81 FR 9365 - Special Conditions: L-3 Communications Integrated Systems; Boeing Model 747-8 Series Airplanes, Large Non-Structural Glass in the Passenger Compartment
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 81, Issue 37 (February 25, 2016)
Federal Aviation Administration
Federal Register Volume 81, Issue 37 (February 25, 2016)
| Page Range | 9365-9367 | |
| FR Document | 2016-03996 |
[Federal Register Volume 81, Number 37 (Thursday, February 25, 2016)] [Proposed Rules] [Pages 9365-9367] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2016-03996] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 25 [Docket No. FAA-2015-3324; Notice No. 25-16-04-SC] Special Conditions: L-3 Communications Integrated Systems; Boeing Model 747-8 Series Airplanes, Large Non-Structural Glass in the Passenger Compartment AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. ----------------------------------------------------------------------- SUMMARY: This action proposes special conditions for the Boeing Model 747-8 airplane. This airplane, as modified by L-3 Communications Integrated Systems, will have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport-category airplanes. This design feature is large, non-structural glass panels in the passenger compartment. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These proposed special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: Send your comments on or before March 28, 2016. ADDRESSES: Send comments identified by docket number FAA-2015-3324 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, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-3356; telephone 425-227-2194; facsimile 425-227-1320. SUPPLEMENTARY INFORMATION: 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 May 10, 2011, L-3 Communications Integrated Systems applied for a supplemental type certificate for large, non-structural glass panels in the passenger compartment in Boeing Model 747-8 airplanes. The Model 747-8 airplane is a derivative of the Boeing Model 747-400 airplane currently approved under type certificate no. A20WE. The airplane, as modified by L-3 Communications Integrated Systems, is a four-engine, jet-transport airplane that will have a maximum takeoff weight of 970,000 lbs, capacity for 24 crewmembers, and taxi, takeoff, and landing seating for 143 passengers. Type Certification Basis The certification basis for the Boeing Model 747-8 airplane, as defined in type certificate no. A20WE, is title 14, Code of Federal Regulations (14 CFR) part 25 as amended by amendments 25-1 through 25- 120, with exceptions for structures and systems that were unchanged from the 747-400 design. Under the provisions of Sec. 21.101, L-3 Communications Integrated Systems must show that the Model 747-8 airplane, as changed, continues to meet the applicable provisions of the regulations listed in type certificate no. A20WE, 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.'' In addition, the certification basis includes certain special conditions, exemptions, or later amended sections of the applicable part that are not relevant to these special conditions. If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR part 25) do not contain adequate or appropriate safety standards for the Boeing Model 747-8 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 applicant apply for a supplemental type certificate to modify any other model included on the same type certificate to incorporate the same novel or unusual design feature, these special conditions would also apply to the other model under Sec. 21.101. In addition to the applicable airworthiness regulations and special conditions, the Model 747-8 airplane must comply with the fuel-vent and exhaust-emission requirements of 14 CFR part 34 and the noise- certification requirements of 14 CFR part 36. The FAA issues special conditions, as defined in 14 CFR 11.19, in accordance with Sec. 11.38, and they become part of the type certification basis under Sec. 21.101. [[Page 9366]] Novel or Unusual Design Features L-3 Communications Integrated Systems is modifying a Boeing Model 747-8 airplane to install a head-of-state interior arrangement. This airplane, as modified, will have a novel or unusual design feature associated with the installation of large, non-structural glass panels in the cabin area of an executive interior occupied by passengers and crew. The installation of these glass items in the passenger compartment, which can be occupied during taxi, takeoff, and landing, is a novel or unusual design feature with respect to the material being installed. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. The use of glass has resulted in trade-offs between the one unique characteristic of glass--its capability for undistorted or controlled light transmittance, or transparency--and the negative aspects of the material, such as extreme notch-sensitivity, low fracture resistance, low modulus of elasticity, and highly variable properties. While reasonably strong, glass is nonetheless not a desirable material for traditional airplane applications because it is heavy (about the same density as aluminum), and when it fails, it breaks into extremely sharp fragments that have the potential for injury and have been known to be lethal. Thus the use of glass traditionally has been limited to windshields, and instrument or display transparencies. The regulations only address, and thus only recognize, the use of glass in windshield or window applications. These regulations do address the adverse properties of glass, but even so, pilots are occasionally injured from shattered glass windshields. FAA policy allows glass on instruments and display transparencies. Other installations of large, non-structural glass items have included the following: Glass panels integrated onto a stairway handrail closeout. Glass panels mounted in doors to allow visibility through the door when desired. Glass doors on some galley compartments containing small amounts of service items. Discussion No specific regulations address the design and installation of large glass components in airplane passenger cabins. Existing requirements, such as Sec. Sec. 25.561, 25.562, 25.601, 25.603, 25.613, 25.775, and 25.789, in the Boeing Model 747-8 airplane certification basis applicable to this supplemental type certificate project, provide some design standards appropriate for large glass component installations. However, additional design standards for non- structural glass augmenting the existing design are needed to complement the existing requirements. The addition of glass involved in this installation, and the potentially unsafe conditions caused by damage to such components from external sources, necessitate assuring that adequate safety standards are applied to the design and installation of the feature in Boeing Model 747-8 airplanes. For purposes of these special conditions, a large glass component is defined as a glass component weighing 4 kg (9 lbs) or more. Groupings of glass items that individually weigh less than 4 kg, but collectively weigh 4 kg or more, also would need to be included. The proposed special conditions also apply when showing compliance with the applicable performance standards in the regulations for the installation of these components. For example, heat-release and smoke- density testing must not result in fragmentation of the component. These proposed special conditions will reduce the hazards from breakage, or from these panels' potential separation from the cabin interior. These proposed special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Applicability As discussed above, these special conditions are applicable to Boeing Model 747-8 series airplanes. Should L-3 Communications Integrated Systems apply at a later date for a supplemental type certificate to modify any other model included on type certificate no. A20WE to incorporate the same novel or unusual design feature, these special conditions would apply to that model as well. Conclusion This action affects only certain novel or unusual design features on one model series of airplane. It is not a rule of general applicability and affects only the applicant who applied to the FAA for approval of these features on the airplane. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. The Proposed Special Conditions For large glass components installed in a cabin occupied by passengers or crew who are not otherwise protected from the injurious effects of failure of the glass installations, the L-3 Communications Integrated Systems glass installations on this Boeing 747-8 airplane must meet the following conditions: 1. Material: The glass used must be tempered or otherwise treated to ensure that when fractured, it breaks into small pieces with relatively dull edges. This must be demonstrated by testing to failure. 2. Fragmentation: The glass-component installation must control the fragmentation of the glass to minimize the danger from flying glass shards or pieces. This must be demonstrated by impact and puncture testing to failure. 3. Component Strength: The glass component must be strong enough to meet the load requirements for all flight and landing loads, including any of the applicable emergency-landing conditions in subparts C & D of 14 CFR part 25. In addition, glass components that are located such that they are not protected from contact with cabin occupants must not fail due to abusive loading, such as impact from occupants stumbling into, leaning against, sitting on, or performing other intentional or unintentional forceful contact with the glass component. The effect of design details such as geometric discontinuities or surface finish, e.g., embossing, etching, etc., must be assessed. 4. Component Retention: The glass component, as installed in the airplane, must not come free of its restraint or mounting system in the event of an emergency landing. Both the directional loading and rebound conditions must be assessed. The effect of design details such as geometric discontinuities or surface finish, e.g., embossing, etching, etc., must be assessed. 5. Instructions for Continued Airworthiness: The instructions for continued airworthiness must reflect the method used to fasten the panel to the cabin interior and must ensure the reliability of the methods used, e.g., life limit of adhesives, or clamp connection. The applicant must define any inspection methods and intervals based upon adhesion data from the manufacturer of the adhesive, or upon actual adhesion-test data, if necessary. [[Page 9367]] Issued in Renton, Washington, on February 16, 2016. Dionne Palermo, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2016-03996 Filed 2-24-16; 8:45 am] BILLING CODE 4910-13-P
![Federal Register / Vol. 81, No. 37 / Thursday, February 25, 2016 / Proposed Rules 9365
The applicant must define any • Hand Delivery or Courier: Take Model 747–8 airplane is a derivative of
inspection methods and intervals based comments to Docket Operations in the Boeing Model 747–400 airplane
upon adhesion data from the Room W12–140 of the West Building currently approved under type
manufacturer of the adhesive, or upon Ground Floor at 1200 New Jersey certificate no. A20WE. The airplane, as
actual adhesion-test data, if necessary. Avenue SE., Washington, DC, between 9 modified by L–3 Communications
Issued in Renton, Washington, on February a.m. and 5 p.m., Monday through Integrated Systems, is a four-engine, jet-
16, 2016. Friday, except Federal holidays. transport airplane that will have a
Dionne Palermo, • Fax: Fax comments to Docket maximum takeoff weight of 970,000 lbs,
Acting Manager, Transport Airplane
Operations at 202–493–2251. capacity for 24 crewmembers, and taxi,
Directorate, Aircraft Certification Service. Privacy: The FAA will post all takeoff, and landing seating for 143
[FR Doc. 2016–03997 Filed 2–24–16; 8:45 am]
comments it receives, without change, passengers.
to http://www.regulations.gov/, Type Certification Basis
BILLING CODE 4910–13–P
including any personal information the
commenter provides. Using the search The certification basis for the Boeing
function of the docket Web site, anyone Model 747–8 airplane, as defined in
DEPARTMENT OF TRANSPORTATION type certificate no. A20WE, is title 14,
can find and read the electronic form of
Federal Aviation Administration all comments received into any FAA Code of Federal Regulations (14 CFR)
docket, including the name of the part 25 as amended by amendments 25–
14 CFR Part 25 individual sending the comment (or 1 through 25–120, with exceptions for
signing the comment for an association, structures and systems that were
[Docket No. FAA–2015–3324; Notice No. 25– unchanged from the 747–400 design.
business, labor union, etc.). DOT’s
16–04–SC] Under the provisions of § 21.101, L–
complete Privacy Act Statement can be
found in the Federal Register published 3 Communications Integrated Systems
Special Conditions: L–3 must show that the Model 747–8
Communications Integrated Systems; on April 11, 2000 (65 FR 19477–19478),
as well as at airplane, as changed, continues to meet
Boeing Model 747–8 Series Airplanes, the applicable provisions of the
Large Non-Structural Glass in the http://DocketsInfo.dot.gov/.
Docket: Background documents or regulations listed in type certificate no.
Passenger Compartment A20WE, or the applicable regulations in
comments received may be read at
AGENCY: Federal Aviation http://www.regulations.gov/ at any time. effect on the date of application for the
Administration (FAA), DOT. Follow the online instructions for change, except for earlier amendments
ACTION: Notice of proposed special accessing the docket or go to Docket as agreed upon by the FAA.
Operations in Room W12–140 of the The regulations listed in the type
conditions.
West Building Ground Floor at 1200 certificate are commonly referred to as
SUMMARY: This action proposes special New Jersey Avenue SE., Washington, the ‘‘original type certification basis.’’
conditions for the Boeing Model 747–8 In addition, the certification basis
DC, between 9 a.m. and 5 p.m., Monday
airplane. This airplane, as modified by includes certain special conditions,
through Friday, except Federal holidays.
L–3 Communications Integrated exemptions, or later amended sections
FOR FURTHER INFORMATION CONTACT: of the applicable part that are not
Systems, will have a novel or unusual Jayson Claar, FAA, Airframe and Cabin
design feature when compared to the relevant to these special conditions.
Safety, ANM–115, Transport Airplane If the Administrator finds that the
state of technology envisioned in the Directorate, Aircraft Certification
airworthiness standards for transport- applicable airworthiness regulations
Service, 1601 Lind Avenue SW., (i.e., 14 CFR part 25) do not contain
category airplanes. This design feature Renton, Washington, 98057–3356;
is large, non-structural glass panels in adequate or appropriate safety standards
telephone 425–227–2194; facsimile for the Boeing Model 747–8 airplane
the passenger compartment. The 425–227–1320.
applicable airworthiness regulations do because of a novel or unusual design
SUPPLEMENTARY INFORMATION: feature, special conditions are
not contain adequate or appropriate
safety standards for this design feature. prescribed under the provisions of
Comments Invited
These proposed special conditions § 21.16.
We invite interested people to take Special conditions are initially
contain the additional safety standards
part in this rulemaking by sending applicable to the model for which they
that the Administrator considers
written comments, data, or views. The are issued. Should the applicant apply
necessary to establish a level of safety
most helpful comments reference a for a supplemental type certificate to
equivalent to that established by the
specific portion of the special modify any other model included on the
existing airworthiness standards.
conditions, explain the reason for any same type certificate to incorporate the
DATES: Send your comments on or recommended change, and include same novel or unusual design feature,
before March 28, 2016. supporting data. these special conditions would also
ADDRESSES: Send comments identified We will consider all comments we apply to the other model under § 21.101.
by docket number FAA–2015–3324 receive by the closing date for In addition to the applicable
using any of the following methods: comments. We may change these special airworthiness regulations and special
• Federal eRegulations Portal: Go to conditions based on the comments we conditions, the Model 747–8 airplane
http://www.regulations.gov/ and follow receive. must comply with the fuel-vent and
rmajette on DSK2TPTVN1PROD with PROPOSALS
the online instructions for sending your exhaust-emission requirements of 14
comments electronically. Background
CFR part 34 and the noise-certification
• Mail: Send comments to Docket On May 10, 2011, L–3 requirements of 14 CFR part 36.
Operations, M–30, U.S. Department of Communications Integrated Systems The FAA issues special conditions, as
Transportation (DOT), 1200 New Jersey applied for a supplemental type defined in 14 CFR 11.19, in accordance
Avenue SE., Room W12–140, West certificate for large, non-structural glass with § 11.38, and they become part of
Building Ground Floor, Washington, panels in the passenger compartment in the type certification basis under
DC, 20590–0001. Boeing Model 747–8 airplanes. The § 21.101.
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![Federal Register / Vol. 81, No. 37 / Thursday, February 25, 2016 / Proposed Rules 9367
Issued in Renton, Washington, on February and 5 p.m., Monday through Friday, have the failure mode (failure of the
16, 2016. except Federal holidays. The AD docket hydraulic actuator rod end or attach
Dionne Palermo, contains this AD action, the NPRM (76 fitting due to severe wear-out) addressed
Acting Manager, Transport Airplane FR 15864, March 22, 2011), the in the NPRM. Based on field reports and
Directorate, Aircraft Certification Service. regulatory evaluation, any comments design review, the manufacturer found
[FR Doc. 2016–03996 Filed 2–24–16; 8:45 am] received, and other information. The that certain hydraulic actuators do not
BILLING CODE 4910–13–P address for the Docket Office (telephone have this failure mode. Based on this
800–647–5527) is the Docket new manufacturer finding, a new safety
Management Facility, U.S. Department analysis was conducted and we
DEPARTMENT OF TRANSPORTATION of Transportation, Docket Operations, determined that this issue is no longer
M–30, West Building Ground Floor, a safety concern.
Federal Aviation Administration Room W12–140, 1200 New Jersey
FAA’s Conclusions
Avenue SE., Washington, DC 20590.
14 CFR Part 39 Upon further consideration, we have
FOR FURTHER INFORMATION CONTACT: Tak
[Docket No. FAA–2011–0254; Directorate Kobayashi, Aerospace Engineer, determined that the safety concern
Identifier 2010–NM–180–AD] Propulsion Branch, ANM–140S, FAA, identified in the NPRM does not affect
Seattle Aircraft Certification Office, The Boeing Company Model 737–600,
RIN 2120–AA64 –700, –700C, –800, –900, and –900ER
1601 Lind Avenue SW., Renton, WA
Airworthiness Directives; The Boeing 98057–3356; phone: 425–917–6499; fax: series airplanes identified in the NPRM.
Company Airplanes 425–917–6590; email: Accordingly, the NPRM is withdrawn.
Takahisa.Kobayashi@faa.gov. Withdrawal of the NPRM does not
AGENCY: Federal Aviation preclude the FAA from issuing another
SUPPLEMENTARY INFORMATION:
Administration (FAA), Department of related action or commit the FAA to any
Transportation (DOT). Discussion course of action in the future.
ACTION: Proposed rule; withdrawal. We proposed to amend part 39 of the Regulatory Impact
Federal Aviation Regulations (14 CFR
SUMMARY: The FAA withdraws a notice Since this action only withdraws an
part 39) with a notice of proposed
of proposed rulemaking (NPRM) that NPRM, it is neither a proposed nor a
rulemaking (NPRM) for a new AD for
proposed a new airworthiness directive final rule and therefore is not covered
certain The Boeing Company Model
(AD), which would have applied to under Executive Order 12866, the
737–600, –700, –700C, –800, –900, and
certain The Boeing Company Model Regulatory Flexibility Act, or DOT
–900ER series airplanes. The NPRM
737–600, –700, –700C, –800, –900, and Regulatory Policies and Procedures (44
published in the Federal Register on
–900ER series airplanes. For certain FR 11034, February 26, 1979).
March 22, 2011 (76 FR 15864) (‘‘the
airplanes, the NPRM would have
NPRM’’). For certain airplanes, the List of Subjects in 14 CFR Part 39
required a one-time inspection for
NPRM would have required a one-time Air transportation, Aircraft, Aviation
damage of the hydraulic actuator rod
inspection for damage of the hydraulic safety, Incorporation by reference,
ends and actuator attach fittings on the
actuator rod ends and actuator attach Safety.
thrust reversers, and repair or
fittings on the thrust reversers, and
replacement if necessary. For all The Withdrawal
repair or replacement if necessary. For
airplanes, the NPRM would have
all airplanes, the NPRM would have Accordingly, we withdraw the NPRM,
required repetitive inspections for
required repetitive inspections for Docket No. FAA–2011–0254, Directorate
damage of the hydraulic actuator rod
damage of the hydraulic actuator rod Identifier 2010–NM–180–AD, which
ends, attach bolts, and nuts; repetitive
ends, attach bolts, and nuts; repetitive was published in the Federal Register
inspections for damage of fitting
inspections for damage of fitting on March 22, 2011 (76 FR 15864).
assemblies, wear spacers, and actuator
assemblies, wear spacers, and actuator
attach fittings on the thrust reverser; Issued in Renton, Washington, on February
attach fittings on the thrust reverser;
repetitive measurements of the wear 15, 2016.
repetitive measurements of the wear
spacer; and corrective actions if Michael Kaszycki,
spacer; and corrective actions if
necessary. Since the NPRM was issued, Acting Manager, Transport Airplane
necessary.
the manufacturer notified us that an Directorate, Aircraft Certification Service.
The NPRM was prompted by reports
assumption regarding a failure mode of [FR Doc. 2016–03693 Filed 2–24–16; 8:45 am]
of in-service damage of the attachment
the rod ends or attachment fittings for
fittings for the thrust reverser actuator. BILLING CODE 4910–13–P
the thrust reverser actuator used in the
The proposed actions were intended to
original safety assessment was incorrect.
detect and correct such damage, which
A new safety analysis was conducted DEPARTMENT OF TRANSPORTATION
could result in actuator attach fitting
and we determined that this issue is no
failure, loss of the thrust reverser auto Federal Aviation Administration
longer a safety concern. Accordingly,
restow function, and consequent loss of
the NPRM is withdrawn.
control of the airplane. 14 CFR Part 39
DATES: As of February 25, 2016, the
proposed rule, which was published in Actions Since NPRM Was Issued
[Docket No. FAA–2016–3703; Directorate
rmajette on DSK2TPTVN1PROD with PROPOSALS
the Federal Register on March 22, 2011 Since we issued the NPRM, the Identifier 2015–NM–115–AD]
(76 FR 15864), is withdrawn. manufacturer has notified us that an
assumption regarding a failure mode of RIN 2120–AA64
ADDRESSES: You may examine the AD
docket on the Internet at http:// the attachment fittings for the thrust Airworthiness Directives; The Boeing
www.regulations.gov by searching for reverser actuator used in the original Company Airplanes
and locating Docket No. FAA–2011– safety assessment was incorrect. It was
0254; or in person at the Docket originally assumed that all hydraulic AGENCY:Federal Aviation
Management Facility between 9 a.m. actuators attached to the thrust reverser Administration (FAA), DOT.
VerDate Sep<11>2014 13:27 Feb 24, 2016 Jkt 238001 PO 00000 Frm 00005 Fmt 4702 Sfmt 4702 E:\FR\FM\25FEP1.SGM 25FEP1](https://thefederalregister.org/doc/81_FR_9402/page/3.svg)
Document Created: 2018-02-02 14:34:59
Document Modified: 2018-02-02 14:34:59
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Proposed Rules | |
| Action | Notice of proposed special conditions. | |
| Dates | Send your comments on or before March 28, 2016. | |
| Contact | Jayson Claar, FAA, Airframe and Cabin Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington, 98057-3356; telephone 425-227-2194; facsimile 425-227-1320. | |
| FR Citation | 81 FR 9365 | |
| CFR Associated | Aircraft; Aviation Safety and Reporting and Recordkeeping Requirements |
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