[Federal Register Volume 80, Number 81 (Tuesday, April 28, 2015)]
[Rules and Regulations]
[Pages 23441-23443]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-09784]
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Rules and Regulations
Federal Register
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Federal Register / Vol. 80, No. 81 / Tuesday, April 28, 2015 / Rules
and Regulations
[[Page 23441]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2015-0692; Special Conditions No. 25-580-SC]
Special Conditions: Boeing Model 787-9, Dynamic Test Requirements
for Single-Occupant Oblique (Side-Facing) Seats With Airbag Devices
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special condition; request for comments.
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SUMMARY: These special conditions are issued for the Boeing Model 787-9
airplane. This airplane has a novel or unusual design feature
associated with side-facing, oblique seats. The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for occupants of seats installed at an angle of greater than
18 degrees, but substantially less than 90 degrees, to the centerline
of the airplane, nor for airbag devices. 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 April 28, 2015. We must receive your
comments by June 12, 2015.
ADDRESSES: Send comments identified by docket number FAA-2015-0692
using any of the following methods:
Federal eRegulations Portal: Go to http://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 http://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, 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), as well as at http://DocketsInfo.dot.gov/.
Docket: Background documents or comments received may be read at
http://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: Jeff Gardlin, Airframe and Cabin
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone
425-227-2136; facsimile 425-227-1149.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions are
impracticable because these procedures would significantly delay
issuance of the design approval and thus delivery of the affected
airplane.
The FAA therefore 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 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 July 5, 2009, The Boeing Company applied for an amendment to
Type Certificate No. T00021SE to include the new Model 787-9 airplane.
The Model 787-9, which is a derivative of the Model 787 airplane
currently approved under Type Certificate No. T00021SE, is a wide-body
twin-jet with wing-mounted engines. It has a 420-passenger capacity, a
maximum takeoff weight of 553,000 lb, and is equipped with two Rolls-
Royce Trent T1000 or General Electric GENx engines.
Amendment 25-15 to part 25, dated October 24, 1967, introduced the
subject of side-facing seats and a requirement that each occupant in a
side-facing seat must be protected from head injury by a safety belt
and a cushioned rest that will support the arms, shoulders, head, and
spine.
Subsequently, Amendment 25-20, dated April 23, 1969, clarified the
definition of sideward-facing seats to require that each occupant of a
seat that is positioned at more than an 18-degree angle to the vertical
plane containing the airplane centerline must be protected from head
injury by a safety belt and an energy-absorbing rest that supports the
arms, shoulders, head, and spine; or by a safety belt and shoulder
harness that prevents the head from contacting injurious objects. The
FAA concluded that a maximum 18-degree angle would provide an adequate
level of safety based on tests that were performed at that time, and
thus adopted that standard.
Part 25 was amended June 16, 1988, by Amendment 25-64, to revise
the emergency-landing conditions that must be considered in the design
of the airplane. Amendment 25-64 revised the static-load conditions in
Sec. 25.561, and added a new Sec. 25.562 that required dynamic
testing for all seats approved for occupancy during takeoff and
landing. The intent of Amendment 25-64 is to provide an improved level
of
[[Page 23442]]
safety for occupants on transport-category airplanes. Because most
seating is forward-facing on transport-category airplanes, the pass/
fail criteria developed in Amendment 25-64 focused primarily on these
seats. As a result, the FAA issued Policy Memorandums ANM-03-115-30,
``Side-facing Seats on Transport Category Airplanes,'' and PS-ANM-100-
2000-00123 ``Guidance for Demonstrating Compliance with Seat Dynamic
Testing for Plinths and Pallets,'' to provide the additional guidance
necessary to demonstrate the level of safety required by the
regulations for fully side-facing seats.
To reflect current research findings, the FAA developed a
methodology to address all fully side-facing seats (i.e, seats oriented
in the airplane with the occupant facing 90 degrees to the direction of
airplane travel) and has documented those requirements in a set of
proposed new special conditions. The FAA issued Policy Statement PS-
ANM-25-03-R1 to document the injury criteria associated with neck and
leg injuries for fully side-facing seats that will be used in special
conditions issued after the implementation of the policy.
The criteria described in the above policy statements were written
for fully side-facing seats and do not fully address the complex
occupant-loading conditions introduced by a seat that is at an oblique
angle to the centerline of the airplane. The Model 787-9 business-class
seat installation is novel such that the current Model 787 side-facing
seat special conditions do not adequately convey occupant protection
expectations for an oblique-seat installation. Therefore, the
configuration Boeing proposes requires new special conditions.
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.101, Boeing must show that the 787-9, 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. The regulations listed in the type
certificate are commonly referred to as the ``original type-
certification basis.''
The regulations listed in T00021SE are as follows:
The type-certification basis for the Model 787-9 airplane is 14 CFR
part 25, effective February 1, 1965, as amended by Amendments 25-1
through 25-128, except Sec. 25.795, Security Considerations, at
Amendment 25-106; and Sec. 25.125, Landing, at Amendment 25-108.
In addition, the certification basis includes certain special
conditions, exemptions, or later amended sections of the applicable
part that are not relevant to these special conditions.
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 787-9 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, the special conditions would also apply to the
other model.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 787-9 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 787-9 airplane will incorporate the following
novel or unusual design features:
Installation of Zodiac Seats France Cirrus III model oblique
business-class passenger seats manufactured by Zodiac Seats UK, which
are seats installed at an angle of 30 degrees to the airplane
centerline. These seats will include airbag devices for occupant
restraint and injury protection. This particular design allows for the
upper torso to align with the impact vector, but may restrict the
knees/legs from fully aligning. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
occupants of seats installed in the proposed configuration.
To provide a level of safety equivalent to that afforded to
occupants of forward- and aft-facing seats, additional airworthiness
standards, in the form of special conditions, are necessary. Although
we have issued side-facing-seat special conditions applicable to the
787, these existing special conditions do not fully address the complex
occupant-loading conditions introduced by a seat that is at an oblique
angle to the centerline of the airplane. Special Conditions 25-458-SC,
``Boeing Model 787 Series Airplanes; Single-place Side-facing Seats
with Inflatable Lapbelts,'' apply to fully side-facing (90 degree)
seats installed on the 787. Special Conditions 25-552-SC, ``Boeing
Model 787-9, Side-Facing Seats,'' were applicable to a specific 49-
degree oblique seat installation, and do not contain sufficient
criteria for general oblique seat installations.
Boeing is installing airbag devices on these seats, either in the
lapbelts or mounted in the structure around the seats. Airbag devices
installed in lapbelts on the 787 are addressed by Special Conditions
25-431-SC, ``Boeing Model 787 Series Airplanes; Seats With Inflatable
Lapbelts.'' We are currently developing special conditions to apply to
structure-mounted airbag devices installed on the 787.
Discussion
The business-class seating configuration proposed by Boeing is
unique due to the seat installation at a 30-degree angle to the
airplane centerline. Special Conditions 25-458-SC and 25-552-SC were
not intended to address this configuration, nor is this configuration
specifically addressed by Policy Statement PS-ANM-25-03-R1 (which is
intended to address fully side-facing seats, i.e., 90-degree
installation angle). However, we believe the occupant-injury criteria
conveyed in this policy statement is applicable to this type of
configuration as it applies to evaluating neck injuries. Due to the
unique seat-installation angle, these special conditions also include
spinal-loading injury criteria.
These special conditions contain the additional safety standards
that the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 787-9 airplane. These special conditions can be applied to
oblique seats installed at an angle greater than 18 degrees but less
than 46 degrees to the vertical plane containing the airplane
centerline. 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, the special conditions would apply to that
model as
[[Page 23443]]
well. The angle of installation and detailed design features will
determine the nature of the occupant response. The FAA will amend these
special conditions or issue new special conditions, should unusual
occupant response in the required dynamic tests, or additional research
into occupant-injury mechanisms, indicate these special conditions are
inadequate. Any future special conditions would include due public
notice.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Boeing
Model 787-9 airplane is imminent, the FAA finds that good cause exists
to make these special conditions effective upon publication in the
Federal Register.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 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 787-9 airplanes modified
by Boeing.
Side-Facing Seats Conditions
In addition to the requirements of Sec. 25.562:
1. Existing Criteria: Compliance with Sec. 25.562(c)(5) is
required, except that, if the anthropomorphic test device (ATD) has no
apparent contact with the seat/structure but has contact with an
inflatable restraint, a head-injury criterion (HIC) unlimited score in
excess of 1000 is acceptable, provided the HIC15 score for that contact
is less than 700.
2. Body-to-Wall/Furnishing Contact: If a seat is installed aft of
structure (e.g., an interior wall or furnishing) that does not provide
a homogenous contact surface for the expected range of occupants and
yaw angles, then 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, if different yaw angles could
result in different inflatable-restraint performance, then additional
analysis or separate test(s) may be necessary to evaluate performance.
3. Neck Injury Criteria: The seating system must protect the
occupant from experiencing serious neck injury. The assessment of neck
injury must be conducted with the inflatable restraint activated unless
there is reason to also consider that the neck-injury potential would
be higher below the inflatable-restraint threshold.
a. The Nij must be below 1.0, where Nij =
Fz/Fzc + My/Myc, and
Nij intercepts limited to:
i. Fzc = 1530 lb for tension.
ii. Fzc = 1385 lb for compression.
iii. Myc = 229 lb-ft in flexion.
iv. Myc = 100 lb-ft in extension.
b. In addition, peak Fz must be below 937 lb in tension
and 899 lb in compression.
c. Rotation of the head about its vertical axis relative to the
torso is limited to 105 degrees in either direction from forward-
facing.
d. The neck must not impact any surface.
4. Spine and Torso Injury Criteria:
a. The shoulders must remain aligned with the hips throughout the
impact sequence, or support for the upper torso must be provided to
prevent forward or lateral flailing beyond 45 degrees from the vertical
during significant spinal loading.
b. Significant concentrated loading on the occupant's spine, in the
area between the pelvis and shoulders during impact, including rebound,
is not acceptable. During this type of contact, the interval for any
rearward (X direction) acceleration exceeding 20g must be less than 3
milliseconds as measured by the thoracic instrumentation specified in
49 CFR part 572, subpart E, filtered in accordance with SAE
International (SAE) J211-1.
c. Occupant must not interact with the armrest or other seat
components in any manner significantly different than would be expected
for a forward-facing seat installation.
5. Longitudinal test(s), as necessary, must be performed with the
FAA Hybrid III ATD, undeformed floor, most-critical yaw case(s) for
injury, and with all lateral structural supports (armrests/walls)
installed. For the pass/fail injury assessments, see the criteria
listed in special conditions 1 through 4, above.
Note: Boeing must demonstrate that the installation of seats via
plinths or pallets meets all applicable requirements. Compliance with
the guidance contained in FAA Policy Memorandum PS-ANM-100-2000-00123,
dated February 2, 2000, titled ``Guidance for Demonstrating Compliance
with Seat Dynamic Testing for Plinths and Pallets,'' is acceptable to
the FAA.
Inflatable Lapbelt Conditions
If inflatable lapbelts are installed on single-place side-facing
seats, the inflatable lapbelt(s) must meet Special Conditions 25-431-
SC.
Issued in Renton, Washington, on April 14, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-09784 Filed 4-27-15; 8:45 am]
BILLING CODE 4910-13-P