Airplanes; SideFacing Seats—Installation of Airbag
Systems
Federal Aviation
Administration (FAA), DOT.
AGENCY:
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Federal Register / Vol. 83, No. 69 / Tuesday, April 10, 2018 / Rules and Regulations
Final special conditions; request
for comments.
ACTION:
These special conditions are
issued for the Textron Aviation Inc.
(Textron), Model 700 series airplanes
that feature an inflatable airbag system
on multiple-place and single-place sidefacing seats (i.e., seats positioned in the
airplane with the occupant facing 90
degrees to the direction of airplane
travel). 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
Textron Aviation Inc. on April 10, 2018.
Send comments on or before May 25,
2018.
SUMMARY:
Send comments identified
by Docket No. FAA–2018–0247 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 website, 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).
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
jstallworth on DSKBBY8HB2PROD with RULES
ADDRESSES:
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New Jersey Avenue SE, Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, FAA, Airframe and Cabin
Safety Section, AIR–675, Transport
Standards Branch, Aircraft Certification
Service, 2200 South 216th St., Des
Moines, Washington 98198–6547,
telephone 206–231–3215, email
Alan.Sinclair@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
unnecessary because the substance of
these special conditions has been
published in the Federal Register for
public comment in several prior
instances with no substantive comments
received. The FAA therefore has
determined that prior public notice and
comment are unnecessary, and finds
that, for the same reason, good cause
exists for making these special
conditions effective upon publication in
the Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
Background
On November 20, 2014, Textron
applied for a type certificate for the
Textron Model 700 series airplanes. The
Textron Model 700 series airplanes are
low-wing, executive jet airplanes with
seating provisions for 2 crewmembers
and up to 12 passengers. These
airplanes will have a maximum takeoff
weight of 38,514 lbs.
Textron’s proposed passenger seating
arrangement(s) include a baseline 9place and an optional 8-place and 10place configuration. The baseline
configuration includes a forward right
hand belted single-place side-facing
seat. An optional 10-place seat
configuration includes a left hand, aftbelted, three-place side-facing couch.
The multiple-place and single-place
side-facing seats can be occupied for
taxi, takeoff, and landing, and
incorporate an inflatable airbag
occupant protection system integrated
into the side-facing seats. The FAA
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determined that inflatable airbag
systems are a novel or unusual design
feature and the existing airworthiness
regulations do not provide adequate or
appropriate safety standards.
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.17,
Textron must show that the Textron
Model 700 series airplanes meet the
applicable provisions of part 25, as
amended by Amendments 25–1 through
25–141.
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 Textron Model 700 series
airplanes because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, these special conditions
would also apply to the other model
under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Textron Model 700
series airplanes 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
§ 21.17(a)(2).
Novel or Unusual Design Features
The Textron Model 700 series
airplanes will incorporate the following
novel or unusual design feature:
An inflatable airbag system on
multiple-place and single-place sidefacing seats installed in Textron Model
700 series airplanes, in order to reduce
the potential for both head and leg
injury in the event of an accident.
Discussion
Side-facing seats are considered a
novel design for transport category
airplanes that include §§ 25.562 and
25.785 at Amendment 25–64 in their
certification basis, and were not
considered when those airworthiness
standards were issued. The FAA has
determined that the existing regulations
do not provide adequate or appropriate
safety standards for occupants of sidefacing seats. To provide a level of safety
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that is equivalent to that afforded to
occupants of forward- and aft-facing
seats, additional airworthiness
standards in the form of special
conditions are necessary.
On June 16, 1988, 14 CFR part 25 was
amended by Amendment 25–64 to
revise the emergency-landing conditions
that must be considered in the design of
transport category airplanes.
Amendment 25–64 revised the staticload conditions in § 25.561, and added
a new § 25.562 that required dynamic
testing for all seats approved for
occupancy during takeoff and landing.
The intent of Amendment 25–64 was to
provide an improved level of safety for
occupants on transport category
airplanes. However, because most
seating on transport category airplanes
is forward-facing, the pass/fail criteria
developed in Amendment 25–64
focused primarily on these seats. For
some time, the FAA granted exemptions
for the multiple-place side-facing-seat
installations because the existing test
methods and acceptance criteria did not
produce a level of safety equivalent to
the level of safety provided for forwardand aft-facing seats. These exemptions
were subject to many conditions that
reflected the injury-evaluation criteria
and mitigation strategies available at the
time of the exemption issuance.
The FAA also issued special
conditions to address single-place sidefacing seats based on the data available
at the time the FAA issued those special
conditions. Continuing concerns
regarding the safety of side-facing seats
prompted the FAA to conduct research
to develop an acceptable method of
compliance with §§ 25.562 and
25.785(b) for side-facing seat
installations. That research has
identified injury considerations and
evaluation criteria in addition to those
previously used to approve side-facing
seats (see published report DOT/FAA/
AR–09/41, July 2011).
One particular concern that was
identified during the FAA’s research
program, but not addressed in the
previous special conditions, was the
significant leg injuries that can occur to
occupants of both single- and multipleplace side-facing seats. Because this
type of injury does not occur on
forward- and aft-facing seats, the FAA
determined that, to achieve the level of
safety envisioned in Amendment 25–64,
additional requirements would be
needed as compared to previously
issued special conditions. Nonetheless,
the research has now allowed the
development of a single set of special
conditions that is applicable to all fully
side-facing seats.
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On November 5, 2012, the FAA
released Policy Statement PS–ANM–25–
03–R1, ‘‘Technical Criteria for
Approving Side-Facing Seats,’’ to
update existing FAA certification policy
on §§ 25.562 and 25.785(a) at
Amendment 25–64 for single- and
multiple-place side-facing seats. This
policy addresses both the technical
criteria for approving side-facing seats
and the implementation of those
criteria. The FAA methodology detailed
in Policy Statement PS–ANM–25–03–R1
was used to establish a new set of
proposed special conditions that
incorporated conditions for exemptions
developed prior to the policy and
included in these new special
conditions, others that reflect current
research findings specifically for neck
and leg protection. We have frequently
issued these new special conditions for
airbag systems in the shoulder belts.
While the Textron design integrate the
airbag systems into the side-facing seats
that deploy from a different location
then the shoulder belts, the airbag will
inflate at the same locations as those in
the shoulder belts. Therefore, the FAA
is using the same special conditions as
for airbag systems in shoulder belts for
this Textron design as the airbag system
functions the same.
In Policy Statement PS–ANM–25–03–
R1, conditions 1 and 2 are applicable to
all side-facing seat installations,
whereas conditions 3 through 16
represent additional requirements
applicable to side-facing seats equipped
with an airbag system in the shoulder
belt. 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 Textron
Model 700 series airplanes Should
Textron 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
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
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Authority Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(f), 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.
In addition to the requirements of
§§ 25.562 and 25.785, the following
special condition numbers 1 and 2 are
part of the type certification basis of the
Textron Model 700 series airplanes with
side-facing seat installations. For seat
places equipped with airbag systems,
additional special condition numbers 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:
a. The longitudinal test(s) 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 must be rotated by 8
degrees clockwise also to maintain the
same relative position to the seat place,
as shown in Figure 1. 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.
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b. The longitudinal test(s) 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 test(s) to
show structural integrity. In this case,
structural-assessment tests must be
conducted as specified in paragraph 1a,
above, 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
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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
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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).
c. 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 test(s) may be required
to demonstrate that the injury criteria
are met for the area which an occupant
could contact. For example, different
yaw angles could result in different
injury considerations and may require
additional analysis or separate test(s) to
evaluate.
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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.
e. For longitudinal test(s) conducted
in accordance with § 25.562(b)(2) and
these special conditions, the ATDs must
be positioned, clothed, and have lateral
instrumentation configured as follows:
i. ATD positioning:
(1) Lower the ATD vertically into the
seat while simultaneously (see Figure 2
for illustration):
(a) 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.
(b) Applying a horizontal x-axis
direction (in the ATD coordinate
system) force of about 20 lbs. (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.
(c) Keeping the upper legs nearly
horizontal by supporting them just
behind the knees.
(2) Once all lifting devices have been
removed from the ATD:
Rock it slightly to settle it in the seat.
(a) Separate the knees by about 4
inches (100 mm).
(b) 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).
(c) 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 HybridII ATD hands on top of its upper legs.
(d) Position the feet such that the
centerlines of the lower legs are
approximately parallel to a lateral
vertical plane (in the aircraft coordinate
system).
ii. ATD clothing: Clothe each ATD in
form-fitting, mid-calf-length (minimum)
pants and shoes (size 11E) weighing
about 2.5 lbs. (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.
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d. 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
size ATD’s head during the longitudinal
test(s) conducted in accordance with
paragraphs 1a, 1b, and 1c, of these
special conditions. Otherwise,
additional head-injury criteria (HIC)
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iii. 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 aircraft. The three
abdominal-force sensors must be
installed such that they are on the side
of the ATD toward the front of the
aircraft.
f. 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.
g. Restraint systems:
i. If inflatable restraint systems are
used, they must be active during all
dynamic tests conducted to show
compliance with § 25.562.
ii. 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.
2. Additional performance measures
applicable to tests and rational analysis
conducted to show compliance with
§§ 25.562 and 25.785 for side-facing
seats:
a. 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.
b. 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.
c. 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
processed as defined in FMVSS
571.214.
d. 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.
e. Leg: Axial rotation of the upper-leg
(femur) must be limited to 35 degrees in
either direction from the nominal seated
position.
f. Neck:
As measured by the ES–2re ATD and
filtered at CFC 600 as defined in SAE
J211:
i. The upper-neck tension force at the
occipital condyle (O.C.) location must
be less than 405 lbs. (1,800 N).
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ii. The upper-neck compression force
at the O.C. location must be less than
405 lbs. (1,800 N).
iii. The upper-neck bending torque
about the ATD x-axis at the O.C.
location must be less than 1,018 in lbs.
(115 Nm).
iv. The upper-neck resultant shear
force at the O.C. location must be less
than 186 lbs. (825 N).
g. 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.
h. Occupant (ES–2re ATD) support:
i. 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.
ii. 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:
a. The seat occupant is holding an
infant.
b. 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 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.
PO 00000
Frm 00019
Fmt 4700
Sfmt 4700
15309
7. Deployment of the airbag system
must not introduce injury mechanisms
to the seated occupant or result in
injuries that could impede rapid egress.
This assessment should include an
occupant whose belt 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 lightning,
§ 25.1316, and HIRF, § 25.1317, are
incorporated by reference for the
purpose of measuring lightning and
HIRF protection.
11. The airbag system 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 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 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.
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
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).
E:\FR\FM\10APR1.SGM
10APR1
15310
Federal Register / Vol. 83, No. 69 / Tuesday, April 10, 2018 / Rules and Regulations
Issued in Des Moines, Washington.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2018–07278 Filed 4–9–18; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–1120; Product
Identifier 2017–CE–030–AD; Amendment
39–19244; AD 2018–07–13]
RIN 2120–AA64
Airworthiness Directives; Textron
Aviation Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for certain
Textron Aviation Inc. Models 510, 680,
and 680A airplanes equipped with
certain part number brake assemblies.
This AD was prompted by a report that
brake pad wear indicator pins were set
incorrectly, which could lead to brake
pad wear beyond the acceptable limits
without indication. This AD requires
inspection of the brake pad wear
indicator pins and replacement of the
brake assembly if any pin is set
incorrectly. We are issuing this AD to
address the unsafe condition on these
products.
SUMMARY:
jstallworth on DSKBBY8HB2PROD with RULES
DATES:
This AD is effective May 15,
2018.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of May 15, 2018.
ADDRESSES: For service information
identified in this final rule, contact
Textron Aviation Inc., One Cessna
Boulevard, P.O. Box 7704, Wichita,
Kansas 67277; phone: 316–517–6215;
email: citationpubs@txtav.com; internet:
https://support.cessna.com/custsupt/
csupport/newlogin.jsp; or UTC
Aerospace Systems, Goodrich
Corporation, 101 Waco Street, P.O. Box
340, Troy, Ohio 45373; phone: 937–
339–3811; email: awb.techpubs@
utas.utc.com; internet: https://
www.customers.utcaero
spacesystems.com/. You may view this
service information at the FAA, Policy
and Innovation Division, 901 Locust,
Kansas City, Missouri 64106. For
information on the availability of this
material at the FAA, call (816) 329–
VerDate Sep<11>2014
14:31 Apr 09, 2018
Jkt 244001
4148. It is also available on the internet
at https://www.regulations.gov by
searching for and locating Docket No.
FAA–2017–1120.
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–2017–
1120; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The address for Docket
Operations (phone: 800–647–5527) is
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION: CONTACT
ONE OF THE FOLLOWING:
• For the Model 510: David Enns,
Aerospace Engineer, Wichita ACO
Branch, FAA, 1801 Airport Road, Room
100, Wichita, Kansas 67209; phone:
316–946–4147; fax: 913–946–4107;
email: david.enns@faa.gov; or
• For the Models 680 and 680A:
Adam Hein, Aerospace Engineer,
Wichita ACO Branch, FAA, 1801
Airport Road, Room 100, Wichita,
Kansas 67209; phone: 316–946–4116;
fax: 316–946–4107; email: adam.hein@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain Textron Aviation Inc.
(Textron) Models 510, 680, and 680A
airplanes equipped with brake
assemblies, part numbers (P/Ns) 2–
1706–1 and 2–1675–1, with certain
serial numbers. The NPRM published in
the Federal Register on December 11,
2017 (82 FR 58140). The NPRM was
prompted by a report that brake pad
wear indicator pins were set incorrectly,
which could lead to brake pad wear
beyond the acceptable limits without
indication. Brakes overhauled by UTC
may have wear indicator pins set longer
than specified. UTC discovered this
condition during their inspection of
incoming brakes. This condition, if not
corrected, could result in brake pad
wear beyond the acceptable limits
without indication and consequent loss
of braking ability, which could lead to
a runway excursion. We are issuing this
AD to address the unsafe condition on
these products.
PO 00000
Frm 00020
Fmt 4700
Sfmt 4700
Comments
We gave the public the opportunity to
participate in developing this final rule.
The following presents the comments
received on the NPRM and the FAA’s
response to each comment.
Request Clarification for FAAApproved Replacement Instructions
Mark Mitcheson of NetJets Aviation
requested specifics on ‘‘FAA-approved
replacement instructions approved
specifically for this AD.’’ We infer he
wants clarification of the intent of this
statement.
We agree that the language quoted by
the commenter and used in the NPRM
was confusing. We intended to direct
those responsible for complying with
the requirements of the AD to the type
certificate holder, in this case Textron
Aviation Inc., to obtain the replacement
instructions (i.e., maintenance manuals)
specific to the applicable airplane
models affected by this AD.
We modified in this AD the language
quoted by the commenter to more
accurately reflect our intent.
Request Parts Installation Prohibition
Mark Mitcheson requested whether
the AD should prohibit the installation
of the affected parts.
We partially agree. We agree operators
should avoid installing the affected part
because parts that do not meet type
design could introduce the unsafe
condition onto the airplane. However,
we disagree with adding a specific
requirement to the AD prohibiting the
installation of the affected part. This AD
requires inspection of the installed
affected parts, and, if an affected part is
installed, the airplane will immediately
be subject to the requirements of this
AD.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
final rule with the change described
previously and minor editorial changes.
We have determined that these changes:
• Are consistent with the intent that
was proposed in the NPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this final rule.
E:\FR\FM\10APR1.SGM
10APR1
]]>Agencies
[Federal Register Volume 83, Number 69 (Tuesday, April 10, 2018)]
[Rules and Regulations]
[Pages 15304-15310]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-07278]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2018-0247; Special Conditions No. 25-721-SC]
Special Conditions: Textron Aviation Inc. Model 700 Series
Airplanes; Side-Facing Seats--Installation of Airbag Systems
AGENCY: Federal Aviation Administration (FAA), DOT.
[[Page 15305]]
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Textron Aviation
Inc. (Textron), Model 700 series airplanes that feature an inflatable
airbag system on multiple-place and single-place side-facing seats
(i.e., seats positioned in the airplane with the occupant facing 90
degrees to the direction of airplane travel). 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 Textron Aviation Inc. on April 10,
2018. Send comments on or before May 25, 2018.
ADDRESSES: Send comments identified by Docket No. FAA-2018-0247 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 website, 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).
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, FAA, Airframe and Cabin
Safety Section, AIR-675, Transport Standards Branch, Aircraft
Certification Service, 2200 South 216th St., Des Moines, Washington
98198-6547, telephone 206-231-3215, email [email protected].
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions is
unnecessary because the substance of these special conditions has been
published in the Federal Register for public comment in several prior
instances with no substantive comments received. The FAA therefore has
determined that prior public notice and comment are unnecessary, and
finds that, for the same reason, good cause exists for making these
special conditions effective upon publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.
Background
On November 20, 2014, Textron applied for a type certificate for
the Textron Model 700 series airplanes. The Textron Model 700 series
airplanes are low-wing, executive jet airplanes with seating provisions
for 2 crewmembers and up to 12 passengers. These airplanes will have a
maximum takeoff weight of 38,514 lbs.
Textron's proposed passenger seating arrangement(s) include a
baseline 9-place and an optional 8-place and 10-place configuration.
The baseline configuration includes a forward right hand belted single-
place side-facing seat. An optional 10-place seat configuration
includes a left hand, aft-belted, three-place side-facing couch. The
multiple-place and single-place side-facing seats can be occupied for
taxi, takeoff, and landing, and incorporate an inflatable airbag
occupant protection system integrated into the side-facing seats. The
FAA determined that inflatable airbag systems are a novel or unusual
design feature and the existing airworthiness regulations do not
provide adequate or appropriate safety standards.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.17, Textron must show that the Textron Model 700 series
airplanes meet the applicable provisions of part 25, as amended by
Amendments 25-1 through 25-141.
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 Textron Model 700 series airplanes
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Textron Model 700 series airplanes 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. 21.17(a)(2).
Novel or Unusual Design Features
The Textron Model 700 series airplanes will incorporate the
following novel or unusual design feature:
An inflatable airbag system on multiple-place and single-place
side-facing seats installed in Textron Model 700 series airplanes, in
order to reduce the potential for both head and leg injury in the event
of an accident.
Discussion
Side-facing seats are considered a novel design for transport
category airplanes that include Sec. Sec. 25.562 and 25.785 at
Amendment 25-64 in their certification basis, and were not considered
when those airworthiness standards were issued. The FAA has determined
that the existing regulations do not provide adequate or appropriate
safety standards for occupants of side-facing seats. To provide a level
of safety
[[Page 15306]]
that is equivalent to that afforded to occupants of forward- and aft-
facing seats, additional airworthiness standards in the form of special
conditions are necessary.
On June 16, 1988, 14 CFR part 25 was amended by Amendment 25-64 to
revise the emergency-landing conditions that must be considered in the
design of transport category airplanes. Amendment 25-64 revised the
static-load conditions in Sec. 25.561, and added a new Sec. 25.562
that required dynamic testing for all seats approved for occupancy
during takeoff and landing. The intent of Amendment 25-64 was to
provide an improved level of safety for occupants on transport category
airplanes. However, because most seating on transport category
airplanes is forward-facing, the pass/fail criteria developed in
Amendment 25-64 focused primarily on these seats. For some time, the
FAA granted exemptions for the multiple-place side-facing-seat
installations because the existing test methods and acceptance criteria
did not produce a level of safety equivalent to the level of safety
provided for forward- and aft-facing seats. These exemptions were
subject to many conditions that reflected the injury-evaluation
criteria and mitigation strategies available at the time of the
exemption issuance.
The FAA also issued special conditions to address single-place
side-facing seats based on the data available at the time the FAA
issued those special conditions. Continuing concerns regarding the
safety of side-facing seats prompted the FAA to conduct research to
develop an acceptable method of compliance with Sec. Sec. 25.562 and
25.785(b) for side-facing seat installations. That research has
identified injury considerations and evaluation criteria in addition to
those previously used to approve side-facing seats (see published
report DOT/FAA/AR-09/41, July 2011).
One particular concern that was identified during the FAA's
research program, but not addressed in the previous special conditions,
was the significant leg injuries that can occur to occupants of both
single- and multiple-place side-facing seats. Because this type of
injury does not occur on forward- and aft-facing seats, the FAA
determined that, to achieve the level of safety envisioned in Amendment
25-64, additional requirements would be needed as compared to
previously issued special conditions. Nonetheless, the research has now
allowed the development of a single set of special conditions that is
applicable to all fully side-facing seats.
On November 5, 2012, the FAA released Policy Statement PS-ANM-25-
03-R1, ``Technical Criteria for Approving Side-Facing Seats,'' to
update existing FAA certification policy on Sec. Sec. 25.562 and
25.785(a) at Amendment 25-64 for single- and multiple-place side-facing
seats. This policy addresses both the technical criteria for approving
side-facing seats and the implementation of those criteria. The FAA
methodology detailed in Policy Statement PS-ANM-25-03-R1 was used to
establish a new set of proposed special conditions that incorporated
conditions for exemptions developed prior to the policy and included in
these new special conditions, others that reflect current research
findings specifically for neck and leg protection. We have frequently
issued these new special conditions for airbag systems in the shoulder
belts. While the Textron design integrate the airbag systems into the
side-facing seats that deploy from a different location then the
shoulder belts, the airbag will inflate at the same locations as those
in the shoulder belts. Therefore, the FAA is using the same special
conditions as for airbag systems in shoulder belts for this Textron
design as the airbag system functions the same.
In Policy Statement PS-ANM-25-03-R1, conditions 1 and 2 are
applicable to all side-facing seat installations, whereas conditions 3
through 16 represent additional requirements applicable to side-facing
seats equipped with an airbag system in the shoulder belt. 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
Textron Model 700 series airplanes Should Textron 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
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 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.
In addition to the requirements of Sec. Sec. 25.562 and 25.785,
the following special condition numbers 1 and 2 are part of the type
certification basis of the Textron Model 700 series airplanes with
side-facing seat installations. For seat places equipped with airbag
systems, additional special condition numbers 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:
a. The longitudinal test(s) 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 must be rotated by 8 degrees
clockwise also to maintain the same relative position to the seat
place, as shown in Figure 1. 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.
[[Page 15307]]
[GRAPHIC] [TIFF OMITTED] TR10AP18.005
b. The longitudinal test(s) 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 test(s) to show structural integrity. In this case,
structural-assessment tests must be conducted as specified in paragraph
1a, above, 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).
c. 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 test(s) may be required to
demonstrate that the injury criteria are met for the area which an
occupant could contact. For example, different yaw angles could result
in different injury considerations and may require additional analysis
or separate test(s) to evaluate.
[[Page 15308]]
d. 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 size ATD's head during the longitudinal
test(s) conducted in accordance with paragraphs 1a, 1b, and 1c, of
these special conditions. Otherwise, additional head-injury criteria
(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.
e. For longitudinal test(s) conducted in accordance with Sec.
25.562(b)(2) and these special conditions, the ATDs must be positioned,
clothed, and have lateral instrumentation configured as follows:
i. ATD positioning:
(1) Lower the ATD vertically into the seat while simultaneously
(see Figure 2 for illustration):
[GRAPHIC] [TIFF OMITTED] TR10AP18.006
(a) 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.
(b) Applying a horizontal x-axis direction (in the ATD coordinate
system) force of about 20 lbs. (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.
(c) Keeping the upper legs nearly horizontal by supporting them
just behind the knees.
(2) Once all lifting devices have been removed from the ATD:
Rock it slightly to settle it in the seat.
(a) Separate the knees by about 4 inches (100 mm).
(b) 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).
(c) 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.
(d) Position the feet such that the centerlines of the lower legs
are approximately parallel to a lateral vertical plane (in the aircraft
coordinate system).
ii. ATD clothing: Clothe each ATD in form-fitting, mid-calf-length
(minimum) pants and shoes (size 11E) weighing about 2.5 lbs. (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.
[[Page 15309]]
iii. 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 aircraft.
The three abdominal-force sensors must be installed such that they are
on the side of the ATD toward the front of the aircraft.
f. 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.
g. Restraint systems:
i. If inflatable restraint systems are used, they must be active
during all dynamic tests conducted to show compliance with Sec.
25.562.
ii. The design and installation of seat-belt buckles must prevent
unbuckling due to applied inertial forces or impact of the hands/arms
of the occupant during an emergency landing.
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:
a. 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.
b. 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.
c. 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
processed as defined in FMVSS 571.214.
d. 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.
e. Leg: Axial rotation of the upper-leg (femur) must be limited to
35 degrees in either direction from the nominal seated position.
f. Neck:
As measured by the ES-2re ATD and filtered at CFC 600 as defined in
SAE J211:
i. The upper-neck tension force at the occipital condyle (O.C.)
location must be less than 405 lbs. (1,800 N).
ii. The upper-neck compression force at the O.C. location must be
less than 405 lbs. (1,800 N).
iii. The upper-neck bending torque about the ATD x-axis at the O.C.
location must be less than 1,018 in lbs. (115 Nm).
iv. The upper-neck resultant shear force at the O.C. location must
be less than 186 lbs. (825 N).
g. 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.
h. Occupant (ES-2re ATD) support:
i. 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.
ii. 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:
a. The seat occupant is holding an infant.
b. 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
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 or result in injuries that could
impede rapid egress. This assessment should include an occupant whose
belt 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 lightning, Sec. 25.1316, and HIRF,
Sec. 25.1317, are incorporated by reference for the purpose of
measuring lightning and HIRF protection.
11. The airbag system 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 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 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 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).
[[Page 15310]]
Issued in Des Moines, Washington.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2018-07278 Filed 4-9-18; 8:45 am]
BILLING CODE 4910-13-P
