Special Conditions: Dassault Aviation Model Falcon 2000EX Airplanes; Large Non-Structural Glass in the Passenger Compartment, 31178-31180 [2019-14007]
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31178
Federal Register / Vol. 84, No. 126 / Monday, July 1, 2019 / Rules and Regulations
cabins provide the same level of safety
as airplanes using traditional,
lightweight materials. The FAA
reiterates this intention in the text of the
special conditions by qualifying their
use for group four glass items.
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 Dassault
Model Falcon 900EX airplanes. Should
Dassault apply at a later date for a
change to the type certificate to include
another model incorporating the same
novel or unusual design feature, these
special conditions would apply to that
model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
series 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 the Dassault Model Falcon
900EX airplane.
For large glass items (a single item, or
a collective group of glass items, that
weigh 4 kg or more in mass) installed
in passenger-occupied rooms or areas
during taxi, takeoff, and landing, or
installed in rooms or areas that
occupants must enter or pass through to
access any emergency exit, the glass
installations on the Dassault Model
Falcon 900EX airplane must meet the
following conditions:
1. Material Fragmentation—The
applicant must use tempered or
otherwise treated glass to ensure that,
when fractured, the glass breaks into
small pieces with relatively dull edges.
The glass component installation must
retain glass fragments to minimize the
danger from flying glass shards or
pieces. The applicant must demonstrate
this characteristic by impact and
puncture testing, and testing to failure.
khammond on DSKBBV9HB2PROD with RULES
■
VerDate Sep<11>2014
15:54 Jun 28, 2019
Jkt 247001
The applicant may conduct this test
with or without any glass coating that
may be utilized in the design.
2. Strength—In addition to meeting
the load requirements for all flight and
landing loads, including any of the
applicable emergency-landing
conditions in subparts C & D of 14 CFR
part 25, the glass components that are
located such that they are not protected
from contact with cabin occupants must
not fail due to abusive loading, such as
impact from occupants stumbling into,
leaning against, sitting on, or performing
other intentional or unintentional
forceful contact with the glass
component. The applicant must assess
the effect of design details such as
geometric discontinuities or surface
finish, including but not limited to
embossing and etching.
3. Retention—The glass component,
as installed in the airplane, must not
come free of its restraint or mounting
system in the event of an emergency
landing, considering both the
directional loading and resulting
rebound conditions. The applicant must
assess the effect of design details such
as geometric discontinuities or surface
finish, including but not limited to
embossing and etching.
4. Instructions for Continued
Airworthiness—The instructions for
continued airworthiness must reflect the
method used to fasten the panel to the
cabin interior and must ensure the
reliability of the methods used (e.g., life
limit of adhesives, or clamp
connection). The applicant must define
any inspection methods and intervals
based upon adhesion data from the
manufacturer of the adhesive, or upon
actual adhesion-test data, if necessary.
Issued in Des Moines, Washington, on June
20, 2019.
Christopher R. Parker,
Acting Manager, Transport Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019–14008 Filed 6–28–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2018–1038; Special
Conditions No. 25–749–SC]
Special Conditions: Dassault Aviation
Model Falcon 2000EX Airplanes; Large
Non-Structural Glass in the Passenger
Compartment
Federal Aviation
Administration (FAA), DOT.
AGENCY:
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
Final special conditions; request
for comments.
ACTION:
These special conditions are
issued for the Dassault Aviation
(Dassault) Model Falcon 2000EX
airplane. 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 the
installation of large, non-structural glass
panels in the passenger compartment.
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
Dassault on July 1, 2019. Send
comments on or before August 15, 2019.
ADDRESSES: Send comments identified
by Docket No. FAA–2018–1038 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
SUMMARY:
E:\FR\FM\01JYR1.SGM
01JYR1
Federal Register / Vol. 84, No. 126 / Monday, July 1, 2019 / Rules and Regulations
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, FAA, Airframe and
Cabin Safety Branch, AIR–675, Aircraft
Certification Service, 2200 S 216th St.,
Des Moines, Washington 98198–6547;
telephone and fax 206–231–3209.
SUPPLEMENTARY INFORMATION: The
substance of these special conditions
previously has been published in the
Federal Register for public comment.
These special conditions have been
derived without substantive change
from those previously issued. It is
unlikely that prior public comment
would result in a significant change
from the substance contained herein.
Therefore, the FAA has determined that
prior public notice and comment are
unnecessary, and finds that, for the
same reason, good cause exists for
adopting these special conditions upon
publication in the Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive by the closing date for
comments. We may change these special
conditions based on the comments we
receive.
khammond on DSKBBV9HB2PROD with RULES
Background
On June 14, 2016, Dassault applied for
a change to Type Certificate No. A50NM
for installation of large, non-structural
glass panels in the passenger
compartment in Model Falcon 2000EX
airplane. The Model Falcon 2000EX
airplane has three turbofan engines. The
airplane will have a maximum takeoff
weight of 42,800 lbs, capacity for 2
crewmembers, and seating for 19
passengers.
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Dassault must show that the Model
Falcon 2000EX airplane, as changed,
continues to meet the applicable
provisions of the regulations listed in
type certificate no. A50NM, 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
VerDate Sep<11>2014
15:54 Jun 28, 2019
Jkt 247001
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Dassault Model Falcon 2000EX
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 novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified 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 Dassault Model Falcon
2000EX 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 § 11.38, and they become part of
the type certification basis under
§ 21.101.
Novel or Unusual Design Features
The Dassault Model Falcon 2000EX
airplane will have a novel or unusual
design feature associated with the
installation of large, non-structural glass
panels in the cabin area occupied by
passengers and crew. Possible
installations of large, non-structural
glass items include, but are not limited
to, the following items:
• Glass partitions.
• Glass floor installations.
• Glass attached to the ceiling.
• Glass parts integrated in a stairway.
• Wall- or door-mounted mirrors and
glass panels.
• Mirrors as part of a door blow-out
panel.
• Glass plate installed in a doorframe.
• Washstand with glass panel.
The installation of these glass items in
the passenger compartment, which can
be occupied during taxi, takeoff, and
landing (TT&L), is a novel or unusual
design feature with respect to the
installed material. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for this design feature.
Discussion
The use of glass results in trade-offs
between the one unique characteristic of
glass—its capability for undistorted or
controlled light transmittance, or
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
31179
transparency—and the negative aspects
of the material. Glass, in its basic form
as annealed, untreated sheet, plate, or
float glass, when compared to metals, is
extremely notch-sensitive, has a low
fracture resistance, has a low modulus
of elasticity, and can be highly variable
in its properties. While reasonably
strong, it is nonetheless not a desirable
material for traditional airplane
applications because it is heavy (about
the same density as aluminum), and
when it fails, it breaks into extremely
sharp fragments that have the potential
for injury, and which have been known
to be lethal. Thus, the use of glass
traditionally was limited to
windshields, and instrument or display
transparencies. The regulations in
§ 25.775 only address, and likewise only
recognize, the unique use of glass in
windshield or window applications
where no other material will serve. This
regulation does address the adverse
properties of glass, but pilots
occasionally are injured from shattered
glass windshields.
The FAA divides other uses of glass
in the passenger cabin into four groups.
These groups were created to address
the practical and functional uses of
glass. The four groups are as follows:
The first group is glass items installed
in rooms or areas in the cabin that are
not occupied during TT&L, and a person
does not have to enter or pass through
the room or area to get to any emergency
exit.
The second group is glass integrated
into a functional device the operation of
which is dependent upon the
characteristics of glass, such as
instrument or indicator protective
transparencies, or monitor screens such
as liquid crystal displays or plasma
displays. This group may be installed in
any area in the cabin regardless of
occupancy during TT&L. Acceptable
means of compliance for these items
may depend on the size and specific
location of the device containing the
glass.
The third group is small glass items
installed in occupied rooms or areas
during TT&L, or rooms or areas that a
person does not have to enter or pass
through to get to any emergency exit.
The FAA defines a small glass item as
less than 8.8 lbs (4 kg) in mass.
The fourth group is large glass items,
the subject of these special conditions,
installed in occupied rooms or areas
during TT&L, or rooms or areas that a
person must enter or pass through to get
to any emergency exit. A large glass
item is defined as 8.8 lbs (4 kg) or
greater in mass. Groups of glass items
that collectively weigh 4 kg or more
would also be included. The mass is
E:\FR\FM\01JYR1.SGM
01JYR1
31180
Federal Register / Vol. 84, No. 126 / Monday, July 1, 2019 / Rules and Regulations
based on the amount of glass that
becomes hazardous in high inertial
loads.
The glass items in groups one, two,
and three are restricted to applications
where the potential for injury is either
highly localized, such as flightinstrument faces, or the location is such
that injury due to failure of the glass is
unlikely, for example mirrors in
lavatories, because these installations
necessitate the use of glass. These glass
items typically are addressed in a
method-of-compliance issue paper for
each project based on existing part 25
regulations, or in established policy.
These issue papers identify specific
tests that could include abuse loading
and ball-impact testing. In addition,
these items are subject to the inertia
loads contained in § 25.561, and
maximum positive-differential pressure
for items like video monitors to meet
§ 25.789.
The items in group four are much
larger and heavier than previously
approved, and raise additional safety
concerns. These large, heavy glass
panels, primarily installed as
architectural features, were not
envisioned in the regulations. The
unique aspects of glass, with the
potential to become highly injurious or
lethal objects during emergency landing,
minor crash conditions, or in flight,
warrant a unique approach to
certification that addresses the
characteristics of glass that prevented its
use in the past. These special conditions
were developed to ensure that airplanes
with large glass features in passenger
cabins provide the same level of safety
as airplanes using traditional,
lightweight materials. The FAA
reiterates this intention in the text of the
special conditions by qualifying their
use for group four glass items.
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.
khammond on DSKBBV9HB2PROD with RULES
Applicability
As discussed above, these special
conditions are applicable to Dassault
Model Falcon 2000EX airplanes. Should
Dassault apply at a later date for a
change to the type certificate to include
another model incorporating the same
novel or unusual design feature, these
special conditions would apply to that
model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
VerDate Sep<11>2014
15:54 Jun 28, 2019
Jkt 247001
series 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 the Dassault Model Falcon
2000EX airplane.
For large glass items (a single item, or
a collective group of glass items, that
weigh 4 kg or more in mass) installed
in passenger-occupied rooms or areas
during taxi, takeoff, and landing, or
installed in rooms or areas that
occupants must enter or pass through to
access any emergency exit, the glass
installations on the Dassault Model
Falcon 2000EX airplane must meet the
following conditions:
1. Material Fragmentation—The
applicant must use tempered or
otherwise treated glass to ensure that,
when fractured, the glass breaks into
small pieces with relatively dull edges.
The glass component installation must
retain glass fragments to minimize the
danger from flying glass shards or
pieces. The applicant must demonstrate
this characteristic by impact and
puncture testing, and testing to failure.
The applicant may conduct this test
with or without any glass coating that
may be utilized in the design.
2. Strength—In addition to meeting
the load requirements for all flight and
landing loads, including any of the
applicable emergency-landing
conditions in subparts C & D of 14 CFR
part 25, the glass components that are
located such that they are not protected
from contact with cabin occupants must
not fail due to abusive loading, such as
impact from occupants stumbling into,
leaning against, sitting on, or performing
other intentional or unintentional
forceful contact with the glass
component. The applicant must assess
the effect of design details such as
geometric discontinuities or surface
finish, including but not limited to
embossing and etching.
3. Retention—The glass component,
as installed in the airplane, must not
come free of its restraint or mounting
system in the event of an emergency
landing, considering both the
directional loading and resulting
■
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
rebound conditions. The applicant must
assess the effect of design details such
as geometric discontinuities or surface
finish, including but not limited to
embossing and etching.
4. Instructions for Continued
Airworthiness—The instructions for
continued airworthiness must reflect the
method used to fasten the panel to the
cabin interior and must ensure the
reliability of the methods used (e.g., life
limit of adhesives, or clamp
connection). The applicant must define
any inspection methods and intervals
based upon adhesion data from the
manufacturer of the adhesive, or upon
actual adhesion-test data, if necessary.
Issued in Des Moines, Washington, on June
20, 2019.
Christopher R. Parker,
Acting Manager, Transport Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019–14007 Filed 6–28–19; 8:45 am]
BILLING CODE 4910–13–P
FEDERAL TRADE COMMISSION
16 CFR Part 609
RIN 3084–AB54
Military Credit Monitoring
Federal Trade Commission.
Final rule.
AGENCY:
ACTION:
The Federal Trade
Commission (‘‘FTC’’ or ‘‘Commission’’)
is publishing a final rule to implement
the credit monitoring provisions
applicable to active duty military
consumers in section 302 of the
Economic Growth, Regulatory Relief,
and Consumer Protection Act, which
amends the Fair Credit Reporting Act
(‘‘FCRA’’). That section requires
nationwide consumer reporting agencies
(‘‘NCRAs’’) to provide a free electronic
credit monitoring service to active duty
military consumers, subject to certain
conditions. The final rule defines
‘‘electronic credit monitoring service,’’
‘‘contact information,’’ ‘‘material
additions or modifications to the file of
a consumer,’’ and ‘‘appropriate proof of
identity,’’ among other terms. It also
contains requirements on how NCRAs
must verify that an individual is an
active duty military consumer. Further,
the final rule contains restrictions on
the use of personal information and on
communications surrounding
enrollment in the electronic credit
monitoring service.
DATES: The amendments are effective
July 31, 2019. However, compliance is
not required until October 31, 2019.
SUMMARY:
E:\FR\FM\01JYR1.SGM
01JYR1
]]>Agencies
[Federal Register Volume 84, Number 126 (Monday, July 1, 2019)]
[Rules and Regulations]
[Pages 31178-31180]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-14007]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2018-1038; Special Conditions No. 25-749-SC]
Special Conditions: Dassault Aviation Model Falcon 2000EX
Airplanes; Large Non-Structural Glass in the Passenger Compartment
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Dassault Aviation
(Dassault) Model Falcon 2000EX airplane. 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 the installation of large,
non-structural glass panels in the passenger compartment. 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 Dassault on July 1, 2019. Send
comments on or before August 15, 2019.
ADDRESSES: Send comments identified by Docket No. FAA-2018-1038 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
[[Page 31179]]
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, FAA, Airframe and
Cabin Safety Branch, AIR-675, Aircraft Certification Service, 2200 S
216th St., Des Moines, Washington 98198-6547; telephone and fax 206-
231-3209.
SUPPLEMENTARY INFORMATION: The substance of these special conditions
previously has been published in the Federal Register for public
comment. These special conditions have been derived without substantive
change from those previously issued. It is unlikely that prior public
comment would result in a significant change from the substance
contained herein. Therefore, the FAA has determined that prior public
notice and comment are unnecessary, and finds that, for the same
reason, good cause exists for adopting these special conditions upon
publication in the Federal Register.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.
Background
On June 14, 2016, Dassault applied for a change to Type Certificate
No. A50NM for installation of large, non-structural glass panels in the
passenger compartment in Model Falcon 2000EX airplane. The Model Falcon
2000EX airplane has three turbofan engines. The airplane will have a
maximum takeoff weight of 42,800 lbs, capacity for 2 crewmembers, and
seating for 19 passengers.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Dassault must show that the Model Falcon 2000EX airplane,
as changed, continues to meet the applicable provisions of the
regulations listed in type certificate no. A50NM, 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 Dassault Model Falcon 2000EX
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 novel or
unusual design feature, or should any other model already included on
the same type certificate be modified 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 Dassault Model Falcon 2000EX 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 Dassault Model Falcon 2000EX airplane will have a novel or
unusual design feature associated with the installation of large, non-
structural glass panels in the cabin area occupied by passengers and
crew. Possible installations of large, non-structural glass items
include, but are not limited to, the following items:
Glass partitions.
Glass floor installations.
Glass attached to the ceiling.
Glass parts integrated in a stairway.
Wall- or door-mounted mirrors and glass panels.
Mirrors as part of a door blow-out panel.
Glass plate installed in a doorframe.
Washstand with glass panel.
The installation of these glass items in the passenger compartment,
which can be occupied during taxi, takeoff, and landing (TT&L), is a
novel or unusual design feature with respect to the installed material.
The applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature.
Discussion
The use of glass results in trade-offs between the one unique
characteristic of glass--its capability for undistorted or controlled
light transmittance, or transparency--and the negative aspects of the
material. Glass, in its basic form as annealed, untreated sheet, plate,
or float glass, when compared to metals, is extremely notch-sensitive,
has a low fracture resistance, has a low modulus of elasticity, and can
be highly variable in its properties. While reasonably strong, it is
nonetheless not a desirable material for traditional airplane
applications because it is heavy (about the same density as aluminum),
and when it fails, it breaks into extremely sharp fragments that have
the potential for injury, and which have been known to be lethal. Thus,
the use of glass traditionally was limited to windshields, and
instrument or display transparencies. The regulations in Sec. 25.775
only address, and likewise only recognize, the unique use of glass in
windshield or window applications where no other material will serve.
This regulation does address the adverse properties of glass, but
pilots occasionally are injured from shattered glass windshields.
The FAA divides other uses of glass in the passenger cabin into
four groups. These groups were created to address the practical and
functional uses of glass. The four groups are as follows:
The first group is glass items installed in rooms or areas in the
cabin that are not occupied during TT&L, and a person does not have to
enter or pass through the room or area to get to any emergency exit.
The second group is glass integrated into a functional device the
operation of which is dependent upon the characteristics of glass, such
as instrument or indicator protective transparencies, or monitor
screens such as liquid crystal displays or plasma displays. This group
may be installed in any area in the cabin regardless of occupancy
during TT&L. Acceptable means of compliance for these items may depend
on the size and specific location of the device containing the glass.
The third group is small glass items installed in occupied rooms or
areas during TT&L, or rooms or areas that a person does not have to
enter or pass through to get to any emergency exit. The FAA defines a
small glass item as less than 8.8 lbs (4 kg) in mass.
The fourth group is large glass items, the subject of these special
conditions, installed in occupied rooms or areas during TT&L, or rooms
or areas that a person must enter or pass through to get to any
emergency exit. A large glass item is defined as 8.8 lbs (4 kg) or
greater in mass. Groups of glass items that collectively weigh 4 kg or
more would also be included. The mass is
[[Page 31180]]
based on the amount of glass that becomes hazardous in high inertial
loads.
The glass items in groups one, two, and three are restricted to
applications where the potential for injury is either highly localized,
such as flight-instrument faces, or the location is such that injury
due to failure of the glass is unlikely, for example mirrors in
lavatories, because these installations necessitate the use of glass.
These glass items typically are addressed in a method-of-compliance
issue paper for each project based on existing part 25 regulations, or
in established policy. These issue papers identify specific tests that
could include abuse loading and ball-impact testing. In addition, these
items are subject to the inertia loads contained in Sec. 25.561, and
maximum positive-differential pressure for items like video monitors to
meet Sec. 25.789.
The items in group four are much larger and heavier than previously
approved, and raise additional safety concerns. These large, heavy
glass panels, primarily installed as architectural features, were not
envisioned in the regulations. The unique aspects of glass, with the
potential to become highly injurious or lethal objects during emergency
landing, minor crash conditions, or in flight, warrant a unique
approach to certification that addresses the characteristics of glass
that prevented its use in the past. These special conditions were
developed to ensure that airplanes with large glass features in
passenger cabins provide the same level of safety as airplanes using
traditional, lightweight materials. The FAA reiterates this intention
in the text of the special conditions by qualifying their use for group
four glass items.
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
Dassault Model Falcon 2000EX airplanes. Should Dassault apply at a
later date for a change to the type certificate to include another
model incorporating the same novel or unusual design feature, these
special conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model series 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 the Dassault Model Falcon 2000EX
airplane.
For large glass items (a single item, or a collective group of
glass items, that weigh 4 kg or more in mass) installed in passenger-
occupied rooms or areas during taxi, takeoff, and landing, or installed
in rooms or areas that occupants must enter or pass through to access
any emergency exit, the glass installations on the Dassault Model
Falcon 2000EX airplane must meet the following conditions:
1. Material Fragmentation--The applicant must use tempered or
otherwise treated glass to ensure that, when fractured, the glass
breaks into small pieces with relatively dull edges. The glass
component installation must retain glass fragments to minimize the
danger from flying glass shards or pieces. The applicant must
demonstrate this characteristic by impact and puncture testing, and
testing to failure. The applicant may conduct this test with or without
any glass coating that may be utilized in the design.
2. Strength--In addition to meeting the load requirements for all
flight and landing loads, including any of the applicable emergency-
landing conditions in subparts C & D of 14 CFR part 25, the glass
components that are located such that they are not protected from
contact with cabin occupants must not fail due to abusive loading, such
as impact from occupants stumbling into, leaning against, sitting on,
or performing other intentional or unintentional forceful contact with
the glass component. The applicant must assess the effect of design
details such as geometric discontinuities or surface finish, including
but not limited to embossing and etching.
3. Retention--The glass component, as installed in the airplane,
must not come free of its restraint or mounting system in the event of
an emergency landing, considering both the directional loading and
resulting rebound conditions. The applicant must assess the effect of
design details such as geometric discontinuities or surface finish,
including but not limited to embossing and etching.
4. Instructions for Continued Airworthiness--The instructions for
continued airworthiness must reflect the method used to fasten the
panel to the cabin interior and must ensure the reliability of the
methods used (e.g., life limit of adhesives, or clamp connection). The
applicant must define any inspection methods and intervals based upon
adhesion data from the manufacturer of the adhesive, or upon actual
adhesion-test data, if necessary.
Issued in Des Moines, Washington, on June 20, 2019.
Christopher R. Parker,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-14007 Filed 6-28-19; 8:45 am]
BILLING CODE 4910-13-P
