[Federal Register Volume 81, Number 86 (Wednesday, May 4, 2016)]
[Rules and Regulations]
[Pages 26668-26673]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-10440]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2016-1085; Special Conditions No. 25-618-SC]
Special Conditions: Gulfstream Aerospace Corporation Model GVII-
G500 Airplane, Technical Criteria for Approving Side-Facing Seats
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the Gulfstream
Aerospace Corporation (Gulfstream) Model GVII-G500 airplane. This
airplane will have a novel or unusual design feature associated with
side-facing seats. The applicable airworthiness regulations do not
contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards the Administrator considers necessary to establish a level of
safety equivalent to that established by the existing airworthiness
standards.
DATES: The effective date of these special conditions is May 4, 2016.
We must receive your comments by June 20, 2016.
ADDRESSES: Send comments identified by docket number FAA-2016-1085
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: Dan Jacquet, Airframe and Cabin
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone
425-227-2676; facsimile 425-227-1149.
SUPPLEMENTARY INFORMATION: The substance of these special conditions
has been subject to the public-comment process in several prior
instances with no substantive comments received. The FAA therefore
finds that good cause exists for making these special conditions
effective upon issuance.
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 March 29, 2012, Gulfstream Aerospace Corporation applied for a
type certificate for their new Model GVII-G500 airplane. The Model
GVII-G500 airplane will be a business jet capable of accommodating up
to 19 passengers. It will incorporate a low, swept-wing design with
winglets and a T-tail. The powerplant will consist of two aft-fuselage-
mounted Pratt & Whitney turbofan engines.
Type Certification Basis
Under Title 14, Code of Federal Regulations (14 CFR) 21.17,
Gulfstream must show that the Model GVII-G500 airplane meets the
applicable provisions of 14 CFR part 25, as amended by Amendments 25-1
through 25-129.
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 25) do not contain adequate or appropriate
safety standards for the Model GVII-G500 airplane because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, the special conditions would also
apply to the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, Model GVII-G500 airplanes
[[Page 26669]]
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 must issue a finding of regulatory adequacy under section
611 of Public Law 92-574, the ``Noise Control Act of 1972.''
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.17(a)(2).
Novel or Unusual Design Features
The Model GVII-G500 airplane will incorporate the following novel
or unusual design feature:
Gulfstream wants the option to include side-facing seats in their
new Model GVII-G500 airplane. Side-facing seats (i.e., seats positioned
in the airplane with the occupant facing 90 degrees to the direction of
airplane travel) are considered a novel design for transport-category
airplanes that include Amendment 25-64 in their certification basis,
and were not considered when those airworthiness standards were issued.
The FAA has determined that the existing regulations do not provide
adequate or appropriate safety standards for occupants of side-facing
seats. To provide a level of safety that is equivalent to that afforded
to occupants of forward- and aft-facing seats, additional airworthiness
standards in the form of special conditions are necessary.
Discussion
On June 16, 1988, 14 CFR part 25 was amended to revise the
emergency-landing conditions that must be considered in the design of
transport-category airplanes. 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 was to provide an improved level
of safety for occupants on transport-category airplanes. However,
because most seating on transport-category airplanes is forward-facing,
the pass/fail criteria developed in Amendment 25-64 focused primarily
on these seats.
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 that is 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 in establishing a new set of proposed
special conditions. Some of the conditions issued for previous
exemptions are still relevant and are included in these new special
conditions. However, others have been replaced by different criteria
that reflect current research findings.
Applicability
As discussed above, these special conditions are applicable to the
Gulfstream Model GVII-G500 airplane. Should Gulfstream apply at a later
date for a change to the type certificate to include another model
incorporating the same novel or unusual design feature, these special
conditions would apply to that model as well.
Conclusion
This action affects only a certain novel or unusual design feature
on one model series of airplane. It is not a rule of general
applicability.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has 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 impracticable,
and good cause exists for adopting these special conditions upon
publication in the Federal Register.
The FAA is requesting comments to allow interested persons to
submit views that may not have been submitted in response to the prior
opportunities for comment described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 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 Gulfstream Aerospace Corporation
Model GVII-G500 airplane.
In addition to the airworthiness standards in Sec. Sec. 25.562 and
25.785, the FAA issues the following special conditions (based on
Policy Statement PS-ANM-25-03-R1) as part of the type certification
basis for the Gulfstream Model GVII series airplanes. Items 1 and 2 are
applicable to all side-facing seat installations, whereas items 3
through 16 represent additional requirements applicable to side-facing
seats equipped with an airbag system in the shoulder belt.
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 (e.g., armrest, interior wall, or furnishing)
contactable by the occupant if those items are necessary to restrain
[[Page 26670]]
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, as shown in Figure 1. 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 occupant seat loading, 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.
[GRAPHIC] [TIFF OMITTED] TR04MY16.001
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 ATD 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
[[Page 26671]]
contactable by the occupant, additional analysis and/or test(s) may be
required to demonstrate that the injury criteria are met for the area
that 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 an
inflatable shoulder belt 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:
(1) ATD positioning:
Lower the ATD vertically into the seat while simultaneously (see
Figure 2 for illustration):
(a) 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.
(b) Applying a horizontal x-axis direction (in the ATD coordinate
system) force of about 20 lb (89 N) to the torso at approximately the
intersection of the midsagittal plane and the bottom rib of the ES-2re
or lower sternum of the Hybrid II at the midsagittal plane, to compress
the seat back cushion.
(c) Keeping the upper legs nearly horizontal by supporting them
just behind the knees.
[GRAPHIC] [TIFF OMITTED] TR04MY16.002
(d) After all lifting devices have been removed from the ATD:
(i) Rock it slightly to settle it into the seat.
(ii) Separate the knees by about 4 inches (100 mm).
[[Page 26672]]
(iii) Set the ES-2re ATD's head at approximately the midpoint of
the available range of z-axis rotation (to align the head and torso
midsagittal planes).
(iv) Position the ES-2re ATD'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.
(v) Position the feet such that the centerlines of the lower legs
are approximately parallel to a lateral vertical plane (in the airplane
coordinate system).
(2) 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.
(3) 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 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:
(1) If inflatable restraint systems are used, they must be active
during all dynamic tests conducted to show compliance with Sec.
25.562.
(2) The design and installation of seat-belt buckles must prevent
unbuckling due to applied inertial forces or impact of the hands or
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.
f. Neck: As measured by the ES-2re ATD and filtered at Channel
Frequency Class 600 as defined in SAE J211, ``Instrumentation for
Impact Test--Part 1--Electronic Instrumentation.''
(1) The upper-neck tension force at the occipital condyle (O.C.)
location must be less than 405 lb (1,800 N).
(2) The upper-neck compression force at the O.C. location must be
less than 405 lb (1,800 N).
(3) The upper-neck bending torque about the ATD x-axis at the O.C.
location must be less than 1,018 in-lb (115 Nm).
(4) The upper-neck resultant shear force at the O.C. location must
be less than 186 lb (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:
(1) 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.
(2) 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 an airbag system in the shoulder belts, show that
the airbag system in the shoulder belt will 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 system in the shoulder belt 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 airbag system in the shoulder belt 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 airbag system in the shoulder belt 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 airbag
system in the shoulder belt, 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.
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 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 airbag system in the shoulder belt must function properly
after loss of normal aircraft 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 airbag system in the shoulder belt
will not release hazardous quantities of gas or particulate matter into
the cabin.
[[Page 26673]]
13. The airbag system in the shoulder-belt 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 airbag system in the shoulder-belt 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 airbag system in the shoulder belt, once deployed, must not
adversely affect the emergency-lighting system (i.e., block floor
proximity lights to the extent that the lights no longer meet their
intended function).
Issued in Renton, Washington, on April 27, 2016.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-10440 Filed 5-3-16; 8:45 am]
BILLING CODE 4910-13-P