Special Conditions: Greenpoint Technologies, Inc., Boeing Model 787-8 Airplane; Dynamic Test Requirements for Single-Occupant, Side-Facing Seats With Airbag Devices in Shoulder Belts, 25978-25982 [2019-11666]
Download as PDF
<![CDATA[
25978
Federal Register / Vol. 84, No. 108 / Wednesday, June 5, 2019 / Rules and Regulations
12 CFR Part 249
Administrative practice and
procedure, Banks, Banking, Federal
Reserve System, Holding companies,
Liquidity, Reporting and recordkeeping
requirements.
[FR Doc. 2019–11715 Filed 6–4–19; 8:45 am]
BILLING CODE 4810–33–P; 6210–01–P; 6714–01–P
12 CFR Part 329
DEPARTMENT OF TRANSPORTATION
Administrative practice and
procedure, Banks, Banking, Federal
Deposit Insurance Corporation,
Reporting and recordkeeping
requirements.
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2019–0152; Special
Conditions No. 25–744A–SC]
DEPARTMENT OF THE TREASURY
Special Conditions: Greenpoint
Technologies, Inc., Boeing Model 787–
8 Airplane; Dynamic Test
Requirements for Single-Occupant,
Side-Facing Seats With Airbag Devices
in Shoulder Belts
Office of the Comptroller of the
Currency
12 CFR Chapter I
PART 50—LIQUIDITY RISK
MEASUREMENT STANDARDS
The interim final rule amending 12
CFR part 50 of chapter I, title 12 of the
Code of Federal Regulations, which was
published at 83 FR 44451 on August 31,
2018, is adopted as a final rule without
change.
Federal Reserve System
12 CFR Chapter II
PART 249—LIQUIDITY RISK
MEASUREMENT STANDARDS
(REGULATION WW)
The interim final rule amending 12
CFR part 249 of chapter II, title 12 of the
Code of Federal Regulations, which was
published at 83 FR 44451 on August 31,
2018, is adopted as a final rule without
change.
■
Federal Deposit Insurance Corporation
12 CFR Chapter III
PART 329—LIQUIDITY RISK
STANDARDS
The interim final rule amending 12
CFR part 329 of chapter III, title 12 of
the Code of Federal Regulations, which
was published at 83 FR 44451 on
August 31, 2018, is adopted as a final
rule without change.
■
Dated: May 20, 2019.
Joseph M. Otting,
Comptroller of the Currency.
By order of the Board of Governors of the
Federal Reserve System, May 28, 2019.
Ann E. Misback,
Secretary of the Board.
Federal Deposit Insurance Corporation.
By order of the Board of Directors.
VerDate Sep<11>2014
16:38 Jun 04, 2019
Jkt 247001
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
■
jbell on DSK3GLQ082PROD with RULES
Dated at Washington, DC, on May 28, 2019.
Valerie J. Best,
Assistant Executive Secretary.
These amended special
conditions are issued for the Boeing
Model 787–8 airplane. This amendment
removes reference to leg-flail airbags
and adds reference to leg-flail devices
installed on side-facing seats. This
airplane, as modified by Greenpoint
Technologies, Inc. (Greenpoint), 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 single-occupant, side-facing seats
with airbag devices in shoulder belts,
and a floor-level, leg-flail-prevention
device to limit the axial rotation of the
upper leg. 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
Greenpoint Technologies, Inc. on June
5, 2019. Send comments on or before
July 22, 2019.
ADDRESSES: Send comments identified
by Docket No. FAA–2019–0152 using
any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE, Room W12–140, West
SUMMARY:
PO 00000
Frm 00004
Fmt 4700
Sfmt 4700
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:
Shannon Lennon, Airframe & 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 206–231–3209; email
shannon.lennon@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
impracticable 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 finds it
unnecessary to delay the effective date
and finds that good cause exists for
making these special conditions
effective upon publication in the
Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
E:\FR\FM\05JNR1.SGM
05JNR1
Federal Register / Vol. 84, No. 108 / Wednesday, June 5, 2019 / Rules and Regulations
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
jbell on DSK3GLQ082PROD with RULES
Background
On June 15, 2017, Greenpoint applied
for a supplemental type certificate for
single-occupant, side-facing seats with
airbag devices in shoulder belts, and a
floor-level, leg-flail-prevention device to
limit the axial rotation of the upper leg,
installed in Boeing Model 787–8
airplanes. On May 2, 2019, Special
Conditions No. 25–744–SC was
published in the Federal Register (85
FR 18701). At the request of the
applicant, this amended special
conditions removes reference to leg-flail
airbags and adds reference to leg-flail
devices installed on side-facing seats.
The Boeing Model 787–8 airplane,
which is a derivative of the Boeing
Model 787 currently approved under
Type Certificate No. T00021SE, is a
twin-engine, transport-category airplane
with a maximum takeoff weight of
502,500 pounds. The airplanes, as
modified by Greenpoint, will have a
business-jet interior with a maximum
seating capacity of 41.
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Greenpoint must show that the Boeing
Model 787–8 airplane, as changed,
continues to meet the applicable
provisions of the regulations listed in
Type Certificate No. T00021SE, or the
applicable regulations in effect on the
date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Boeing Model 787–8 airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
these special conditions would also
apply to the other model under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Boeing Model 787–8
VerDate Sep<11>2014
16:38 Jun 04, 2019
Jkt 247001
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34, and the noisecertification requirements of 14 CFR
part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with § 11.38, and they become part of
the type certification basis under
§ 21.101.
Novel or Unusual Design Features
The Boeing Model 787–8 airplane, as
modified by Greenpoint, will
incorporate the following novel or
unusual design features:
Single-occupant, side-facing seats
with airbag devices in shoulder belts
and a floor-level, leg-flail-prevention
device to limit the axial rotation of the
upper leg.
Discussion
Amendment 25–64, dated June 16,
1988, revised the emergency-landing
conditions that must be considered in
the design of the airplane. It revised the
static-load conditions in § 25.561 and
added a new § 25.562, requiring
dynamic testing for all seats approved
for occupancy during takeoff and
landing. The intent was to provide an
improved level of safety for occupants
on transport-category airplanes. Because
most seating on transport-category
airplanes is forward-facing, the pass/fail
criteria developed in Amendment 25–64
focused primarily on forward-facing
seats. Therefore, the testing specified in
the rule did not provide a complete
measure of occupant injury in seats that
are not forward-facing, although
§ 25.785 does require occupants of all
seats that are occupied during taxi,
takeoff, and landing not suffer serious
injury as a result of the inertia forces
specified in §§ 25.561 and 25.562.
For some time the FAA granted
exemptions for the multiple-place sidefacing-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 because
we believed that those conditions
provided the same level of safety as for
forward- and aft-facing seats.
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
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
25979
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 sidefacing seats. Because this type of injury
does not occur on forward- and aftfacing 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
applicable to all fully side-facing seats.
On November 5, 2012, the FAA
released PS–ANM–25–03–R1,
‘‘Technical Criteria for Approving SideFacing 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 sidefacing seats and the implementation of
those criteria. The FAA methodology
detailed in PS–ANM–25–03–R1 has
been used to establish a new set of
proposed 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.
Applicability
As discussed above, these special
conditions are applicable to Boeing
Model 787–8 airplanes modified by
Greenpoint. Should Greenpoint apply at
a later date for a supplemental type
certificate to modify any other model
included on Type Certificate No.
T00021SE to incorporate the same novel
or unusual design feature, these special
conditions would apply to that model as
well.
Conclusion
This action affects only a certain
novel or unusual design feature on one
model of airplanes. It is not a rule of
general applicability and affects only
the applicant who applied to the FAA
for approval of these features on the
airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
E:\FR\FM\05JNR1.SGM
05JNR1
25980
Federal Register / Vol. 84, No. 108 / Wednesday, June 5, 2019 / Rules and Regulations
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.
jbell on DSK3GLQ082PROD with RULES
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Boeing Model
787–8 airplanes modified by
Greenpoint.
In addition to the airworthiness
standards in §§ 25.562 and 25.785,
special conditions 1 and 2 apply to all
side-facing seat installations, and
special conditions 3 through 16 apply to
side-facing seats equipped with an
airbag system in the shoulder-belt
system.
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. 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.
VerDate Sep<11>2014
16:38 Jun 04, 2019
Jkt 247001
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
the seat place being evaluated, and a
Hybrid-II ATD (49 CFR part 572, subpart
B, as specified in § 25.562) or equivalent
used in all seat places forward of the
one being assessed, to evaluate occupant
interaction. In this case, seat places aft
of the one being assessed may be
unoccupied. If a seat installation
includes adjacent items that are
contactable by the occupant, the injury
potential of that contact must be
assessed. To make this assessment, tests
may be conducted that include the
actual item, located and attached in a
representative fashion. Alternatively,
the injury potential may be assessed by
a combination of tests with items having
the same geometry as the actual item,
but having stiffness characteristics that
would create the worst case for injury
(injuries due to both contact with the
item and lack of support from the item).
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.
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 a, b, and c, above.
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
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
example, if a shoulder-belt airbag
system 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—Lower the ATD
vertically into the seat while
simultaneously:
1. Aligning the midsagittal plane (a
vertical plane through the midline of the
body; dividing the body into right and
left halves) with approximately the
middle of the seat place.
2. Applying a horizontal x-axis
direction (in the ATD coordinate
system) force of about 20 lb (89 N) to the
bottom of the feet of the ES–2re HybridII, to compress the seat back cushion.
3. Keeping the lower and upper legs
nearly horizontal by supporting at the
bottom of the feet.
ii. Once all lifting devices have been
removed from the ATD:
1. Rock it slightly to settle it in the
seat.
2. Bend the knees of the ATD.
3. Separate the knees by about 4
inches (100 mm).
4. 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).
5. 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.
6. Position the feet such that the
centerlines of the lower legs are
approximately parallel to a lateral
vertical plane (in the airplane
coordinate system).
iii. ATD clothing: Clothe each ATD in
form-fitting, mid-calf-length (minimum)
pants and shoes (size 11E) weighing
about 2.5 lb (1.1 kg) total. The color of
the clothing should be in contrast to the
color of the restraint system. The ES–2re
jacket is sufficient for torso clothing,
although a form-fitting shirt may be
used in addition if desired.
iv. 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
E:\FR\FM\05JNR1.SGM
05JNR1
jbell on DSK3GLQ082PROD with RULES
Federal Register / Vol. 84, No. 108 / Wednesday, June 5, 2019 / Rules and Regulations
front of the airplane. The three
abdominal-force sensors must be
installed such that they are on the side
of the ATD toward the front of the
airplane.
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. The leg-flail-prevention
mechanism must:
i. Be shown to function as intended in
consideration of post-structural
deformation of the seat assembly.
ii. Retract such that it does not
impede rapid egress of occupants.
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).
VerDate Sep<11>2014
16:38 Jun 04, 2019
Jkt 247001
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 a shoulder-belt
airbag system, the shoulder-belt airbag
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. The airbag systems in
the shoulder belts must provide a
consistent approach to energy
absorption throughout that range of
occupants. When the seat system
includes an airbag system, that system
must be included in each of the
certification tests as it would be
installed in the airplane. In addition, the
following situations must be considered:
a. The seat occupant is holding an
infant.
b. The seat occupant is a pregnant
woman.
4. The airbag system in the shoulder
belt must provide adequate protection
for each occupant regardless of the
number of occupants of the seat
assembly, considering that unoccupied
seats may have an active airbag system
in the shoulder belt.
5. The design must prevent the airbag
system in the shoulder belt from being
either incorrectly buckled or incorrectly
installed, such that the airbag system in
the shoulder belt would not properly
deploy. Alternatively, it must be shown
that such deployment is not hazardous
to the occupant, and will provide the
required injury protection.
6. It must be shown that the shoulderbelt 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 environmental
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
25981
conditions (vibrations, moisture, etc.)
likely to occur in service.
7. Deployment of the shoulder-belt
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 shoulder-belt 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.
This also includes preventing
inadvertent airbag deployment from a
static discharge.
9. It must be shown that the airbag
system in the shoulder belt will not
impede rapid egress of occupants 10
seconds after airbag deployment.
10. The shoulder-belt airbag system
must be protected from lightning and
high-intensity radiated fields (HIRF).
The threats to the airplane specified in
existing regulations regarding lighting,
§ 25.1316, and HIRF, § 25.1317, are
incorporated by reference for the
purpose of measuring lightning and
HIRF protection.
11. The shoulder-belt airbag system
must function properly after loss of
normal airplane electrical power, and
after a transverse separation of the
fuselage at the most critical location. A
separation at the location of the airbag
system in the shoulder belt does not
have to be considered.
12. It must be shown that the
shoulder-belt airbag system will not
release hazardous quantities of gas,
sharp injurious metal fragments, or
particulate matter into the cabin.
13. The shoulder-belt airbag system
installation must be protected from the
effects of fire such that no hazard to
occupants will result.
14. A means must be available for a
crewmember to verify the integrity of
the shoulder-belt airbag system
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 shoulder-belt airbag system,
once deployed, must not adversely
affect the emergency-lighting system
E:\FR\FM\05JNR1.SGM
05JNR1
25982
Federal Register / Vol. 84, No. 108 / Wednesday, June 5, 2019 / Rules and Regulations
(i.e., block floor proximity lights to the
extent that the lights no longer meet
their intended function).
Issued in Des Moines, Washington, on May
30, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2019–11666 Filed 6–4–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2018–1058; Product
Identifier 2018–CE–051–AD; Amendment
39–19646; AD 2019–10–07]
RIN 2120–AA64
Airworthiness Directives; Pilatus
Aircraft Ltd. Airplanes
Discussion
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for Pilatus
Aircraft Ltd. Models PC–6, PC–6/350,
PC–6/350–H1, PC–6/350–H2, PC–6/A,
PC–6/A–H1, PC–6/A–H2, PC–6/B–H2,
PC–6/B1–H2, PC–6/B2–H2, PC–6/B2–
H4, PC–6/C–H2, PC–6/C1–H2, PC–6–
H1, and PC–6–H2 airplanes. This AD
results from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as sheared or missing rivets
on the horizontal stabilizer hinge
bracket assemblies. The FAA is issuing
this AD to require actions to address the
unsafe condition on these products.
DATES: This AD is effective July 10,
2019.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of July 10, 2019.
ADDRESSES: You may examine the AD
docket on the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2018–
1058; or in person at Docket Operations,
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 service information identified in
this AD, contact PILATUS Aircraft Ltd.,
jbell on DSK3GLQ082PROD with RULES
SUMMARY:
VerDate Sep<11>2014
16:38 Jun 04, 2019
Jkt 247001
Customer Technical Support (MCC),
P.O. Box 992, CH–6371 Stans,
Switzerland; phone: +41 (0)41 619 67
74; fax: +41 (0)41 619 67 73; email:
techsupport@pilatus-aircraft.com;
internet: https://www.pilatusaircraft.com. You may view this
referenced 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) 329–4148. It is also available
on the internet at https://
www.regulations.gov by searching for
Docket No. FAA–2018–1058.
FOR FURTHER INFORMATION CONTACT:
Doug Rudolph, Aerospace Engineer,
FAA, Small Airplane Standards Branch,
901 Locust, Room 301, Kansas City,
Missouri 64106; telephone: (816) 329–
4059; fax: (816) 329–4090; email:
doug.rudolph@faa.gov.
SUPPLEMENTARY INFORMATION:
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to Pilatus Aircraft Ltd. Models
PC–6, PC–6/350, PC–6/350–H1, PC–6/
350–H2, PC–6/A, PC–6/A–H1, PC–6/A–
H2, PC–6/B–H2, PC–6/B1–H2, PC–6/
B2–H2, PC–6/B2–H4, PC–6/C–H2, PC–
6/C1–H2, PC–6–H1, and PC–6–H2
airplanes. The NPRM was published in
the Federal Register on December 26,
2018 (83 FR 66175). The NPRM
proposed to correct an unsafe condition
for the specified products and was
based on MCAI AD No. 2018–0217,
dated October 10, 2018, issued by the
European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community. The MCAI states:
During a routine inspection, the rivets of
the hinge bracket assemblies on a Pilatus PC–
6 were found to be sheared or missing.
Investigation results identified that this was
most likely due to application of too much
force to the ends of the horizontal stabilizer
during ground handling.
This condition, if not detected and
corrected, could lead to failure of the primary
horizontal stabilizer load path and
consequent separation of the horizontal
stabilizer, possibly resulting in loss of control
of the aeroplane.
To address this potential unsafe condition,
Pilatus Aircraft Ltd issued the SB [service
bulletin] to provide applicable inspection
instructions.
For the reasons described above, this
[EASA] AD requires a one-time inspection of
the affected parts and the horizontal
stabilizer front spar attachment area and,
depending on findings, accomplishment of
applicable corrective action(s). This [EASA]
AD also requires, before installation,
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
inspection of, and, depending on findings,
corrective action(s) on, affected parts held as
spare.
The amount of force to the ends of the
horizontal stabilizer cannot be
quantified; however, fleet experience
shows that repetitive pushing or pulling
on the horizontal stabilizer to move the
airplane on the ground can overload the
rivets. Although a root cause could not
be determined, due to the severity of
separation of a horizontal stabilizer,
EASA determined that the corrective
actions should be required for other
airplanes of the same type design.
Pilatus Aircraft Ltd. had previously
considered the small size of the original
‘‘DO NOT PUSH’’ markings and the
significant chance of the markings being
over-sprayed during a respray. As a
result, Pilatus Aircraft Ltd. issued a
service bulletin to specify replacing the
smaller markings with new, larger
placards. The FAA requires installing
these placards in this AD.
The MCAI can be found in the AD
docket on the internet at https://
www.regulations.gov/document?
D=FAA-2018-1058-0002.
Comments
The FAA gave the public the
opportunity to participate in developing
this AD. The following presents the
comment received on the proposal and
the FAA’s response the comment.
Request To Add Omitted Section to
Required Procedures
Pilatus Aircraft Ltd. requested that the
FAA amend the required actions to
include section H of the
Accomplishment Instructions in Pilatus
Aircraft Ltd. PC–6 Service Bulletin No.
55–004, dated July 2, 2018. The
commenter notes that section H was
omitted and should be added to the
final rule.
The FAA agrees with the commenter
and has changed paragraph (f)(1)(i) to
include section H.
Conclusion
The FAA reviewed the relevant data,
considered the comment received, and
determined that air safety and the
public interest require adopting the AD
with the change described previously.
The FAA determined that this change is
consistent with the intent that was
proposed in the NPRM for correcting the
unsafe condition and does not add any
additional burden upon the public than
was already proposed in the NPRM. The
FAA also determined that this change
will not increase the economic burden
on any operator or increase the scope of
the AD.
E:\FR\FM\05JNR1.SGM
05JNR1
]]>Agencies
[Federal Register Volume 84, Number 108 (Wednesday, June 5, 2019)]
[Rules and Regulations]
[Pages 25978-25982]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-11666]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2019-0152; Special Conditions No. 25-744A-SC]
Special Conditions: Greenpoint Technologies, Inc., Boeing Model
787-8 Airplane; Dynamic Test Requirements for Single-Occupant, Side-
Facing Seats With Airbag Devices in Shoulder Belts
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These amended special conditions are issued for the Boeing
Model 787-8 airplane. This amendment removes reference to leg-flail
airbags and adds reference to leg-flail devices installed on side-
facing seats. This airplane, as modified by Greenpoint Technologies,
Inc. (Greenpoint), 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
single-occupant, side-facing seats with airbag devices in shoulder
belts, and a floor-level, leg-flail-prevention device to limit the
axial rotation of the upper leg. 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 Greenpoint Technologies, Inc. on
June 5, 2019. Send comments on or before July 22, 2019.
ADDRESSES: Send comments identified by Docket No. FAA-2019-0152 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: Shannon Lennon, Airframe & 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 206-231-3209; email [email protected].
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions is
impracticable 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 finds it unnecessary to delay the effective date and finds
that good cause exists for making these special conditions effective
upon publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special
[[Page 25979]]
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 June 15, 2017, Greenpoint applied for a supplemental type
certificate for single-occupant, side-facing seats with airbag devices
in shoulder belts, and a floor-level, leg-flail-prevention device to
limit the axial rotation of the upper leg, installed in Boeing Model
787-8 airplanes. On May 2, 2019, Special Conditions No. 25-744-SC was
published in the Federal Register (85 FR 18701). At the request of the
applicant, this amended special conditions removes reference to leg-
flail airbags and adds reference to leg-flail devices installed on
side-facing seats.
The Boeing Model 787-8 airplane, which is a derivative of the
Boeing Model 787 currently approved under Type Certificate No.
T00021SE, is a twin-engine, transport-category airplane with a maximum
takeoff weight of 502,500 pounds. The airplanes, as modified by
Greenpoint, will have a business-jet interior with a maximum seating
capacity of 41.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Greenpoint must show that the Boeing Model 787-8 airplane,
as changed, continues to meet the applicable provisions of the
regulations listed in Type Certificate No. T00021SE, or the applicable
regulations in effect on the date of application for the change, except
for earlier amendments as agreed upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 787-8 airplane
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
these special conditions would also apply to the other model under
Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 787-8 airplane must comply with the fuel-
vent and exhaust-emission requirements of 14 CFR part 34, and the
noise-certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.101.
Novel or Unusual Design Features
The Boeing Model 787-8 airplane, as modified by Greenpoint, will
incorporate the following novel or unusual design features:
Single-occupant, side-facing seats with airbag devices in shoulder
belts and a floor-level, leg-flail-prevention device to limit the axial
rotation of the upper leg.
Discussion
Amendment 25-64, dated June 16, 1988, revised the emergency-landing
conditions that must be considered in the design of the airplane. It
revised the static-load conditions in Sec. 25.561 and added a new
Sec. 25.562, requiring dynamic testing for all seats approved for
occupancy during takeoff and landing. The intent was to provide an
improved level of safety for occupants on transport-category airplanes.
Because most seating on transport-category airplanes is forward-facing,
the pass/fail criteria developed in Amendment 25-64 focused primarily
on forward-facing seats. Therefore, the testing specified in the rule
did not provide a complete measure of occupant injury in seats that are
not forward-facing, although Sec. 25.785 does require occupants of all
seats that are occupied during taxi, takeoff, and landing not suffer
serious injury as a result of the inertia forces specified in
Sec. Sec. 25.561 and 25.562.
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 because we believed that those
conditions provided the same level of safety as for forward- and aft-
facing seats.
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 applicable to all fully side-
facing seats.
On November 5, 2012, the FAA released 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 PS-ANM-25-03-R1 has been used to establish a new set of proposed
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.
Applicability
As discussed above, these special conditions are applicable to
Boeing Model 787-8 airplanes modified by Greenpoint. Should Greenpoint
apply at a later date for a supplemental type certificate to modify any
other model included on Type Certificate No. T00021SE to incorporate
the same novel or unusual design feature, these special conditions
would apply to that model as well.
Conclusion
This action affects only a certain novel or unusual design feature
on one model of airplanes. It is not a rule of general applicability
and affects only the applicant who applied to the FAA for approval of
these features on the airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
[[Page 25980]]
Authority Citation
0
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 Boeing Model 787-8 airplanes modified
by Greenpoint.
In addition to the airworthiness standards in Sec. Sec. 25.562 and
25.785, special conditions 1 and 2 apply to all side-facing seat
installations, and special conditions 3 through 16 apply to side-facing
seats equipped with an airbag system in the shoulder-belt system.
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. 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.
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.
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 a, b, and c, above.
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 a
shoulder-belt airbag system 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--Lower the ATD vertically into the seat while
simultaneously:
1. Aligning the midsagittal plane (a vertical plane through the
midline of the body; dividing the body into right and left halves) with
approximately the middle of the seat place.
2. Applying a horizontal x-axis direction (in the ATD coordinate
system) force of about 20 lb (89 N) to the bottom of the feet of the
ES-2re Hybrid-II, to compress the seat back cushion.
3. Keeping the lower and upper legs nearly horizontal by supporting
at the bottom of the feet.
ii. Once all lifting devices have been removed from the ATD:
1. Rock it slightly to settle it in the seat.
2. Bend the knees of the ATD.
3. Separate the knees by about 4 inches (100 mm).
4. 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).
5. 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.
6. Position the feet such that the centerlines of the lower legs
are approximately parallel to a lateral vertical plane (in the airplane
coordinate system).
iii. ATD clothing: Clothe each ATD in form-fitting, mid-calf-length
(minimum) pants and shoes (size 11E) weighing about 2.5 lb (1.1 kg)
total. The color of the clothing should be in contrast to the color of
the restraint system. The ES-2re jacket is sufficient for torso
clothing, although a form-fitting shirt may be used in addition if
desired.
iv. 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
[[Page 25981]]
front of the airplane. The three abdominal-force sensors must be
installed such that they are on the side of the ATD toward the front of
the airplane.
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. The
leg-flail-prevention mechanism must:
i. Be shown to function as intended in consideration of post-
structural deformation of the seat assembly.
ii. Retract such that it does not impede rapid egress of occupants.
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 a shoulder-belt airbag system, the shoulder-belt
airbag 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. The airbag systems in the
shoulder belts must provide a consistent approach to energy absorption
throughout that range of occupants. When the seat system includes an
airbag system, that system must be included in each of the
certification tests as it would be installed in the airplane. In
addition, the following situations must be considered:
a. The seat occupant is holding an infant.
b. The seat occupant is a pregnant woman.
4. The airbag system in the shoulder belt must provide adequate
protection for each occupant regardless of the number of occupants of
the seat assembly, considering that unoccupied seats may have an active
airbag system in the shoulder belt.
5. The design must prevent the airbag system in the shoulder belt
from being either incorrectly buckled or incorrectly installed, such
that the airbag system in the shoulder belt would not properly deploy.
Alternatively, it must be shown that such deployment is not hazardous
to the occupant, and will provide the required injury protection.
6. It must be shown that the shoulder-belt 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 environmental
conditions (vibrations, moisture, etc.) likely to occur in service.
7. Deployment of the shoulder-belt 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 shoulder-
belt 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. This also includes preventing
inadvertent airbag deployment from a static discharge.
9. It must be shown that the airbag system in the shoulder belt
will not impede rapid egress of occupants 10 seconds after airbag
deployment.
10. The shoulder-belt airbag system must be protected from
lightning and high-intensity radiated fields (HIRF). The threats to the
airplane specified in existing regulations regarding lighting, Sec.
25.1316, and HIRF, Sec. 25.1317, are incorporated by reference for the
purpose of measuring lightning and HIRF protection.
11. The shoulder-belt airbag system must function properly after
loss of normal airplane electrical power, and after a transverse
separation of the fuselage at the most critical location. A separation
at the location of the airbag system in the shoulder belt does not have
to be considered.
12. It must be shown that the shoulder-belt airbag system will not
release hazardous quantities of gas, sharp injurious metal fragments,
or particulate matter into the cabin.
13. The shoulder-belt airbag system installation must be protected
from the effects of fire such that no hazard to occupants will result.
14. A means must be available for a crewmember to verify the
integrity of the shoulder-belt airbag system 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 shoulder-belt airbag system, once deployed, must not
adversely affect the emergency-lighting system
[[Page 25982]]
(i.e., block floor proximity lights to the extent that the lights no
longer meet their intended function).
Issued in Des Moines, Washington, on May 30, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019-11666 Filed 6-4-19; 8:45 am]
BILLING CODE 4910-13-P
