Special Conditions: Gulfstream Aerospace Corporation Model GVII-G500 Airplanes; Airbag Systems on Multiple-Place and Single-Place Side-Facing Seats, 8248-8250 [2019-04072]
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Federal Register / Vol. 84, No. 45 / Thursday, March 7, 2019 / Rules and Regulations
SUMMARY OF SCHOOL NUTRITION PROGRAM DIRECTOR PROFESSIONAL STANDARDS BY LOCAL EDUCATIONAL AGENCY
SIZE—Continued
Minimum requirements for directors
Minimum Education
Standards (preferred) (new directors only).
Student enrollment 2,499 or less
Student enrollment 2,500–9,999
Student enrollment 10,000 or more
Associate’s degree, or equivalent educational experience, with academic
major or concentration in food and
nutrition, food service management,
dietetics, family and consumer
sciences, nutrition education, culinary arts, business, or a related
field, and at least 1 year of relevant
food service experience;
OR
High school diploma (or GED) and 3
years of relevant food service experience.
Bachelor’s degree in any academic
major and at least 2 years of relevant school nutrition program experience;
OR
Associate’s degree, or equivalent educational experience, with academic
major or concentration in food and
nutrition, food service management,
dietetics, family and consumer
sciences, nutrition education, culinary arts, business, or a related
field, and at least 2 years of relevant
school nutrition program experience
Directors hired without a bachelor’s
degree are strongly encouraged to
work toward attaining a bachelor’s
degree upon hiring
Bachelor’s degree in any major and at
least 5 years of experience in management of school nutrition programs.
Directors hired without an associate’s
degree are strongly encouraged to
work toward attaining an associate’s
degree upon hiring
Master’s degree, or willingness to work
toward a master’s degree, preferred.
At least 1 year of management experience, preferably in school nutrition,
is strongly recommended.
At least 3 credit hours at the university
level in food service management
plus at least 3 credit hours in nutritional sciences at time of hiring is
strongly preferred.
Minimum Prior
Training Standards (required)
(new directors
only).
At least 8 hours of food safety training is required either not more than 5 years prior to their starting date or completed
within 30 calendar days of employee’s starting date
Dated: March 1, 2019.
Brandon Lipps,
Administrator, Food and Nutrition Service.
[FR Doc. 2019–04073 Filed 3–6–19; 8:45 am]
BILLING CODE 3410–30–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2017–0240; Special
Conditions No. 25–691A–SC]
Special Conditions: Gulfstream
Aerospace Corporation Model GVII–
G500 Airplanes; Airbag Systems on
Multiple-Place and Single-Place SideFacing Seats
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
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AGENCY:
These special conditions are
issued for the Gulfstream Aerospace
Corporation (Gulfstream) Model GVII–
G500 airplane. This amendment
changes an error in a reference to a
special conditions number and adds one
special condition. This airplane will
SUMMARY:
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Jkt 247001
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 airbag systems on multiple-place and
single-place side-facing seats. The
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for this design feature.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
DATES: Effective March 7, 2019.
FOR FURTHER INFORMATION CONTACT:
Alan Sinclair, Airframe and Cabin
Safety Section, AIR–675, Transport
Standards Branch, Policy and
Innovation Division, Aircraft
Certification Service, Federal Aviation
Administration, 2200 South 216th
Street, Des Moines, Washington 98198;
telephone and fax 206–231–3215.
SUPPLEMENTARY INFORMATION:
Background
On March 29, 2012, Gulfstream
Aerospace Corporation applied for a
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type certificate for its new Model GVII–
G500 airplane. The Model GVII–G500
airplane will be a twin-engine,
transport-category, business jet capable
of accommodating up to 19 passengers.
The Model GVII–G500 airplane will
have a maximum takeoff weight of
76,850 lbs.
The FAA issued, on June 8, 2017,
‘‘final special conditions, request for
comments’’ for airbag systems on
multiple-place and single-place sidefacing seats installed in Gulfstream
Model GVII–G500 airplanes. The special
conditions were published in the
Federal Register on June 19, 2017 (82
FR 27771). These final special
conditions amend those published on
June 19, 2017 (82 FR 27771).
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.17,
Gulfstream must show that the Model
GVII–G500 airplane meets the
applicable provisions of 14 CFR part 25,
as amended by amendments 25–1
through 25–129.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., part 25) do not contain adequate or
appropriate safety standards for the
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Federal Register / Vol. 84, No. 45 / Thursday, March 7, 2019 / Rules and Regulations
Model GVII–G500 airplane because of a
novel or unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same or similar novel
or unusual design feature, the special
conditions would also apply to the other
model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, Model GVII–G500 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).
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Novel or Unusual Design Features
The Model GVII–G500 airplane will
incorporate the following novel or
unusual design feature:
Airbag systems on multiple-place and
single-place side-facing seats.
Discussion
Side facing seats are considered a
novel design for transport-category
airplanes that include 14 CFR part 25,
amendment 25–64, in their certification
bases because this feature was not
anticipated when those airworthiness
standards were issued. Therefore, the
existing regulations do not provide
adequate or appropriate safety standards
for occupants of side-facing seats. For
the Model GVII–G500 airplane, FAA
Special Conditions No. 25–618–SC,
‘‘Technical Criteria for Approving SideFacing Seats,’’ provide special
conditions to address the certification of
single- and multiple-place side-facing
seats. Those special conditions include
condition number 2(e), which requires
the axial rotation of the upper leg
(femur) to be limited to 35 degrees in
either direction from the nominal seat
position. To accommodate that
requirement, Gulfstream has developed
a new airbag system that will be
installed close to the floor, and which
is designed to limit the axial rotation of
the occupant’s upper legs.
This amendment changes, in the
second paragraph of the Special
Conditions section, an erroneous
reference to Special Conditions No. 25–
495–SC, which is here corrected to 25–
618–SC, and adds condition number 14
to the Special Conditions section.
Condition number 14 was
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Jkt 247001
unintentionally omitted from the
previous issuance of these special
conditions.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Discussion of Comments
The FAA issued Notice of Proposed
Special Conditions No. 25–18–04–SC
for the Gulfstream Model GVII–G500
airplane, which was published in the
Federal Register on October 22, 2018
(83 FR 53193). No comments were
received, and the special conditions are
adopted as proposed.
Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream Model GVII–G500 airplane.
Should Gulfstream 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.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register. However, as
this document is an amendment to the
initial special conditions, and the
Gulfstream Model GVII–G500 airplane
was type certificated July 20, 2018, the
FAA finds that good cause exists to
make these special conditions effective
upon publication.
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 for Gulfstream Aerospace
Corporation Model GVII–G500
airplanes.
In addition to the requirements of
§§ 25.562 and 25.785, and Special
Conditions No. 25–618–SC, the
■
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8249
following special conditions are part of
the type certification basis for the
Gulfstream Model GVII–G500 airplane
with leg-flail airbags installed on sidefacing seats.
1. For seats with a leg-flail airbag
system, the system must 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. At some
buttock popliteal length and effective
seat-bottom depth, the lower legs will
not be able to form a 90-degree angle
relative to the upper leg; at this point,
the lower leg flail would not occur. The
leg-flail airbag system must provide a
consistent approach to prevention of leg
flail throughout that range of occupants
whose lower legs can form a 90-degree
angle relative to the upper legs when
seated upright in the seat. Items that
need to be considered include, but are
not limited to, the range of occupants’
popliteal height, the range of occupants’
buttock popliteal length, the design of
the seat effective height above the floor,
and the effective depth of the seatbottom cushion.
2. The leg-flail airbag system 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 leg-flail airbag system.
3. The leg-flail airbag system must not
be 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.
4. Deployment of the leg-flail airbag
system must not introduce injury
mechanisms to the seated occupant, nor
result in injuries that could impede
rapid egress.
5. Inadvertent deployment of the legflail airbag system, during the most
critical part of the flight, must either
meet the requirement of § 25.1309(b), or
not cause a hazard to the airplane or its
occupants.
6. The leg-flail airbag system must not
impede rapid egress of occupants from
the airplane 10 seconds after airbag
deployment.
7. The leg-flail airbag system 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
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Federal Register / Vol. 84, No. 45 / Thursday, March 7, 2019 / Rules and Regulations
purpose of measuring lightning and
HIRF protection.
8. The leg-flail airbag system must
function properly after loss of normal
airplane electrical power, and after a
transverse separation of the fuselage at
the most critical location. A separation
at the location of the leg-flail airbag
system does not have to be considered.
9. The leg-flail airbag system must not
release hazardous quantities of gas or
particulate matter into the cabin.
10. The leg-flail airbag system
installation must be protected from the
effects of fire such that no hazard to
occupants will result.
11. A means must be available to
verify the integrity of the leg-flail airbag
system’s activation system prior to each
flight, or the leg-flail airbag system’s
activation system must reliably operate
between inspection intervals. The FAA
considers that the loss of the leg-flail
airbag system’s deployment function
alone (i.e., independent of the
conditional event that requires the legflail airbag system’s deployment) is a
major-failure condition.
12. The airbag inflatable material may
not have an average burn rate of greater
than 2.5 inches per minute when tested
using the horizontal flammability test
defined in part 25, appendix F, part I,
paragraph (b)(5).
13. The leg-flail airbag system, once
deployed, must not adversely affect the
emergency-lighting system (i.e., must
not block floor-proximity lights to the
extent that the lights no longer meet
their intended function).
14. The leg-flail system(s) must
perform its intended function after
impact from any other proximate
assemblies (e.g., life raft) that may
become detached under the loads
specified in §§ 25.561 and 25.562.
Issued in Des Moines, Washington, on
February 28, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2019–04072 Filed 3–6–19; 8:45 am]
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BILLING CODE 4910–13–P
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Federal Aviation Administration
76177; telephone (817) 222–5110; email
david.hatfield@faa.gov.
SUPPLEMENTARY INFORMATION:
14 CFR Part 39
Discussion
DEPARTMENT OF TRANSPORTATION
[Docket No. FAA–2018–0694; Product
Identifier 2016–SW–068–AD; Amendment
39–19564; AD 2019–03–12]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for Airbus
Helicopters Model EC225LP helicopters.
This AD requires repetitive inspections
of each life raft inflation cylinder
percussion system bellcrank (bellcrank).
This AD was prompted by reports of
jammed bellcranks. The actions of this
AD are intended to prevent an unsafe
condition on these products.
DATES: This AD is effective April 11,
2019.
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.helicopters.airbus.com/website/
en/ref/Technical-Support_73.html. You
may review 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–2018–0694; 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 AD, the European
Aviation Safety Agency (EASA) AD, the
economic evaluation, any comments
received, and other information. The
street 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:
David Hatfield, Aviation Safety
Engineer, Safety Management Section,
Rotorcraft Standards Branch, FAA,
10101 Hillwood Pkwy., Fort Worth, TX
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On August 9, 2018, at 83 FR 39382,
the Federal Register published our
notice of proposed rulemaking (NPRM),
which proposed to amend 14 CFR part
39 by adding an AD that would apply
to Airbus Helicopters Model EC225 LP
helicopters with a life raft installed. The
NPRM proposed to require, before
further flight and thereafter at intervals
not exceeding 6 months, cleaning and
lubricating each bellcrank and pivot
link. The proposed requirements were
intended to prevent a jammed bellcrank
which could result in failure of a life
raft to release in an emergency and
subsequent injury to occupants.
The NPRM was prompted by EASA
AD No. 2016–0200, dated October 11,
2016 (EASA AD 2016–0200), issued by
EASA, which is the Technical Agent for
the Member States of the European
Union, to correct an unsafe condition
for Airbus Helicopters Model EC 225 LP
helicopters. EASA advises of a report of
the left-hand and right-hand bellcranks
becoming jammed. EASA states an
investigation determined the bellcranks
were jammed by the accumulation of a
foreign coating material in the bellcrank
hole. EASA further states that
investigation of an additional incident
of a jammed bellcrank determined that
corrosion in the bellcrank hole caused
the jam. This condition, according to
EASA, could result in failure of the life
rafts to release in an emergency and
subsequent injury to occupants during
an otherwise survivable accident. To
address this unsafe condition, EASA AD
2016–0200 requires repetitive cleaning
and lubrication of each bellcrank and
pivot link.
Comments
We gave the public the opportunity to
participate in developing this AD, but
we did not receive any comments on the
NPRM.
FAA’s Determination
These helicopters have been approved
by the aviation authority of France and
are approved for operation in the United
States. Pursuant to our bilateral
agreement with France, EASA, its
technical representative, has notified us
of the unsafe condition described in its
AD. We are issuing this AD because we
evaluated all information provided by
EASA and determined the unsafe
condition exists and is likely to exist or
develop on other helicopters of the same
type design and that air safety and the
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]]>Agencies
[Federal Register Volume 84, Number 45 (Thursday, March 7, 2019)]
[Rules and Regulations]
[Pages 8248-8250]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-04072]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2017-0240; Special Conditions No. 25-691A-SC]
Special Conditions: Gulfstream Aerospace Corporation Model GVII-
G500 Airplanes; Airbag Systems on Multiple-Place and Single-Place Side-
Facing Seats
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Gulfstream
Aerospace Corporation (Gulfstream) Model GVII-G500 airplane. This
amendment changes an error in a reference to a special conditions
number and adds one special condition. This airplane 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 airbag systems on multiple-place and
single-place side-facing seats. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Effective March 7, 2019.
FOR FURTHER INFORMATION CONTACT: Alan Sinclair, Airframe and Cabin
Safety Section, AIR-675, Transport Standards Branch, Policy and
Innovation Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone and fax 206-231-3215.
SUPPLEMENTARY INFORMATION:
Background
On March 29, 2012, Gulfstream Aerospace Corporation applied for a
type certificate for its new Model GVII-G500 airplane. The Model GVII-
G500 airplane will be a twin-engine, transport-category, business jet
capable of accommodating up to 19 passengers. The Model GVII-G500
airplane will have a maximum takeoff weight of 76,850 lbs.
The FAA issued, on June 8, 2017, ``final special conditions,
request for comments'' for airbag systems on multiple-place and single-
place side-facing seats installed in Gulfstream Model GVII-G500
airplanes. The special conditions were published in the Federal
Register on June 19, 2017 (82 FR 27771). These final special conditions
amend those published on June 19, 2017 (82 FR 27771).
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.17, Gulfstream must show that the Model GVII-G500 airplane
meets the applicable provisions of 14 CFR part 25, as amended by
amendments 25-1 through 25-129.
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 25) do not contain adequate or appropriate
safety standards for the
[[Page 8249]]
Model GVII-G500 airplane because of a novel or unusual design feature,
special conditions are prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, the special conditions would also
apply to the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, Model GVII-G500 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 Model GVII-G500 airplane will incorporate the following novel
or unusual design feature:
Airbag systems on multiple-place and single-place side-facing
seats.
Discussion
Side facing seats are considered a novel design for transport-
category airplanes that include 14 CFR part 25, amendment 25-64, in
their certification bases because this feature was not anticipated when
those airworthiness standards were issued. Therefore, the existing
regulations do not provide adequate or appropriate safety standards for
occupants of side-facing seats. For the Model GVII-G500 airplane, FAA
Special Conditions No. 25-618-SC, ``Technical Criteria for Approving
Side-Facing Seats,'' provide special conditions to address the
certification of single- and multiple-place side-facing seats. Those
special conditions include condition number 2(e), which requires the
axial rotation of the upper leg (femur) to be limited to 35 degrees in
either direction from the nominal seat position. To accommodate that
requirement, Gulfstream has developed a new airbag system that will be
installed close to the floor, and which is designed to limit the axial
rotation of the occupant's upper legs.
This amendment changes, in the second paragraph of the Special
Conditions section, an erroneous reference to Special Conditions No.
25-495-SC, which is here corrected to 25-618-SC, and adds condition
number 14 to the Special Conditions section. Condition number 14 was
unintentionally omitted from the previous issuance of these special
conditions.
These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
Discussion of Comments
The FAA issued Notice of Proposed Special Conditions No. 25-18-04-
SC for the Gulfstream Model GVII-G500 airplane, which was published in
the Federal Register on October 22, 2018 (83 FR 53193). No comments
were received, and the special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Gulfstream Model GVII-G500 airplane. Should Gulfstream 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.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However, as this document is an amendment to the
initial special conditions, and the Gulfstream Model GVII-G500 airplane
was type certificated July 20, 2018, the FAA finds that good cause
exists to make these special conditions effective upon publication.
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
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 Gulfstream Aerospace Corporation Model
GVII-G500 airplanes.
In addition to the requirements of Sec. Sec. 25.562 and 25.785,
and Special Conditions No. 25-618-SC, the following special conditions
are part of the type certification basis for the Gulfstream Model GVII-
G500 airplane with leg-flail airbags installed on side-facing seats.
1. For seats with a leg-flail airbag system, the system must 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. At some buttock popliteal length and effective seat-
bottom depth, the lower legs will not be able to form a 90-degree angle
relative to the upper leg; at this point, the lower leg flail would not
occur. The leg-flail airbag system must provide a consistent approach
to prevention of leg flail throughout that range of occupants whose
lower legs can form a 90-degree angle relative to the upper legs when
seated upright in the seat. Items that need to be considered include,
but are not limited to, the range of occupants' popliteal height, the
range of occupants' buttock popliteal length, the design of the seat
effective height above the floor, and the effective depth of the seat-
bottom cushion.
2. The leg-flail airbag system 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 leg-
flail airbag system.
3. The leg-flail airbag system must not be 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.
4. Deployment of the leg-flail airbag system must not introduce
injury mechanisms to the seated occupant, nor result in injuries that
could impede rapid egress.
5. Inadvertent deployment of the leg-flail airbag system, during
the most critical part of the flight, must either meet the requirement
of Sec. 25.1309(b), or not cause a hazard to the airplane or its
occupants.
6. The leg-flail airbag system must not impede rapid egress of
occupants from the airplane 10 seconds after airbag deployment.
7. The leg-flail airbag system 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
[[Page 8250]]
purpose of measuring lightning and HIRF protection.
8. The leg-flail airbag system must function properly after loss of
normal airplane electrical power, and after a transverse separation of
the fuselage at the most critical location. A separation at the
location of the leg-flail airbag system does not have to be considered.
9. The leg-flail airbag system must not release hazardous
quantities of gas or particulate matter into the cabin.
10. The leg-flail airbag system installation must be protected from
the effects of fire such that no hazard to occupants will result.
11. A means must be available to verify the integrity of the leg-
flail airbag system's activation system prior to each flight, or the
leg-flail airbag system's activation system must reliably operate
between inspection intervals. The FAA considers that the loss of the
leg-flail airbag system's deployment function alone (i.e., independent
of the conditional event that requires the leg-flail airbag system's
deployment) is a major-failure condition.
12. The airbag inflatable material may not have an average burn
rate of greater than 2.5 inches per minute when tested using the
horizontal flammability test defined in part 25, appendix F, part I,
paragraph (b)(5).
13. The leg-flail airbag system, once deployed, must not adversely
affect the emergency-lighting system (i.e., must not block floor-
proximity lights to the extent that the lights no longer meet their
intended function).
14. The leg-flail system(s) must perform its intended function
after impact from any other proximate assemblies (e.g., life raft) that
may become detached under the loads specified in Sec. Sec. 25.561 and
25.562.
Issued in Des Moines, Washington, on February 28, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019-04072 Filed 3-6-19; 8:45 am]
BILLING CODE 4910-13-P
