Special Conditions: Boeing Commercial Airplanes Model 777-9 Airplanes; Structure-Mounted Airbags, 44244-44246 [2020-15506]

Download as PDF jbell on DSKBBXCHB2PROD with PROPOSALS 44244 Federal Register / Vol. 85, No. 141 / Wednesday, July 22, 2020 / Proposed Rules announced its most recent delineation of urban areas, a property is located in an area that qualifies as ‘‘rural’’ according to the definitions in § 1026.35(b)(2)(iv) if the search results provided for the property by any such automated address search tool available on the Census Bureau’s public website do not identify the property as being in an urban area. B. For example, if a creditor extended during 2017 a first-lien covered transaction that is secured by a property that is located in an area that meets the definition of rural or underserved under § 1026.35(b)(2)(iv), the creditor meets this element of the exception for any transaction consummated during 2018. C. Alternatively, if the creditor did not extend in 2017 a transaction that meets the definition of rural or underserved test under § 1026.35(b)(2)(iv), the creditor satisfies this criterion for any transaction consummated during 2018 for which it received the application before April 1, 2018, if it extended during 2016 a firstlien covered transaction that is secured by a property that is located in an area that meets the definition of rural or underserved under § 1026.35(b)(2)(iv). ii. During the preceding calendar year, or, if the application for the transaction was received before April 1 of the current calendar year, during either of the two preceding calendar years, the creditor together with its affiliates extended no more than 2,000 covered transactions, as defined by § 1026.43(b)(1), secured by first liens, that were sold, assigned, or otherwise transferred to another person, or that were subject at the time of consummation to a commitment to be acquired by another person, to satisfy the requirement of § 1026.35(b)(2)(iii)(B). iii. As of the preceding December 31st, or, if the application for the transaction was received before April 1 of the current calendar year, as of either of the two preceding December 31sts, the creditor and its affiliates that regularly extended covered transactions secured by first liens, together, had total assets that do not exceed the applicable asset threshold established by the Bureau, to satisfy the requirement of § 1026.35(b)(2)(iii)(C). The Bureau publishes notice of the asset threshold each year by amending comment 35(b)(2)(iii)–1.iii. Dated: June 29, 2020. Laura Galban, Federal Register Liaison, Bureau of Consumer Financial Protection. [FR Doc. 2020–14692 Filed 7–21–20; 8:45 am] BILLING CODE 4810–AM–P VerDate Sep<11>2014 16:47 Jul 21, 2020 Jkt 250001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA–2019–1102; Notice No. 25– 20–03–SC] 14 CFR 25.1301(a)—Function and Installation 14 CFR 25.1541—Markings and Placards In addition, the FAA has approved several other PED-retention designs using the Special Conditions: Qantas Airways Limited, Boeing Model 737–800 Airplane; Personal Electronic-Device Straps Installed on Seat Backs Conclusion The Notice of Proposed Special Conditions No. 25–20–03–SC, Docket No. FAA–2019–1102, published at 85 FR 17786, is therefore withdrawn. AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Special conditions; withdrawal. James E Wilborn, Acting Manager, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service. The FAA is withdrawing the Notice of Proposed Special Conditions, which published in the Federal Register on March 31, 2020. The FAA is withdrawing the notice because the special conditions are not necessary. DATES: The special conditions published on March 31, 2020, at 85 FR 17786, are withdrawn as of July 22, 2020. FOR FURTHER INFORMATION CONTACT: John Shelden, Airframe and Cabin Safety Section, AIR–675, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 South 216th Street, Des Moines, Washington 98198; telephone and fax 206–231– 3214; email john.shelden@faa.gov. SUPPLEMENTARY INFORMATION: [FR Doc. 2020–15034 Filed 7–21–20; 8:45 am] Background SUMMARY: SUMMARY: On March 31, 2020, the FAA published in the Federal Register Notice of Proposed Special Conditions No. 25–20–03–SC, Docket No. FAA– 2019–1102 (85 FR 17786). The published special conditions pertain to the Qantas Airways Limited installation of personal electronic-device (PED) retention straps on passenger seat backs, on Boeing Model 737–800 airplanes. Reason for Withdrawal Upon further review, the FAA has determined that the current airworthiness standards are sufficient, and special conditions are not necessary to address PED retention straps installed on the backs of passenger seats in Boeing Model 737–800 airplanes, as modified by Qantas Airways Limited. The applicable title 14, Code of Federal Regulations (14 CFR) airworthiness standards include: 14 CFR 25.562(c)(5) and (c)(8)—Emergency Landing Dynamic Conditions 14 CFR 25.601—Hazardous Features 14 CFR 25.785(b), (d), and (k)—Occupant Injury and Projecting Objects 14 CFR 25.787(a) and (b)—Stowage Compartments 14 CFR 25.813(c)—Emergency Exit Access PO 00000 Frm 00022 Fmt 4702 Sfmt 4702 BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA–2019–1055; Notice No. 25– 20–05–SC] Special Conditions: Boeing Commercial Airplanes Model 777–9 Airplanes; Structure-Mounted Airbags Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. AGENCY: This action proposes special conditions for the Boeing Commercial Airplanes (Boeing) Model 777–9 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 structure-mounted airbags designed to limit occupant forward excursion in the event of an emergency landing. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These proposed 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: Send comments on or before September 8, 2020. ADDRESSES: Send comments identified by Docket No. FAA–2019–1055 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 E:\FR\FM\22JYP1.SGM 22JYP1 Federal Register / Vol. 85, No. 141 / Wednesday, July 22, 2020 / Proposed Rules 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 and Cabin Safety Section, AIR–675, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 South 216th Street, Des Moines, Washington 98198; telephone and fax 206–231–3209; email shannon.lennon@faa.gov. SUPPLEMENTARY INFORMATION: jbell on DSKBBXCHB2PROD with PROPOSALS Comments Invited The FAA invites 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. The FAA will consider all comments received by the closing date for comments. The FAA may change these special conditions based on the comments received. Background On December 6, 2013, Boeing applied for a change to Type Certificate No. VerDate Sep<11>2014 16:47 Jul 21, 2020 Jkt 250001 T00001SE for structure-mounted airbags installed in the Boeing Model 777–9 airplane. The application date was extended to March 30, 2016 based on Boeing’s request. The Boeing Model 777–9 airplane, which is a derivative of the Boeing Model 777 airplane currently approved under Type Certificate No. T00001SE, is a twin-engine, transportcategory airplane with seating for 495 passengers and a maximum takeoff weight of 775,000 pounds. Type Certification Basis Under the provisions of title 14, Code of Federal Regulations (14 CFR) 21.101, Boeing must show that the Model 777– 9 airplane, as changed, continues to meet the applicable provisions of the regulations listed in Type Certificate No. T00001SE, or the applicable regulations in effect on the date of application for the change, except for earlier amendments as agreed upon by the FAA. If the Administrator finds that the applicable airworthiness regulations (e.g., 14 CFR part 25) do not contain adequate or appropriate safety standards for the Boeing Model 777–9 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 Boeing Model 777–9 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 777–9 airplane will incorporate the following novel or unusual design features: Airbags mounted to structure to prevent head injury. PO 00000 Frm 00023 Fmt 4702 Sfmt 4702 44245 Discussion Boeing proposes to install structuremounted airbags instead of inflatable lap belts as a means to protect each occupant from serious injury in the event of an emergency landing, as required by § 25.562(c)(5), on 777–9 airplanes. Such use of airbags to provide injury protection for the occupant is a novel or unusual feature for this airplane model, and the applicable airworthiness regulations do not contain adequate or appropriate airworthiness standards for these design features. Therefore, special conditions are needed to address requirements particular to installation of airbags in this manner. Special conditions exist for airbags installed on seat belts, known as inflatable lap belts, which have been installed on Boeing passenger seats. Structure-mounted airbags, although a novel design, were first introduced on Jetstream Aircraft Limited Model 4100 series airplanes, which resulted in issuance of Special Conditions 25– ANM–127 on May 14, 1997. These special conditions supplemented 14 CFR part 25 and, more specifically, §§ 25.562 and 25.785. The structure-mounted airbag, similar to the inflatable lap belt, is designed to limit occupant forward excursion in the event of an emergency landing. These airbags will reduce the potential for serious injury, including reducing the head-injury criterion measurement defined in part 25. However, structuremounted airbags function similarly as automotive airbags, where the airbag deploys from furniture located in front of the passenger, relative to the airplane’s direction of flight, forming a barrier between the structure and occupant. Also, unlike the inflatable lap belt, the structure-mounted airbag does not move with the occupant. To account for out-of-position and brace-position occupants, the airbag is designed to conform to the curvature of the exposed structure in the head-strike zone. Because the airbag system is essentially a single-use device, it could deploy under crash conditions that are not sufficiently so severe as to require the injury protection the airbag system provides. Because an actual crash is frequently composed of a series of impacts before the airplane comes to rest, a larger impact following the initial impact could render the airbag system unavailable. This potential situation does not exist with standard upper-torso restraints, which tend to provide continuous protection regardless of impact severity, or number of impacts, in a crash event. Therefore, the airbag- E:\FR\FM\22JYP1.SGM 22JYP1 44246 Federal Register / Vol. 85, No. 141 / Wednesday, July 22, 2020 / Proposed Rules system installation should be such that it provides protection, when it is required, by not expending its protection when it is not required. If the airbag deployment threshold is unnecessarily low, the airbag would need to continue to provide protection when an impact requiring protection occurs. These proposed special conditions are based upon special conditions 25–605– SC for the Boeing Model 787–9 airplanes equipped with B/E Aerospace Super-Diamond model business-class passenger seats and associated furniture. The proposed special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Applicability As discussed above, these special conditions are applicable to the Boeing Model 777–9 airplane. Should Boeing 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 airplanes. 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 Proposed Special Conditions Accordingly, the FAA proposes the following special conditions as part of the type certification basis for Boeing Model 777–9 airplanes. 1. The applicant must demonstrate by test that the structure-mounted airbag will deploy and provide protection under crash conditions where it is necessary to prevent serious injury to a 50th percentile occupant, as specified in § 25.562. The means of protection must provide a consistent approach to energy absorption for a range of occupants, from a two-year-old child to a 95th percentile male. 2. The structure-mounted airbag must provide adequate protection for each occupant regardless of the number of occupants of the seat assembly. jbell on DSKBBXCHB2PROD with PROPOSALS ■ VerDate Sep<11>2014 16:47 Jul 21, 2020 Jkt 250001 3. The structure-mounted airbag system must not be susceptible to inadvertent deployment as a result of wear and tear, or inertial loads resulting from in-flight or ground maneuvers (including gusts and hard landings) likely to be experienced in service. 4. Deployment of the structuremounted airbag must not introduce hazards or injury mechanisms to the seated occupant, including occupants in the brace position. Deployment of the structure-mounted airbag must also not result in injuries that could impede rapid exit from the airplane. 5. The applicant must demonstrate that an inadvertent deployment that could cause injury to a standing or sitting person is improbable. Inadvertent deployment must not cause injury to anyone who may be positioned close to the structure-mounted airbag (e.g., seated in an adjacent seat, or standing adjacent to the airbag installation or the subject seat). Cases where a structuremounted airbag is inadvertently deployed near a seated occupant or an empty seat must be considered. 6. Effects of the deflection and deformation of the structure to which the airbag is attached must be taken into account when evaluating deployment and location of the inflated airbag. The effect of loads imposed by airbag deployment, or stowed components where applicable, must also be taken into account. 7. Inadvertent deployment of the structure-mounted airbag during the most critical part of flight will either not cause a hazard to the airplane or is extremely improbable. 8. The applicant must demonstrate that the structure-mounted airbag, when deployed, does not impair access to the seatbelt- or harness-release means, and must not hinder evacuation. This will include consideration of adjacent seat places and the aisle. 9. The airbag, once deployed, must not adversely affect the emergencylighting system, and must not block escape-path lighting to the extent that the light(s) no longer meet their intended function. 10. The structure-mounted airbag must not impede occupants’ rapid exit from the airplane 10 seconds after its deployment. 11. Where structure-mounted airbag systems are installed in or close to passenger evacuation routes (other than for the passenger seat for which the airbag is installed), possibility of impact on emergency evacuation (e.g., hanging in the aisle, potential trip hazard, etc.) must be evaluated. 12. The airbag electronic system must be designed to be protected from PO 00000 Frm 00024 Fmt 4702 Sfmt 4702 lightning per § 25.1316(b), and highintensity radiated fields per § 25.1317(c). 13. The structure-mounted airbag system must not contain or release hazardous quantities of gas or particulate matter into the cabin. 14. The structure-mounted airbag installation must be protected from the effects of fire such that no hazard to occupants will result. 15. The inflatable bag material must meet the 2.5-inches-per-minute horizontal flammability test defined in 14 CFR part 25, appendix F, part I, paragraph (a)(1)(iv). 16. The design of the structuremounted airbag system must protect the mechanisms and controls from external contamination associated with that which could occur on or around passenger seating. 17. The structure-mounted airbag system must have a means to verify the integrity of the structure-mounted airbag activation system. 18. The applicant must provide installation limitations to ensure installation compatibility between the seat design and opposing monument or structure. Issued in Des Moines, Washington, on July 14, 2020. James E. Wilborn, Acting Manager, Transport Standards Branch, Policy and Innovation Division, Aircraft Certification Service. [FR Doc. 2020–15506 Filed 7–21–20; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF THE TREASURY Internal Revenue Service 26 CFR Part 1 [REG–112339–19] RIN 1545–BP42 Credit for Carbon Oxide Sequestration; Hearing Internal Revenue Service (IRS), Treasury. ACTION: Proposed rule; notice of hearing. AGENCY: This document provides a notice of public hearing on proposed regulations regarding the credit for carbon oxide sequestration under section 45Q of the Internal Revenue Code (Code). DATES: The public hearing is being held on Wednesday, August 26, 2020, at 10 a.m. The IRS must receive speakers’ outlines of the topics to be discussed at the public hearing by Friday, August 14, 2020. If no outlines are received by SUMMARY: E:\FR\FM\22JYP1.SGM 22JYP1

Agencies

[Federal Register Volume 85, Number 141 (Wednesday, July 22, 2020)]
[Proposed Rules]
[Pages 44244-44246]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-15506]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2019-1055; Notice No. 25-20-05-SC]


Special Conditions: Boeing Commercial Airplanes Model 777-9 
Airplanes; Structure-Mounted Airbags

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

-----------------------------------------------------------------------

SUMMARY: This action proposes special conditions for the Boeing 
Commercial Airplanes (Boeing) Model 777-9 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 structure-mounted airbags 
designed to limit occupant forward excursion in the event of an 
emergency landing. The applicable airworthiness regulations do not 
contain adequate or appropriate safety standards for this design 
feature. These proposed 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: Send comments on or before September 8, 2020.

ADDRESSES: Send comments identified by Docket No. FAA-2019-1055 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

[[Page 44245]]

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 and Cabin 
Safety Section, AIR-675, Transport Standards Branch, Policy and 
Innovation Division, Aircraft Certification Service, Federal Aviation 
Administration, 2200 South 216th Street, Des Moines, Washington 98198; 
telephone and fax 206-231-3209; email [email protected].

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites 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.
    The FAA will consider all comments received by the closing date for 
comments. The FAA may change these special conditions based on the 
comments received.

Background

    On December 6, 2013, Boeing applied for a change to Type 
Certificate No. T00001SE for structure-mounted airbags installed in the 
Boeing Model 777-9 airplane. The application date was extended to March 
30, 2016 based on Boeing's request. The Boeing Model 777-9 airplane, 
which is a derivative of the Boeing Model 777 airplane currently 
approved under Type Certificate No. T00001SE, is a twin-engine, 
transport-category airplane with seating for 495 passengers and a 
maximum takeoff weight of 775,000 pounds.

Type Certification Basis

    Under the provisions of title 14, Code of Federal Regulations (14 
CFR) 21.101, Boeing must show that the Model 777-9 airplane, as 
changed, continues to meet the applicable provisions of the regulations 
listed in Type Certificate No. T00001SE, or the applicable regulations 
in effect on the date of application for the change, except for earlier 
amendments as agreed upon by the FAA.
    If the Administrator finds that the applicable airworthiness 
regulations (e.g., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for the Boeing Model 777-9 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 Boeing Model 777-9 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 777-9 airplane will incorporate the following 
novel or unusual design features:
    Airbags mounted to structure to prevent head injury.

Discussion

    Boeing proposes to install structure-mounted airbags instead of 
inflatable lap belts as a means to protect each occupant from serious 
injury in the event of an emergency landing, as required by Sec.  
25.562(c)(5), on 777-9 airplanes.
    Such use of airbags to provide injury protection for the occupant 
is a novel or unusual feature for this airplane model, and the 
applicable airworthiness regulations do not contain adequate or 
appropriate airworthiness standards for these design features. 
Therefore, special conditions are needed to address requirements 
particular to installation of airbags in this manner.
    Special conditions exist for airbags installed on seat belts, known 
as inflatable lap belts, which have been installed on Boeing passenger 
seats. Structure-mounted airbags, although a novel design, were first 
introduced on Jetstream Aircraft Limited Model 4100 series airplanes, 
which resulted in issuance of Special Conditions 25-ANM-127 on May 14, 
1997. These special conditions supplemented 14 CFR part 25 and, more 
specifically, Sec. Sec.  25.562 and 25.785.
    The structure-mounted airbag, similar to the inflatable lap belt, 
is designed to limit occupant forward excursion in the event of an 
emergency landing. These airbags will reduce the potential for serious 
injury, including reducing the head-injury criterion measurement 
defined in part 25. However, structure-mounted airbags function 
similarly as automotive airbags, where the airbag deploys from 
furniture located in front of the passenger, relative to the airplane's 
direction of flight, forming a barrier between the structure and 
occupant. Also, unlike the inflatable lap belt, the structure-mounted 
airbag does not move with the occupant. To account for out-of-position 
and brace-position occupants, the airbag is designed to conform to the 
curvature of the exposed structure in the head-strike zone.
    Because the airbag system is essentially a single-use device, it 
could deploy under crash conditions that are not sufficiently so severe 
as to require the injury protection the airbag system provides. Because 
an actual crash is frequently composed of a series of impacts before 
the airplane comes to rest, a larger impact following the initial 
impact could render the airbag system unavailable. This potential 
situation does not exist with standard upper-torso restraints, which 
tend to provide continuous protection regardless of impact severity, or 
number of impacts, in a crash event. Therefore, the airbag-

[[Page 44246]]

system installation should be such that it provides protection, when it 
is required, by not expending its protection when it is not required. 
If the airbag deployment threshold is unnecessarily low, the airbag 
would need to continue to provide protection when an impact requiring 
protection occurs.
    These proposed special conditions are based upon special conditions 
25-605-SC for the Boeing Model 787-9 airplanes equipped with B/E 
Aerospace Super-Diamond model business-class passenger seats and 
associated furniture. The proposed special conditions contain the 
additional safety standards that the Administrator considers necessary 
to establish a level of safety equivalent to that established by the 
existing airworthiness standards.

Applicability

    As discussed above, these special conditions are applicable to the 
Boeing Model 777-9 airplane. Should Boeing 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 airplanes. 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 Proposed Special Conditions

0
Accordingly, the FAA proposes the following special conditions as part 
of the type certification basis for Boeing Model 777-9 airplanes.
    1. The applicant must demonstrate by test that the structure-
mounted airbag will deploy and provide protection under crash 
conditions where it is necessary to prevent serious injury to a 50th 
percentile occupant, as specified in Sec.  25.562. The means of 
protection must provide a consistent approach to energy absorption for 
a range of occupants, from a two-year-old child to a 95th percentile 
male.
    2. The structure-mounted airbag must provide adequate protection 
for each occupant regardless of the number of occupants of the seat 
assembly.
    3. The structure-mounted airbag system must not be susceptible to 
inadvertent deployment as a result of wear and tear, or inertial loads 
resulting from in-flight or ground maneuvers (including gusts and hard 
landings) likely to be experienced in service.
    4. Deployment of the structure-mounted airbag must not introduce 
hazards or injury mechanisms to the seated occupant, including 
occupants in the brace position. Deployment of the structure-mounted 
airbag must also not result in injuries that could impede rapid exit 
from the airplane.
    5. The applicant must demonstrate that an inadvertent deployment 
that could cause injury to a standing or sitting person is improbable. 
Inadvertent deployment must not cause injury to anyone who may be 
positioned close to the structure-mounted airbag (e.g., seated in an 
adjacent seat, or standing adjacent to the airbag installation or the 
subject seat). Cases where a structure-mounted airbag is inadvertently 
deployed near a seated occupant or an empty seat must be considered.
    6. Effects of the deflection and deformation of the structure to 
which the airbag is attached must be taken into account when evaluating 
deployment and location of the inflated airbag. The effect of loads 
imposed by airbag deployment, or stowed components where applicable, 
must also be taken into account.
    7. Inadvertent deployment of the structure-mounted airbag during 
the most critical part of flight will either not cause a hazard to the 
airplane or is extremely improbable.
    8. The applicant must demonstrate that the structure-mounted 
airbag, when deployed, does not impair access to the seatbelt- or 
harness-release means, and must not hinder evacuation. This will 
include consideration of adjacent seat places and the aisle.
    9. The airbag, once deployed, must not adversely affect the 
emergency-lighting system, and must not block escape-path lighting to 
the extent that the light(s) no longer meet their intended function.
    10. The structure-mounted airbag must not impede occupants' rapid 
exit from the airplane 10 seconds after its deployment.
    11. Where structure-mounted airbag systems are installed in or 
close to passenger evacuation routes (other than for the passenger seat 
for which the airbag is installed), possibility of impact on emergency 
evacuation (e.g., hanging in the aisle, potential trip hazard, etc.) 
must be evaluated.
    12. The airbag electronic system must be designed to be protected 
from lightning per Sec.  25.1316(b), and high-intensity radiated fields 
per Sec.  25.1317(c).
    13. The structure-mounted airbag system must not contain or release 
hazardous quantities of gas or particulate matter into the cabin.
    14. The structure-mounted airbag installation must be protected 
from the effects of fire such that no hazard to occupants will result.
    15. The inflatable bag material must meet the 2.5-inches-per-minute 
horizontal flammability test defined in 14 CFR part 25, appendix F, 
part I, paragraph (a)(1)(iv).
    16. The design of the structure-mounted airbag system must protect 
the mechanisms and controls from external contamination associated with 
that which could occur on or around passenger seating.
    17. The structure-mounted airbag system must have a means to verify 
the integrity of the structure-mounted airbag activation system.
    18. The applicant must provide installation limitations to ensure 
installation compatibility between the seat design and opposing 
monument or structure.

    Issued in Des Moines, Washington, on July 14, 2020.
James E. Wilborn,
Acting Manager, Transport Standards Branch, Policy and Innovation 
Division, Aircraft Certification Service.
[FR Doc. 2020-15506 Filed 7-21-20; 8:45 am]
BILLING CODE 4910-13-P

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