80_FR_58778 80 FR 58589 - Special Conditions: Embraer Model EMB-545 Airplanes; Seats With Inflatable Lap Belts

80 FR 58589 - Special Conditions: Embraer Model EMB-545 Airplanes; Seats With Inflatable Lap Belts

DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration

Federal Register Volume 80, Issue 189 (September 30, 2015)

Page Range58589-58593
FR Document2015-24726

These special conditions are issued for Embraer Model EMB-545 airplanes. These airplanes will have a novel or unusual design feature associated with seats with inflatable lap belts. 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.

Federal Register, Volume 80 Issue 189 (Wednesday, September 30, 2015) 
[Federal Register Volume 80, Number 189 (Wednesday, September 30, 2015)]
[Rules and Regulations]
[Pages 58589-58593]
From the Federal Register Online  [www.thefederalregister.org]
[FR Doc No: 2015-24726]


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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2015-2884; Special Conditions No. 25-595-SC]


Special Conditions: Embraer Model EMB-545 Airplanes; Seats With 
Inflatable Lap Belts

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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

SUMMARY: These special conditions are issued for Embraer Model EMB-545 
airplanes. These airplanes will have a novel or unusual design feature 
associated with seats with inflatable lap belts. 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: The effective date of these special conditions is September 30, 
2015. We must receive your comments by November 16, 2015.

ADDRESSES: Send comments identified by docket number FAA-2015-2884 
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: Jayson Claar, FAA, Airframe and Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-
3356; telephone (425) 227-2194, facsimile (425) 227-1232.

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.
    In addition, 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 October 14, 2010, Embraer S.A. applied for an amendment to Type 
Certificate No. TC00062IB to include the new Embraer Model EMB-545 
airplane. These special conditions allow installation of inflatable lap 
belts for head-injury protection on certain seats in Embraer Model EMB-
545 airplanes.
    The Embraer Model EMB-545 airplane is a derivative of the Model 
EMB-550 airplane currently approved under Type Certificate No. 
TC00062IB.

[[Page 58590]]

As compared to the Model EMB-550, the Model EMB-545 fuselage is one 
meter shorter; the section ahead of the wing is 0.65 meters shorter; 
and the section aft of the wing is 0.40 meters shorter.
    The fuselage length difference is in the pressurized section. The 
Model EMB-545 airplane is designed for an eight-passenger configuration 
and a maximum of nine passengers (including lavatory seat). Like the 
Model EMB-550, the Model EMB-545 airplane primary structure is 
aluminum. Materials other than aluminum will be used in areas with 
unique structural requirements. Advanced composites will be largely 
employed on the high-lift devices (two flaps), spoilers (three panels), 
and control surfaces (aileron). A winglet will be attached to each wing 
tip to further increase airplane aerodynamic efficiency. The empennage 
will be a swept T-tail composed of advanced composite material with 
metallic attachment fittings. The rudder and elevators also will be 
composed of composite material.
    Two Honeywell HTF7500-E medium-bypass-ratio turbofan engines, 
mounted on aft-fuselage pylons, will power the Model EMB-545 airplane. 
Each engine will produce approximately 6,540 lbs. of thrust for normal 
takeoff. However, because the Model EMB-545 is smaller and lighter, 
software will regulate the thrust. The primary flight-control systems 
(elevators, ailerons, rudder, and multi-function spoilers) will be 
electronically controlled and powered by electrohydraulic 
servoactuators using digital fly-by-wire (FBW) technology. The FBW 
flight controls will receive commands directly from the cockpit dual 
sidesticks and conventional rudder pedals.
    Occupants must be protected from head injury, as required by Sec.  
25.785, either by eliminating any injurious object within the striking 
radius of the head, or by installing padding. Traditionally, this has 
required either a setback of 35 inches from any bulkhead or other rigid 
interior feature or, where not practical, the installation of specified 
types of padding. The relative effectiveness of these established means 
of injury protection was not quantified. With the adoption of Amendment 
25-64 to part 25, specifically Sec.  25.562, a new standard was created 
that quantifies required head-injury protection.
    Each seat-type design approved for crew or passenger occupancy 
during takeoff and landing, as required by Sec.  25.562, must 
successfully complete dynamic tests or be demonstrated by rational 
analysis based on dynamic tests of a similar type seat. In particular, 
the regulations require that persons not suffer serious head injury 
under the conditions specified in the tests, and that protection must 
be provided, or the seat be designed, so that head impact does not 
exceed a HIC value of 1,000 units. While the test conditions described 
for HIC are detailed and specific, it is the intent of the requirement 
that an adequate level of head-injury protection be provided for 
passengers in a severe crash.
    Because Sec. Sec.  25.562 and 25.785 and associated guidance do not 
adequately address seats with inflatable lap belts, the FAA recognizes 
that appropriate pass/fail criteria need to be developed that fully 
address the safety concerns specific to occupants of these seats.

Type Certification Basis

    Under the provisions of 14 CFR 21.101, Embraer must show that the 
Model EMB-545 airplane meets the applicable provisions of the 
regulations listed in Type Certificate No. TC00062IB, 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 incorporated by 
reference in Type Certificate No. TC00062IB are as follows:
    14 CFR part 25, effective February 1, 1965, including Amendments 
25-1 through 25-129, in their entirety. 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 Embraer Model EMB-545 airplanes 
because of a novel or unusual design feature, special conditions are 
prescribed under 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, Embraer Model EMB-545 airplanes 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

    Embraer Model EMB-545 airplanes will incorporate the following 
novel or unusual design feature: seats with inflatable lap belts.

Discussion

    The inflatable lap belt has two potential advantages over other 
means of head-impact protection. First, it can provide significantly 
greater protection than would be expected with energy-absorbing pads, 
and second, it can provide essentially equivalent protection for 
occupants of all stature. These are significant advantages from a 
safety standpoint, because such devices will likely provide a level of 
safety that exceeds the minimum standards of part 25. Conversely, 
inflatable lap belts in general are active systems and must be relied 
upon to activate properly when needed, as opposed to an energy-
absorbing pad or upper torso restraint that is passive and always 
available. Therefore, the potential advantages must be balanced against 
this and other potential disadvantages to develop standards for this 
design feature.
    The FAA has considered the installation of inflatable lap belts to 
have two primary safety concerns: first, that they perform properly 
under foreseeable operating conditions; and second, that they do not 
perform in a manner or at such times as would constitute a hazard to 
the airplane or occupants. This latter point has the potential to be 
the more rigorous of the requirements, owing to the active nature of 
the system.
    The inflatable lap belt will rely on electronic sensors for 
signaling, and will employ an automatic inflation mechanism for 
activation, so that it is available when needed. These same devices 
could be susceptible to inadvertent activation, causing deployment in a 
potentially unsafe manner. The consequences of such deployment must be 
considered in establishing the reliability of the system. Embraer must 
substantiate that the effects of an inadvertent deployment in flight 
are either not a hazard to the airplane, or that such deployment is an 
extremely improbable occurrence (less than 10-9 per flight 
hour). The effect of an inadvertent deployment on a

[[Page 58591]]

passenger or crewmember that might be positioned close to the 
inflatable lap belt should also be considered. The person could be 
either standing or sitting. A minimum reliability level will have to be 
established for this case, depending upon the consequences, even if the 
effect on the airplane is negligible.
    The potential for an inadvertent deployment could be increased as a 
result of conditions in service. The installation must take into 
account wear and tear so that the likelihood of an inadvertent 
deployment is not increased to an unacceptable level. In this context, 
an appropriate inspection interval and self-test capability are 
considered necessary. Other outside influences are lightning and high-
intensity radiated fields (HIRF). Existing regulations regarding 
lightning, Sec.  25.1316, and HIRF, Sec.  25.1317, are applicable. For 
compliance with those conditions, if inadvertent deployment could cause 
a hazard to the airplane, the inflatable lap belt is considered a 
critical system; if inadvertent deployment could cause injuries to 
persons, the inflatable lap belt should be considered an essential 
system. Finally, the inflatable lap-belt installation should be 
protected from the effects of fire, so that an additional hazard is not 
created by, for example, a rupture of a pyrotechnic squib.
    To function as an effective safety system, the inflatable lap belt 
must function properly and must not introduce any additional hazards to 
occupants as a result of its functioning. The inflatable lap belt 
differs variously from traditional occupant-protection systems and 
requires special conditions to ensure adequate performance.
    Because the inflatable lap belt is essentially a single-use device, 
it could potentially deploy under crash conditions that are not 
sufficiently severe as to require head-injury protection from the 
inflatable lap belt. And because an actual crash is frequently composed 
of a series of impacts before the airplane comes to rest, this could 
render the inflatable lap belt useless if a larger impact follows the 
initial impact. This situation does not exist with energy-absorbing 
pads or upper-torso restraints, which tend to provide continuous 
protection regardless of severity or number of impacts in a crash 
event. Therefore, the inflatable lap-belt installation should be such 
that the inflatable lap belt will provide protection when it is 
required, by not expending its protection during a less-severe impact. 
Also, it is possible to have several large impact events during the 
course of a crash, but there will be no requirement for the inflatable 
lap belt to provide protection for multiple impacts.
    Given that each occupant's restraint system provides protection for 
that occupant only, the installation must address unoccupied seats. It 
will be necessary to show that the required protection is provided for 
each occupant regardless of the number of occupied seats, and that 
unoccupied seats may have lap belts that are active.
    The inflatable lap belt should be effective for a wide range of 
occupants. The FAA has historically considered the range from the 5th 
percentile female to the 95th percentile male as the range of occupants 
that must be taken into account. In this case, the FAA is proposing 
consideration of a broader range of occupants due to the nature of the 
lap-belt installation and its close proximity to the occupant. In a 
similar vein, these persons could have assumed the brace position for 
those accidents where an impact is anticipated. Test data indicate that 
occupants in the brace position do not require supplemental protection, 
so it would not be necessary to show that the inflatable lap belt will 
enhance the brace position. However, the inflatable lap belt must not 
introduce a hazard when it is deployed into a seated, braced occupant.
    Another area of concern is the use of seats so equipped by 
children, whether they are lap-held, sitting in approved child-safety 
seats, or occupying the seat directly. Although specifically prohibited 
by FAA operating regulations, the use of the supplementary loop belt 
(``belly belt'') may be required by other civil aviation authorities, 
and should also be considered with the end goal of meeting those 
regulations. Similarly, if the seat is occupied by a pregnant woman, 
the installation needs to address such usage, either by demonstrating 
that it will function properly, or by adding appropriate limitation on 
usage.
    The inflatable lap belt will be electrically powered. Likewise, the 
system could possibly fail due to a separation in the fuselage. Because 
this system is intended as crash/post-crash protection means, failure 
due to fuselage separation is not acceptable. As with emergency 
lighting, the restraint system should function properly if such a 
separation occurs at any point in the fuselage.
    Because the inflatable lap belt is likely to have a large volume 
displacement, the inflated bag could potentially impede egress of 
passengers. However, the lap-belt bag deflates to absorb energy, so it 
is likely that an inflatable lap belt would be deflated by the time 
passengers begin to leave their seats. Nonetheless, it is appropriate 
to specify a time interval after which the inflatable lap belt may not 
impede rapid egress. The maximum time allowed for an exit to open fully 
after actuation is 10 seconds, according to Sec.  25.809(b)(2). 
Therefore, the FAA has established 10 seconds as the time interval that 
the inflatable lap belt must not impede rapid egress from the seat 
after it is deployed. In actuality, it is unlikely that a flight 
attendant would prepare an exit this quickly in an accident severe 
enough to warrant deployment of the inflatable lap belt. The inflatable 
lap belt will likely deflate much more quickly than 10 seconds.
    This potential impediment to rapid egress is even more critical at 
the seats installed in the emergency-exit rows. Installation of 
inflatable restraints at the Type III exit rows presents different 
egress concerns as compared with front-row seats. However, the need to 
address egress is already part of the special conditions, so there is 
no change to the special conditions at this time. As noted below, the 
method of compliance with the special conditions may involve specific 
considerations when an inflatable restraint is installed at Type III 
exits. Section 25.813 clearly requires access to the exit from the main 
aisle in the form of an unobstructed passageway, and no interference in 
opening the exit. The restraint system must not create an impediment to 
the access to, and the opening of, the exit. These lap belts should be 
evaluated in the exit row under existing regulations (Sec. Sec.  25.809 
and 25.813) and guidance material. The inflatable lap belts must also 
be evaluated in post-crash conditions, and should be evaluated using 
representative restraint systems in the bag-deployed condition.
    This evaluation would include reviewing the access to, and opening 
of, the exit, specifically for obstructions in the egress path; and any 
interferences in opening the exit. Each unique interior configuration 
must be considered, e.g., passageway width, single or dual passageways 
with outboard seat removed, etc. If the restraint creates any 
obstruction or interference, it is likely that it could impede rapid 
egress from the airplane. In some cases, the passenger is the one who 
will open the exit, such as a Type III over-wing hatch. Project-
specific means-of-compliance guidance is likely necessary if these 
restraint systems are installed at the Type III exit rows.
    Note that the special conditions are applicable to the inflatable 
lap-belt system as installed. The special conditions are not an 
installation approval. Therefore, while the special

[[Page 58592]]

conditions relate to each such system installed, the overall 
installation approval is separate, and must consider the combined 
effects of all such systems installed.
    Embraer will install inflatable lap belts, a novel design feature, 
on certain seats of Model EMB-545 airplanes, to reduce the potential 
for head injury if an accident occurs. The inflatable lap belt works 
similar to an automotive inflatable air bag, except that the air bag in 
the Embraer design is integrated into the lap belt of the restraint 
system.
    The performance criteria for head-injury protection in objective 
terms is stated in Sec.  25.562. However, none of these criteria are 
adequate to address the specific issues raised concerning seats with 
inflatable lap belts. The FAA has therefore determined that, in 
addition to the requirements of part 25, special conditions are needed 
to address requirements particular to the installation of seats with 
inflatable lap belts.
    Accordingly, in addition to the passenger-injury criteria specified 
in Sec.  25.785, these special conditions are proposed for Embraer 
Model EMB-545 airplanes equipped with inflatable lap belts. Other 
conditions may be developed, as needed, based on further FAA review and 
discussions with the manufacturer and civil-aviation authorities.
    For a passenger-safety system, the inflatable lap belt is unique in 
that it is both an active and entirely autonomous device. While the 
automotive industry has good experience with inflatable air bags, the 
conditions of use and reliance on the inflatable lap belt as the sole 
means of injury protection are quite different. In automobile 
installations, the air bag is a supplemental system and works in 
conjunction with an upper-torso restraint. In addition, the crash event 
is more definable and typically of shorter duration, which can simplify 
the activation logic. The airplane-operating environment is also quite 
different from automobiles and includes the potential for greater wear 
and tear, and unanticipated abuse conditions (due to galley loading, 
passenger baggage, etc.). Airplanes also operate where exposure to HIRF 
could affect the lap-belt activation system.
    Part I of Appendix F to part 25 specifies the flammability 
requirements for interior materials and components. There is no 
reference to inflatable restraint systems in Appendix F, because such 
devices did not exist at the time the flammability requirements were 
written. The existing requirements are based on material types as well 
as use, and have been specified in light of state-of-the-art materials 
available to perform a given function. Without a specific reference, 
the default requirement would apply to the type of material used in 
making the inflatable restraint, which is a fabric in this case. 
However, in writing special conditions, the FAA must also consider the 
use of the material, and whether the default requirement is 
appropriate. In this case, the specialized function of the inflatable 
restraint means that highly specialized materials are needed. The 
standard normally applied to fabrics is a 12-second vertical ignition 
test. However, materials that meet this standard do not perform 
adequately as inflatable restraints. Because the safety benefit of the 
inflatable restraint is significant, the flammability standard 
appropriate for these devices should not screen out suitable materials 
and thereby effectively eliminate the use of inflatable restraints. The 
FAA must establish a balance between the safety benefit of the 
inflatable restraint and its flammability performance. Presently, the 
2.5-inch-per-minute horizontal test is considered to provide that 
balance. As the state-of-the-art in materials progresses (which is 
expected), the FAA may change this standard in subsequent special 
conditions to account for improved materials.
    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

    These special conditions are applicable to Embraer Model EMB-545 
airplanes. Should Embraer apply at a later date for a change to the 
type certificates to include another 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 
apply to the other model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on Embraer Model EMB-545 airplanes. It is not a rule of general 
applicability, and it affects only Embraer Model EMB-545 airplanes 
listed on amended Type Certificate No. TC00062IB.

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 Embraer Model EMB-545 airplanes with 
inflatable lap belts installed.
    1. The inflatable lap belt must be shown to deploy and provide 
protection under crash conditions where it is necessary to prevent 
serious head injury. The means of protection must take into 
consideration a range of stature from a two-year-old child to a 95th 
percentile male. The inflatable lap belt must provide a consistent 
approach to energy absorption throughout that range of occupants. In 
addition, the following situations must be considered.
    The seat occupant is:

     holding an infant
     a child in a child-restraint device
     a child not using a child-restraint device
     a pregnant woman

    2. The inflatable lap 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 lap belt.
    3. The design must prevent the inflatable lap belt from being 
either incorrectly buckled or incorrectly installed such that the 
inflatable lap belt would not properly deploy. Alternatively, it must 
be shown that such deployment is not hazardous to the occupant, and 
will provide the required head-injury protection.
    4. The inflatable lap-belt system must be shown not to 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.
    5. Deployment of the inflatable lap belt must not introduce injury 
mechanisms to the seated occupant, nor result in injuries that could 
impede rapid egress. This assessment should include an occupant who is 
in the brace position when it deploys, and an occupant whose inflatable 
lap belt is loosely fastened.
    6. An inadvertent deployment that could cause injury to a standing 
or sitting person must be shown to be improbable.
    7. It must be shown that inadvertent deployment of the airbag 
system in the lap belt, during the most critical part of the flight, 
either will not cause a hazard

[[Page 58593]]

to the airplane or its occupants, or meets the requirement of Sec.  
25.1309(b).
    8. The inflatable lap belt must be shown to not impede rapid egress 
of occupants 10 seconds after its deployment.
    9. The inflatable lap-belt system must be protected from lightning 
and HIRF. The threats specified in existing regulations regarding 
lightning, Sec.  25.1316, and HIRF, Sec.  25.1317, are incorporated by 
reference for the purpose of measuring lightning and HIRF protection. 
For the purposes of complying with HIRF requirements, the inflatable 
lap-belt system is considered a ``critical system'' if its deployment 
could have a hazardous effect on the airplane; otherwise it is 
considered an ``essential'' system.
    10. The inflatable lap belt must function properly after loss of 
normal airplane electrical power, and after a transverse separation of 
the fuselage at the most critical location. A separation at the 
location of the lap belt does not have to be considered.
    11. The inflatable lap belt must be shown to not release hazardous 
quantities of gas or particulate matter into the cabin.
    12. The inflatable lap-belt installation must be protected from the 
effects of fire such that no hazard to occupants will result.
    13. A means must be available for a crewmember to verify the 
integrity of the inflatable-lap-belt-activation system prior to each 
flight, or it must be demonstrated to reliably operate between 
inspection intervals.
    14. The inflatable material may not have an average burn rate of 
greater than 2.5 inches per minute when tested using the horizontal-
flammability test as defined in 14 CFR part 25, Appendix F, Part 
I(b)(5).
    15. The airbag system in the lap 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 September 2, 2015.
Jeffrey E. Duven
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-24726 Filed 9-29-15; 8:45 am]
 BILLING CODE 4910-13-P

Federal Register / Vol. 80, No. 189 / Wednesday, September 30, 2015 / Rules and Regulations 58589 sequence, or support for the upper torso DEPARTMENT OF TRANSPORTATION complete Privacy Act Statement can must be provided to prevent forward or be found in the Federal Register lateral flailing beyond 45 degrees from Federal Aviation Administration published on April 11, 2000 (65 FR the vertical during significant spinal 19477–19478), as well as at http:// loading. Alternatively, the lumbar spine 14 CFR Part 25 DocketsInfo.dot.gov/. tension (Fz) cannot exceed 1200 lb. [Docket No. FAA–2015–2884; Special Docket: Background documents or Conditions No. 25–595–SC] comments received may be read at b. Significant concentrated loading on http://www.regulations.gov/ at any time. the occupant’s spine, in the area Follow the online instructions for Special Conditions: Embraer Model between the pelvis and shoulders EMB–545 Airplanes; Seats With accessing the docket or go to Docket during impact, including rebound, is Inflatable Lap Belts Operations in Room W12–140 of the not acceptable. During this type of West Building Ground Floor at 1200 contact, the interval for any rearward AGENCY: Federal Aviation New Jersey Avenue SE., Washington, (X-direction) acceleration exceeding 20g Administration (FAA), DOT. DC, between 9 a.m. and 5 p.m., Monday must be less than 3 milliseconds as ACTION: Final special conditions; request through Friday, except Federal holidays. measured by the thoracic for comments. FOR FURTHER INFORMATION CONTACT: instrumentation specified in 49 CFR Jayson Claar, FAA, Airframe and Cabin SUMMARY: These special conditions are part 572, subpart E, filtered in issued for Embraer Model EMB–545 Safety Branch, ANM–115, Transport accordance with SAE International airplanes. These airplanes will have a Airplane Directorate, Aircraft (SAE) J211–1. novel or unusual design feature Certification Service, 1601 Lind Avenue c. Occupant must not interact with associated with seats with inflatable lap SW., Renton, Washington, 98057–3356; the armrest or other seat components in belts. The applicable airworthiness telephone (425) 227–2194, facsimile any manner significantly different than regulations do not contain adequate or (425) 227–1232. would be expected for a forward-facing appropriate safety standards for this SUPPLEMENTARY INFORMATION: The FAA seat installation. design feature. These special conditions has determined that notice of, and contain the additional safety standards opportunity for, prior public comment 5. Longitudinal test(s), conducted to that the Administrator considers on these special conditions are measure the injury criteria above, must necessary to establish a level of safety impracticable because these procedures be performed with the FAA Hybrid III equivalent to that established by the would significantly delay issuance of ATD, as described in SAE 1999–01– existing airworthiness standards. the design approval and thus delivery of 1609. The test(s) must be conducted the affected airplane. DATES: The effective date of these with an undeformed floor, at the most- In addition, the substance of these special conditions is September 30, critical yaw case(s) for injury, and with 2015. We must receive your comments special conditions has been subject to all lateral structural supports (armrests/ by November 16, 2015. the public-comment process in several walls) installed. prior instances with no substantive ADDRESSES: Send comments identified Note: Boeing must demonstrate that the by docket number FAA–2015–2884 comments received. The FAA therefore installation of seats via plinths or pallets using any of the following methods: finds that good cause exists for making meets all applicable requirements. • Federal eRegulations Portal: Go to these special conditions effective upon Compliance with the guidance contained in http://www.regulations.gov/and follow issuance. FAA Policy Memorandum PS–ANM–100– the online instructions for sending your Comments Invited 2000–00123, dated February 2, 2000, titled comments electronically. ‘‘Guidance for Demonstrating Compliance • Mail: Send comments to Docket We invite interested people to take with Seat Dynamic Testing for Plinths and Operations, M–30, U.S. Department of part in this rulemaking by sending Pallets,’’ is acceptable to the FAA. Transportation (DOT), 1200 New Jersey written comments, data, or views. The Avenue SE., Room W12–140, West most helpful comments reference a Inflatable Airbag Systems Special Building Ground Floor, Washington, specific portion of the special Conditions DC, 20590–0001. conditions, explain the reason for any • Hand Delivery or Courier: Take recommended change, and include If inflatable airbag systems are comments to Docket Operations in supporting data. installed on single-place side-facing Room W12–140 of the West Building We will consider all comments we seats, the airbag systems must meet Ground Floor at 1200 New Jersey receive by the closing date for Special Conditions no. 25–589–SC. Avenue SE., Washington, DC, between 9 comments. We may change these special Issued in Renton, Washington, on a.m. and 5 p.m., Monday through conditions based on the comments we September 1, 2015. Friday, except Federal holidays. receive. • Fax: Fax comments to Docket Jeffrey E. Duven, Background Operations at 202–493–2251. Manager, Transport Airplane Directorate, Privacy: The FAA will post all On October 14, 2010, Embraer S.A. Aircraft Certification Service. comments it receives, without change, applied for an amendment to Type [FR Doc. 2015–24724 Filed 9–29–15; 8:45 am] to http://www.regulations.gov/, Certificate No. TC00062IB to include the BILLING CODE 4910–13–P including any personal information the new Embraer Model EMB–545 airplane. commenter provides. Using the search These special conditions allow mstockstill on DSK4VPTVN1PROD with RULES function of the docket Web site, anyone installation of inflatable lap belts for can find and read the electronic form of head-injury protection on certain seats all comments received into any FAA in Embraer Model EMB–545 airplanes. docket, including the name of the The Embraer Model EMB–545 individual sending the comment (or airplane is a derivative of the Model signing the comment for an association, EMB–550 airplane currently approved business, labor union, etc.). DOT’s under Type Certificate No. TC00062IB. VerDate Sep<11>2014 17:12 Sep 29, 2015 Jkt 235001 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 E:\FR\FM\30SER1.SGM 30SER1

58590 Federal Register / Vol. 80, No. 189 / Wednesday, September 30, 2015 / Rules and Regulations As compared to the Model EMB–550, regulations require that persons not vent and exhaust-emission requirements the Model EMB–545 fuselage is one suffer serious head injury under the of 14 CFR part 34, and the noise- meter shorter; the section ahead of the conditions specified in the tests, and certification requirements of 14 CFR wing is 0.65 meters shorter; and the that protection must be provided, or the part 36. section aft of the wing is 0.40 meters seat be designed, so that head impact The FAA issues special conditions as shorter. does not exceed a HIC value of 1,000 defined in 14 CFR 11.19, in accordance The fuselage length difference is in units. While the test conditions with § 11.38, and they become part of the pressurized section. The Model described for HIC are detailed and the type certification basis under EMB–545 airplane is designed for an specific, it is the intent of the § 21.101. eight-passenger configuration and a requirement that an adequate level of Novel or Unusual Design Features maximum of nine passengers (including head-injury protection be provided for lavatory seat). Like the Model EMB–550, passengers in a severe crash. Embraer Model EMB–545 airplanes the Model EMB–545 airplane primary Because §§ 25.562 and 25.785 and will incorporate the following novel or structure is aluminum. Materials other associated guidance do not adequately unusual design feature: seats with than aluminum will be used in areas address seats with inflatable lap belts, inflatable lap belts. with unique structural requirements. the FAA recognizes that appropriate Discussion Advanced composites will be largely pass/fail criteria need to be developed employed on the high-lift devices (two that fully address the safety concerns The inflatable lap belt has two flaps), spoilers (three panels), and specific to occupants of these seats. potential advantages over other means control surfaces (aileron). A winglet will of head-impact protection. First, it can Type Certification Basis provide significantly greater protection be attached to each wing tip to further increase airplane aerodynamic Under the provisions of 14 CFR than would be expected with energy- efficiency. The empennage will be a 21.101, Embraer must show that the absorbing pads, and second, it can swept T-tail composed of advanced Model EMB–545 airplane meets the provide essentially equivalent composite material with metallic applicable provisions of the regulations protection for occupants of all stature. attachment fittings. The rudder and listed in Type Certificate No. These are significant advantages from a elevators also will be composed of TC00062IB, or the applicable safety standpoint, because such devices composite material. regulations in effect on the date of will likely provide a level of safety that Two Honeywell HTF7500–E medium- application for the change, except for exceeds the minimum standards of part bypass-ratio turbofan engines, mounted earlier amendments as agreed upon by 25. Conversely, inflatable lap belts in on aft-fuselage pylons, will power the the FAA. The regulations listed in the general are active systems and must be Model EMB–545 airplane. Each engine type certificate are commonly referred relied upon to activate properly when will produce approximately 6,540 lbs. of to as the ‘‘original type certification needed, as opposed to an energy- thrust for normal takeoff. However, basis.’’ The regulations incorporated by absorbing pad or upper torso restraint because the Model EMB–545 is smaller reference in Type Certificate No. that is passive and always available. and lighter, software will regulate the TC00062IB are as follows: Therefore, the potential advantages thrust. The primary flight-control 14 CFR part 25, effective February 1, must be balanced against this and other systems (elevators, ailerons, rudder, and 1965, including Amendments 25–1 potential disadvantages to develop multi-function spoilers) will be through 25–129, in their entirety. In standards for this design feature. electronically controlled and powered addition, the certification basis includes The FAA has considered the by electrohydraulic servoactuators using certain special conditions, exemptions, installation of inflatable lap belts to digital fly-by-wire (FBW) technology. or later amended sections of the have two primary safety concerns: first, The FBW flight controls will receive applicable part that are not relevant to that they perform properly under commands directly from the cockpit these special conditions. foreseeable operating conditions; and dual sidesticks and conventional rudder If the Administrator finds that the second, that they do not perform in a pedals. applicable airworthiness regulations manner or at such times as would Occupants must be protected from (i.e., 14 CFR part 25) do not contain constitute a hazard to the airplane or head injury, as required by § 25.785, adequate or appropriate safety standards occupants. This latter point has the either by eliminating any injurious for Embraer Model EMB–545 airplanes potential to be the more rigorous of the object within the striking radius of the because of a novel or unusual design requirements, owing to the active nature head, or by installing padding. feature, special conditions are of the system. Traditionally, this has required either a prescribed under § 21.16. The inflatable lap belt will rely on setback of 35 inches from any bulkhead Special conditions are initially electronic sensors for signaling, and will or other rigid interior feature or, where applicable to the model for which they employ an automatic inflation not practical, the installation of are issued. Should the type certificate mechanism for activation, so that it is specified types of padding. The relative for that model be amended later to available when needed. These same effectiveness of these established means include any other model that devices could be susceptible to of injury protection was not quantified. incorporates the same novel or unusual inadvertent activation, causing With the adoption of Amendment 25–64 design feature, or should any other deployment in a potentially unsafe to part 25, specifically § 25.562, a new model already included on the same manner. The consequences of such standard was created that quantifies type certificate be modified to deployment must be considered in required head-injury protection. incorporate the same novel or unusual establishing the reliability of the system. mstockstill on DSK4VPTVN1PROD with RULES Each seat-type design approved for design feature, these special conditions Embraer must substantiate that the crew or passenger occupancy during would also apply to the other model effects of an inadvertent deployment in takeoff and landing, as required by under § 21.101. flight are either not a hazard to the § 25.562, must successfully complete In addition to the applicable airplane, or that such deployment is an dynamic tests or be demonstrated by airworthiness regulations and special extremely improbable occurrence (less rational analysis based on dynamic tests conditions, Embraer Model EMB–545 than 10¥9 per flight hour). The effect of of a similar type seat. In particular, the airplanes must comply with the fuel- an inadvertent deployment on a VerDate Sep<11>2014 17:12 Sep 29, 2015 Jkt 235001 PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 E:\FR\FM\30SER1.SGM 30SER1

Federal Register / Vol. 80, No. 189 / Wednesday, September 30, 2015 / Rules and Regulations 58591 passenger or crewmember that might be lap belt to provide protection for seats. Nonetheless, it is appropriate to positioned close to the inflatable lap multiple impacts. specify a time interval after which the belt should also be considered. The Given that each occupant’s restraint inflatable lap belt may not impede rapid person could be either standing or system provides protection for that egress. The maximum time allowed for sitting. A minimum reliability level will occupant only, the installation must an exit to open fully after actuation is have to be established for this case, address unoccupied seats. It will be 10 seconds, according to § 25.809(b)(2). depending upon the consequences, even necessary to show that the required Therefore, the FAA has established 10 if the effect on the airplane is negligible. protection is provided for each occupant seconds as the time interval that the The potential for an inadvertent regardless of the number of occupied inflatable lap belt must not impede deployment could be increased as a seats, and that unoccupied seats may rapid egress from the seat after it is result of conditions in service. The have lap belts that are active. deployed. In actuality, it is unlikely that installation must take into account wear The inflatable lap belt should be a flight attendant would prepare an exit and tear so that the likelihood of an effective for a wide range of occupants. this quickly in an accident severe inadvertent deployment is not increased The FAA has historically considered the enough to warrant deployment of the to an unacceptable level. In this context, range from the 5th percentile female to inflatable lap belt. The inflatable lap an appropriate inspection interval and the 95th percentile male as the range of belt will likely deflate much more self-test capability are considered occupants that must be taken into quickly than 10 seconds. necessary. Other outside influences are account. In this case, the FAA is This potential impediment to rapid lightning and high-intensity radiated proposing consideration of a broader egress is even more critical at the seats fields (HIRF). Existing regulations range of occupants due to the nature of installed in the emergency-exit rows. regarding lightning, § 25.1316, and the lap-belt installation and its close Installation of inflatable restraints at the HIRF, § 25.1317, are applicable. For proximity to the occupant. In a similar Type III exit rows presents different compliance with those conditions, if vein, these persons could have assumed egress concerns as compared with front- inadvertent deployment could cause a the brace position for those accidents row seats. However, the need to address where an impact is anticipated. Test egress is already part of the special hazard to the airplane, the inflatable lap data indicate that occupants in the brace conditions, so there is no change to the belt is considered a critical system; if position do not require supplemental special conditions at this time. As noted inadvertent deployment could cause protection, so it would not be necessary below, the method of compliance with injuries to persons, the inflatable lap to show that the inflatable lap belt will the special conditions may involve belt should be considered an essential enhance the brace position. However, specific considerations when an system. Finally, the inflatable lap-belt the inflatable lap belt must not inflatable restraint is installed at Type installation should be protected from introduce a hazard when it is deployed III exits. Section 25.813 clearly requires the effects of fire, so that an additional into a seated, braced occupant. access to the exit from the main aisle in hazard is not created by, for example, a Another area of concern is the use of the form of an unobstructed rupture of a pyrotechnic squib. seats so equipped by children, whether passageway, and no interference in To function as an effective safety they are lap-held, sitting in approved opening the exit. The restraint system system, the inflatable lap belt must child-safety seats, or occupying the seat must not create an impediment to the function properly and must not directly. Although specifically access to, and the opening of, the exit. introduce any additional hazards to prohibited by FAA operating These lap belts should be evaluated in occupants as a result of its functioning. regulations, the use of the the exit row under existing regulations The inflatable lap belt differs variously supplementary loop belt (‘‘belly belt’’) (§§ 25.809 and 25.813) and guidance from traditional occupant-protection may be required by other civil aviation material. The inflatable lap belts must systems and requires special conditions authorities, and should also be also be evaluated in post-crash to ensure adequate performance. considered with the end goal of meeting conditions, and should be evaluated Because the inflatable lap belt is those regulations. Similarly, if the seat using representative restraint systems in essentially a single-use device, it could is occupied by a pregnant woman, the the bag-deployed condition. potentially deploy under crash installation needs to address such usage, This evaluation would include conditions that are not sufficiently either by demonstrating that it will reviewing the access to, and opening of, severe as to require head-injury function properly, or by adding the exit, specifically for obstructions in protection from the inflatable lap belt. appropriate limitation on usage. the egress path; and any interferences in And because an actual crash is The inflatable lap belt will be opening the exit. Each unique interior frequently composed of a series of electrically powered. Likewise, the configuration must be considered, e.g., impacts before the airplane comes to system could possibly fail due to a passageway width, single or dual rest, this could render the inflatable lap separation in the fuselage. Because this passageways with outboard seat belt useless if a larger impact follows system is intended as crash/post-crash removed, etc. If the restraint creates any the initial impact. This situation does protection means, failure due to fuselage obstruction or interference, it is likely not exist with energy-absorbing pads or separation is not acceptable. As with that it could impede rapid egress from upper-torso restraints, which tend to emergency lighting, the restraint system the airplane. In some cases, the provide continuous protection should function properly if such a passenger is the one who will open the regardless of severity or number of separation occurs at any point in the exit, such as a Type III over-wing hatch. impacts in a crash event. Therefore, the fuselage. Project-specific means-of-compliance inflatable lap-belt installation should be Because the inflatable lap belt is guidance is likely necessary if these mstockstill on DSK4VPTVN1PROD with RULES such that the inflatable lap belt will likely to have a large volume restraint systems are installed at the provide protection when it is required, displacement, the inflated bag could Type III exit rows. by not expending its protection during potentially impede egress of passengers. Note that the special conditions are a less-severe impact. Also, it is possible However, the lap-belt bag deflates to applicable to the inflatable lap-belt to have several large impact events absorb energy, so it is likely that an system as installed. The special during the course of a crash, but there inflatable lap belt would be deflated by conditions are not an installation will be no requirement for the inflatable the time passengers begin to leave their approval. Therefore, while the special VerDate Sep<11>2014 17:12 Sep 29, 2015 Jkt 235001 PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 E:\FR\FM\30SER1.SGM 30SER1

58592 Federal Register / Vol. 80, No. 189 / Wednesday, September 30, 2015 / Rules and Regulations conditions relate to each such system state-of-the-art materials available to Authority: 49 U.S.C. 106(g), 40113, 44701, installed, the overall installation perform a given function. Without a 44702, 44704. approval is separate, and must consider specific reference, the default The Special Conditions the combined effects of all such systems requirement would apply to the type of installed. material used in making the inflatable ■ Accordingly, pursuant to the authority Embraer will install inflatable lap restraint, which is a fabric in this case. delegated to me by the administrator, belts, a novel design feature, on certain However, in writing special conditions, the following special conditions are seats of Model EMB–545 airplanes, to the FAA must also consider the use of issued as part of the type certification reduce the potential for head injury if an the material, and whether the default basis for Embraer Model EMB–545 accident occurs. The inflatable lap belt requirement is appropriate. In this case, airplanes with inflatable lap belts works similar to an automotive the specialized function of the inflatable installed. inflatable air bag, except that the air bag restraint means that highly specialized 1. The inflatable lap belt must be in the Embraer design is integrated into materials are needed. The standard shown to deploy and provide protection the lap belt of the restraint system. normally applied to fabrics is a 12- under crash conditions where it is The performance criteria for head- second vertical ignition test. However, necessary to prevent serious head injury protection in objective terms is materials that meet this standard do not injury. The means of protection must stated in § 25.562. However, none of perform adequately as inflatable take into consideration a range of stature these criteria are adequate to address the restraints. Because the safety benefit of from a two-year-old child to a 95th specific issues raised concerning seats the inflatable restraint is significant, the percentile male. The inflatable lap belt with inflatable lap belts. The FAA has flammability standard appropriate for must provide a consistent approach to therefore determined that, in addition to these devices should not screen out energy absorption throughout that range the requirements of part 25, special suitable materials and thereby of occupants. In addition, the following conditions are needed to address effectively eliminate the use of situations must be considered. requirements particular to the inflatable restraints. The FAA must The seat occupant is: installation of seats with inflatable lap establish a balance between the safety • holding an infant belts. benefit of the inflatable restraint and its • a child in a child-restraint device Accordingly, in addition to the flammability performance. Presently, • a child not using a child-restraint passenger-injury criteria specified in the 2.5-inch-per-minute horizontal test device § 25.785, these special conditions are is considered to provide that balance. • a pregnant woman proposed for Embraer Model EMB–545 As the state-of-the-art in materials airplanes equipped with inflatable lap 2. The inflatable lap belt must provide progresses (which is expected), the FAA belts. Other conditions may be adequate protection for each occupant may change this standard in subsequent developed, as needed, based on further regardless of the number of occupants of special conditions to account for FAA review and discussions with the the seat assembly, considering that improved materials. manufacturer and civil-aviation These special conditions contain the unoccupied seats may have an active authorities. additional safety standards that the airbag system in the lap belt. For a passenger-safety system, the Administrator considers necessary to 3. The design must prevent the inflatable lap belt is unique in that it is establish a level of safety equivalent to inflatable lap belt from being either both an active and entirely autonomous that established by the existing incorrectly buckled or incorrectly device. While the automotive industry airworthiness standards. installed such that the inflatable lap belt has good experience with inflatable air would not properly deploy. bags, the conditions of use and reliance Applicability Alternatively, it must be shown that on the inflatable lap belt as the sole These special conditions are such deployment is not hazardous to the means of injury protection are quite applicable to Embraer Model EMB–545 occupant, and will provide the required different. In automobile installations, airplanes. Should Embraer apply at a head-injury protection. the air bag is a supplemental system and later date for a change to the type 4. The inflatable lap-belt system must works in conjunction with an upper- certificates to include another model be shown not to be susceptible to torso restraint. In addition, the crash that incorporates the same novel or inadvertent deployment as a result of event is more definable and typically of unusual design feature, or should any wear and tear, or inertial loads resulting shorter duration, which can simplify the other model already included on the from in-flight or ground maneuvers activation logic. The airplane-operating same type certificate be modified to (including gusts and hard landings), environment is also quite different from incorporate the same novel or unusual likely to be experienced in service. automobiles and includes the potential design feature, these special conditions 5. Deployment of the inflatable lap for greater wear and tear, and would apply to the other model as well. belt must not introduce injury unanticipated abuse conditions (due to mechanisms to the seated occupant, nor Conclusion result in injuries that could impede galley loading, passenger baggage, etc.). Airplanes also operate where exposure This action affects only certain novel rapid egress. This assessment should to HIRF could affect the lap-belt or unusual design features on Embraer include an occupant who is in the brace activation system. Model EMB–545 airplanes. It is not a position when it deploys, and an Part I of Appendix F to part 25 rule of general applicability, and it occupant whose inflatable lap belt is specifies the flammability requirements affects only Embraer Model EMB–545 loosely fastened. for interior materials and components. airplanes listed on amended Type 6. An inadvertent deployment that mstockstill on DSK4VPTVN1PROD with RULES There is no reference to inflatable Certificate No. TC00062IB. could cause injury to a standing or restraint systems in Appendix F, List of Subjects in 14 CFR Part 25 sitting person must be shown to be because such devices did not exist at the improbable. time the flammability requirements Aircraft, Aviation safety, Reporting 7. It must be shown that inadvertent were written. The existing requirements and recordkeeping requirements. deployment of the airbag system in the are based on material types as well as ■ The authority citation for these lap belt, during the most critical part of use, and have been specified in light of special conditions is as follows: the flight, either will not cause a hazard VerDate Sep<11>2014 17:12 Sep 29, 2015 Jkt 235001 PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 E:\FR\FM\30SER1.SGM 30SER1

Federal Register / Vol. 80, No. 189 / Wednesday, September 30, 2015 / Rules and Regulations 58593 to the airplane or its occupants, or meets DEPARTMENT OF TRANSPORTATION complete Privacy Act Statement can be the requirement of § 25.1309(b). found in the Federal Register published Federal Aviation Administration on April 11, 2000 (65 FR 19477–19478), 8. The inflatable lap belt must be shown to not impede rapid egress of as well as at http://DocketsInfo. 14 CFR Part 25 dot.gov/. occupants 10 seconds after its [Docket No. FAA–2015–2392; Special Docket: Background documents or deployment. Conditions No. 25–589–SC] comments received may be read at 9. The inflatable lap-belt system must http://www.regulations.gov/ at any time. be protected from lightning and HIRF. Special Conditions: Boeing Model 747– Follow the online instructions for The threats specified in existing 8 Airplanes; Seats With Inflatable Lap accessing the docket or go to Docket regulations regarding lightning, Belts Operations in Room W12–140 of the § 25.1316, and HIRF, § 25.1317, are West Building Ground Floor at 1200 incorporated by reference for the AGENCY: Federal Aviation New Jersey Avenue SE., Washington, Administration (FAA), DOT. DC, between 9 a.m. and 5 p.m., Monday purpose of measuring lightning and ACTION: Final special conditions; request through Friday, except Federal holidays. HIRF protection. For the purposes of complying with HIRF requirements, the for comments. FOR FURTHER INFORMATION CONTACT: inflatable lap-belt system is considered SUMMARY: These special conditions are Jayson Claar, FAA, Airframe and Cabin a ‘‘critical system’’ if its deployment issued for Boeing Model 747–8 Safety Branch, ANM–115, Transport could have a hazardous effect on the airplanes. These airplanes will have a Airplane Directorate, Aircraft airplane; otherwise it is considered an novel or unusual design feature Certification Service, 1601 Lind Avenue ‘‘essential’’ system. associated with seats with inflatable lap SW., Renton, Washington 98057–3356; 10. The inflatable lap belt must belts. The applicable airworthiness telephone (425) 227–2194, facsimile regulations do not contain adequate or (425) 227–1232. function properly after loss of normal airplane electrical power, and after a appropriate safety standards for this SUPPLEMENTARY INFORMATION: The FAA transverse separation of the fuselage at design feature. These special conditions has determined that notice of, and contain the additional safety standards opportunity for, prior public comment the most critical location. A separation that the Administrator considers on these special conditions are at the location of the lap belt does not necessary to establish a level of safety impracticable because these procedures have to be considered. equivalent to that established by the would significantly delay issuance of 11. The inflatable lap belt must be existing airworthiness standards. the design approval and thus delivery of shown to not release hazardous DATES: The effective date of these the affected airplane. quantities of gas or particulate matter special conditions is September 30, In addition, the substance of these into the cabin. 2015. We must receive your comments special conditions has been subject to 12. The inflatable lap-belt installation by November 16, 2015. the public-comment process in several must be protected from the effects of fire ADDRESSES: Send comments identified prior instances with no substantive such that no hazard to occupants will by docket number FAA–2015–2392 comments received. The FAA therefore result. using any of the following methods: finds that good cause exists for making • Federal eRegulations Portal: Go to these special conditions effective upon 13. A means must be available for a http://www.regulations.gov/and follow issuance. crewmember to verify the integrity of the online instructions for sending your the inflatable-lap-belt-activation system Comments Invited comments electronically. prior to each flight, or it must be • Mail: Send comments to Docket We invite interested people to take demonstrated to reliably operate Operations, M–30, U.S. Department of part in this rulemaking by sending between inspection intervals. Transportation (DOT), 1200 New Jersey written comments, data, or views. The 14. The inflatable material may not Avenue SE., Room W12–140, West most helpful comments reference a have an average burn rate of greater than Building Ground Floor, Washington, DC specific portion of the special 2.5 inches per minute when tested using 20590–0001. conditions, explain the reason for any the horizontal-flammability test as • Hand Delivery or Courier: Take recommended change, and include comments to Docket Operations in supporting data. defined in 14 CFR part 25, Appendix F, Room W12–140 of the West Building We will consider all comments we Part I(b)(5). Ground Floor at 1200 New Jersey receive by the closing date for 15. The airbag system in the lap belt, Avenue SE., Washington, DC, between 9 comments. We may change these special once deployed, must not adversely a.m. and 5 p.m., Monday through conditions based on the comments we affect the emergency-lighting system Friday, except Federal holidays. receive. (i.e., block floor-proximity lights to the • Fax: Fax comments to Docket Background extent that the lights no longer meet Operations at 202–493–2251. their intended function). Privacy: The FAA will post all On February 3, 2014, the Boeing comments it receives, without change, Company applied for an amendment to Issued in Renton, Washington, on to http://www.regulations.gov/, Type Certificate no. A20WE to allow September 2, 2015. including any personal information the installation of inflatable lap belts for Jeffrey E. Duven commenter provides. Using the search head-injury protection on certain seats mstockstill on DSK4VPTVN1PROD with RULES Manager, Transport Airplane Directorate, function of the docket Web site, anyone in Boeing Model 747–8 airplanes. Aircraft Certification Service. can find and read the electronic form of The Model 747–8 airplane, a [FR Doc. 2015–24726 Filed 9–29–15; 8:45 am] all comments received into any FAA derivative of the Model 747–400 BILLING CODE 4910–13–P docket, including the name of the airplane, is a bi-level, wide-body individual sending the comment (or airplane powered by four wing-mounted signing the comment for an association, General Electric GEnx-2B engines. The business, labor union, etc.). DOT’s airplane will have a maximum seating VerDate Sep<11>2014 17:12 Sep 29, 2015 Jkt 235001 PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 E:\FR\FM\30SER1.SGM 30SER1


Document Created: 2015-12-15 09:32:03
Document Modified: 2015-12-15 09:32:03
CategoryRegulatory Information
CollectionFederal Register
sudoc ClassAE 2.7:
GS 4.107:
AE 2.106:
PublisherOffice of the Federal Register, National Archives and Records Administration
SectionRules and Regulations
ActionFinal special conditions; request for comments.
DatesThe effective date of these special conditions is September 30, 2015. We must receive your comments by November 16, 2015.
ContactJayson Claar, FAA, Airframe and Cabin Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057- 3356; telephone (425) 227-2194, facsimile (425) 227-1232.
FR Citation80 FR 58589 
CFR AssociatedAircraft; Aviation Safety and Reporting and Recordkeeping Requirements
2024 Federal Register | Disclaimer | Privacy Policy
USC | CFR | eCFR