8147 Federal Register / Vol. 87, No. 30 / Monday, February 14, 2022 / Rules and Regulations 
applied during ‘‘normal’’ control law 
within the speed range, from initiation of the angle-of-attack protection limit, V
prot, to V MO/MMO. Once outside this 
speed range, the control laws introduce the conventional longitudinal static stability as described above. 
As a result of neutral static stability, 
the Model Falcon 6X airplane does not meet the regulatory requirements for static longitudinal stability. 
3. Low Energy Awareness 
Past experience on airplanes fitted 
with a flight-control system providing 
neutral longitudinal stability reveals insufficient feedback cues to the pilot of excursion below normal operational speeds. The maximum angle-of-attack protection system limits the airplane angle of attack and prevents stall during normal operating speeds, but this system is not sufficient to prevent stall at low-speed excursions below normal operational speeds. Until intervention, there are no stability cues because the aircraft remains trimmed. Additionally, feedback from the pitching moment due to thrust variation is reduced by the flight-control laws. Low-speed excursions may become more hazardous without the typical longitudinal stability, and recovery is more difficult when the low-speed situation is associated with a low altitude, and with the engines at low thrust or with performance-limiting conditions. 
These special conditions contain the 
additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. 
Applicability 
As discussed above, these special 
conditions are applicable to the Dassault 
Model Falcon 6X airplane. Should Dassault apply at a later date for a change to the type certificate to include another model incorporating the same novel or unusual design feature, these special conditions would apply to that model as well. 
Conclusion 
This action affects only a certain 
novel or unusual design feature on one 
model of airplane. It is not a rule of general applicability. 
List of Subjects in 14 CFR Part 25 
Aircraft, Aviation safety, Reporting 
and recordkeeping requirements. Authority Citation 
The authority citation for these 
special conditions is as follows: Authority: 49 U.S.C. 106(f), 106(g), 40113, 
44701, 44702, 44704. 
The Special Conditions 
Accordingly, pursuant to the 
authority delegated to me by the 
Administrator, the following special conditions are issued as part of the type certification basis for the Dassault Aviation Model Falcon 6X airplane. 
In lieu of the requirements of 
§§ 25.171, 25.173, 25.175, and 25.177(c), the following special conditions apply: 
1. The airplane must be shown to 
have suitable static lateral, directional, and longitudinal stability in any condition normally encountered in service, including the effects of atmospheric disturbance. The showing of suitable static lateral, directional, and longitudinal stability must be based on the airplane handling qualities, including pilot workload and pilot compensation, for specific test procedures during the flight-test evaluations. 
2. The airplane must provide 
adequate awareness to the pilot of a low energy (low speed, low thrust, low height) state when fitted with flight- control laws presenting neutral longitudinal stability significantly below the normal operating speeds. ‘‘Adequate awareness’’ means warning information must be provided to alert the crew of unsafe operating conditions, and to enable them to take appropriate corrective action. 
3. The following requirement must be 
met for the configurations and speed specified in paragraph (a) of § 25.177. In straight, steady sideslips over the range of sideslip angles appropriate to the operation of the airplane, the rudder- control movements and forces must be 
substantially proportional to the angle of sideslip in a stable sense. This factor of proportionality must lie between limits found necessary for safe operation. The range of sideslip angles evaluated must include those sideslip angles resulting from the lesser of: 
a. One-half of the available rudder 
control input; and 
b. A rudder control force of 180 
pounds. 
Issued in Kansas City, Missouri, on 
February 8, 2022. 
Patrick R. Mullen, Manager, Technical Innovation Policy 
Branch, Policy and Innovation Division, Aircraft Certification Service. 
[FR Doc. 2022–03026 Filed 2–11–22; 8:45 am] 
BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION 
Federal Aviation Administration 
14 CFR Part 25 
[Docket No. FAA–2021–1023; Special 
Conditions No. 25–811–SC] 
Special Conditions: The Boeing 
Company, Model 737–10 Airplane; Dynamic Test Requirements for Single- Occupant, Oblique (Side-Facing) Seats Installed at 49 Degrees With Airbag Devices and 3-Point Restraints 
AGENCY : Federal Aviation 
Administration (FAA), Department of Transportation (DOT). 
ACTION : Final special conditions. 
SUMMARY : These special conditions are 
issued for The Boeing Company (Boeing) Model 737–10 airplane. This airplane will have a novel or unusual design feature when compared to the state of technology envisioned in the airworthiness standards for transport- category airplanes. This design feature is single-occupant oblique seats with airbag devices and 3-point restraints, installed at 49 degrees relative to the airplane cabin bow-to-stern centerline. 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 : Effective February 14, 2022. 
FOR FURTHER INFORMATION CONTACT : John 
Shelden, Human Machine Interface Section, AIR–626, Technical Innovation Policy Branch, Policy and Innovation Division, Aircraft Certification Service, Federal Aviation Administration, 2200 South 216th Street, Des Moines, Washington 98198; telephone and fax 206–231–3214; email john.shelden@faa.gov. 
SUPPLEMENTARY INFORMATION : 
Background 
On January 30, 2019, Boeing applied 
for a change to Type Certificate No. A16WE for the installation of single- occupant oblique seats, with airbag devices and 3-point restraints, installed at 49 degrees relative to the airplane cabin bow-to-stern centerline in the Boeing Model 737–10 airplane. The Boeing Model 737–10 airplane is a twin- engine, transport-category airplane with seating for 230 passengers and a maximum takeoff weight of 197,900 pounds. 
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Type Certification Basis 
Under the provisions of 14 CFR 
21.101, Boeing must show that the 
Model 737–10 airplane, as changed, continues to meet the applicable provisions of the regulations listed in Type Certificate No. A16WE, or the applicable regulations in effect on the date of application for the change, except for earlier amendments as agreed upon by the FAA. 
If the Administrator finds that the 
applicable airworthiness regulations (e.g., 14 CFR part 25) do not contain 
adequate or appropriate safety standards for the Boeing Model 737–10 airplane because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16. 
Special conditions are initially 
applicable to the model for which they are issued. Should the type certificate for that model be amended later to include any other model that incorporates the same novel or unusual design feature, or should any other model already included on the same 
type certificate be modified to incorporate the same novel or unusual design feature, these special conditions would also apply to the other model under § 21.101. 
In addition to the applicable 
airworthiness regulations and special conditions, the Boeing Model 737–10 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 § 11.19, in accordance with § 11.38, and they become part of the type certification basis under § 21.101. 
Novel or Unusual Design Features 
The Boeing Model 737–10 airplane 
will incorporate the following novel or 
unusual design feature: 
Single-occupant oblique seats, with 
airbag devices and 3-point restraints, installed at 49 degrees relative to the airplane cabin bow-to-stern centerline. 
Discussion 
Section 25.785(d) requires that each 
occupant of a seat installed at an angle 
of more than 18 degrees, relative to bow- to-stern airplane cabin centerline, must be protected from head injury using a seatbelt and an energy-absorbing rest that supports the arms, shoulders, head, and spine; or using a seatbelt and shoulder harness designed to prevent the head from contacting any injurious object. 
The Boeing Model 737–10 airplane 
single-occupant oblique seat installation, with airbag devices and 3- 
point restraints, is novel such that the current requirements do not adequately address airbag devices and protection of the occupant’s neck, spine, torso, and legs for seating configurations that are positioned at an angle of 49 degrees from the airplane centerline. The seating configuration installation angle is beyond the installation-design limits of current special conditions issued for seat positions at angles between 18 degrees and 45 degrees. For example, at these angles, lateral neck bending and other injury mechanisms prevalent from a fully side-facing installation become a concern. Although special conditions no. 25–552–SC was issued for Boeing Model 787 airplane seats installed at 49 degrees in 2014, that document is no longer applicable because they were issued prior to the current oblique-seat special conditions that are based on the July 11, 2018, FAA policy statement PS– AIR–25–27, ‘‘Technical Criteria for 
Approving Oblique Seats.’’ These special conditions are based on the Boeing Model 787 airplane special conditions, with updates from that policy statement, and to align with the fully side-facing-seat policy statement PS–ANM–25–03–R1, ‘‘Technical Criteria for Approving Side-Facing Seats.’’ 
To provide a level of safety equivalent 
to that afforded to occupants of forward- and aft-facing seats, additional airworthiness standards, in the form of dynamic testing requirements, including both the injury criteria limits from the oblique-seat policy and the fully side- facing-seat policy through new special conditions, are necessary. 
The 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. 
Discussion of Comments 
The FAA issued Notice of Proposed 
Special Conditions No. 25–21–05–SC 
for the Boeing Model 737–10 airplane, which was published in the Federal Register on December 15, 2021 (86 FR 
71183). The FAA received one comment from the Air Line Pilots Association, International, in support of the special conditions. 
Applicability 
As discussed above, these special 
conditions are applicable to the Boeing 
Model 737–10 airplane. Should Boeing apply at a later date for a change to the type certificate to include another model incorporating the same novel or unusual design feature, these special conditions would apply to that model as well. 
Conclusion 
This action affects only a certain 
novel or unusual design feature on one 
model of airplane. It is not a rule of general applicability. 
List of Subjects in 14 CFR Part 25 
Aircraft, Aviation safety, Reporting 
and recordkeeping requirements. Authority Citation 
The authority citation for these 
special conditions is as follows: 
Authority: 49 U.S.C. 106(f), 106(g), 40113, 
44701, 44702, 44704. 
The Special Conditions 
Accordingly, pursuant to the 
authority delegated to me by the 
Administrator, the following special conditions are issued as part of the type certification basis for Boeing Model 737–10 airplanes. 
In addition to the requirements of 
§§ 25.562 and 25.785, passenger seats with airbag devices and 3-point restraints, installed at an angle 49 degrees relative to the airplane cabin bow-to-stern centerline, must meet the following: 
a. Head Injury Criteria (HIC) 
HIC assessments are required only for 
head contact with the seat and other 
structure. 
1. Compliance with § 25.562(c)(5) is 
required, except that, because an airbag device is present in addition to the 3- point restraint system, when the anthropomorphic test dummy (ATD) has no apparent contact with the seat and other structure but has contact with the airbag, a HIC score in excess of 1000 is acceptable, provided the HIC15 score (calculated in accordance with 49 CFR 571.208) for that contact is less than 700. 
2. ATD head contact with the seat or 
other structure through the airbag, or contact subsequent to contact with the airbag, requires an HIC value not exceeding 1000. 
3. The HIC value must not exceed 
1000 in any condition in which the airbag does or does not deploy, up to the maximum severity pulse specified by the existing requirements. 
4. To accommodate a range of 
occupant heights (5th percentile female to 95th percentile male), any surface, airbag or otherwise, that provides support for the occupant head, must provide that support in a consistent manner regardless of occupant stature. Otherwise, additional HIC assessment tests may be needed. 
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b. Body-to-Wall/Furnishing Contact 
If a seat is installed aft of structure, 
such as an interior wall or furnishing 
that does not provide a homogenous contact surface for the expected range of occupants and yaw angles, then additional analysis and tests may be required to demonstrate that the injury criteria are met for the area an occupant could contact. For example, different yaw angles could result in different injury considerations and airbag performance, and may require additional analysis, or separate tests may be necessary to evaluate performance. 
c. Neck Injury Criteria 
1. The seating system must protect the 
occupant from experiencing serious 
neck injury. The assessment of neck injury must be conducted with the airbag device activated, unless there is reason to also consider that the neck injury potential would be higher for impacts below the airbag-device deployment threshold. 
2. Rotation of the head about its 
vertical axis, relative to the torso, is limited to 105 degrees in either direction from forward-facing. 
3. The neck must not impact any 
surface that would produce concentrated loading on the neck. 
4. Assess neck injury for fore and aft 
neck bending using the FAA Hybrid III ATD, as described in SAE 1999–01– 1609, ‘‘A Lumbar Spine Modification to the Hybrid III ATD for Aircraft Seat Tests,’’ applying the following criteria: The N
ij, calculated in accordance with 
49 CFR 571.208, must be below 1.0, where N
ij= F z/Fzc+ M y/Myc, and N ij 
critical values are: 
Fzc= 1,530 lbs (6805 N) for tension 
Fzc= 1,385 lbs (6160 N) for compression 
Myc= 229 lb-ft (301 Nm) in flexion 
Myc= 100 lb-ft (136 Nm) in extension 
In addition, peak upper-neck F zmust 
be below 937 lbs (4168 N) in tension and 899 lbs (3999 N) in compression. 
5. When lateral neck bending is 
present, assess it using an ES–2re ATD as defined by 49 CFR part 572, subpart U. The data must be filtered at channel frequency class (CFC) 600 as defined in SAE Recommended Practice J211–1, ‘‘Instrumentation for Impact Test Part 1—Electrionic Instrumentation:’’ 
i. The upper-neck tension force at the 
occipital condyle (O.C.) location must be less than 405 lbs (1,800 N). 
ii. The upper-neck compression force 
at the O.C. location must be less than 405 lbs (1,800 N). 
iii. The upper-neck bending torque 
about the ATD x-axis at the O.C. location must be less than 1,018 in-lbs (115 Nm). 
iv. The upper-neck resultant shear 
force at the O.C. location must be less than 186 lbs (825 N). 
d. Spine and Torso Injury Criteria 
1. The seating system must protect the 
occupant from experiencing spine and 
torso injury. The assessment of spine and torso injury must be conducted with the airbag device activated, unless it is necessary to also consider that the occupant-injury potential would be higher for impacts below the airbag- device deployment threshold. 
2. Assess spine and torso injury, for 
oblique torso bending, using the FAA Hybrid III ATD, applying the following criteria: 
i. The lumbar spine tension (F
z) 
cannot exceed 1,200 lbs (5338 N). 
ii. Significant concentrated loading on 
the occupant’s spine, in the area between the pelvis and shoulders during impact, including rebound, is not acceptable. During this type of contact, the interval for any rearward (X direction) acceleration exceeding 20g must be less than 3 milliseconds, as measured by the thoracic instrumentation specified in 49 CFR part 572, subpart E, filtered in accordance with SAE Recommended Practice J211–1. 
3. When lateral torso bending is 
present, assess spine and torso injury using an ES–2re ATD, applying the following criteria: 
i. Thoracic: The deflection of any of 
the ES–2re ATD upper, middle, and lower ribs must not exceed 1.73 inches (44 mm). Process the data as defined in Federal Motor Vehicle Safety Standards (FMVSS) 571.214, title 49 of the CFR. 
ii. Abdominal: The sum of the 
measured ES–2re ATD front, middle, and rear abdominal forces must not exceed 562 lbs (2,500 N). Process the data as defined in FMVSS 571.214. 
iii. Upper-torso support: The lateral 
flexion of the ATD torso must not exceed 40 degrees from the normal upright positions during impact. 
e. Pelvic Criteria 
1. The seating system must protect the 
occupant from experiencing pelvis 
injury. 
2. Any part of the load-bearing 
portion of the bottom of the ATD pelvis must not translate beyond the edges of the seat bottom seat-cushion supporting structure. 
3. When pelvis contact with the 
armrest or surrounding interior components is present, assess it using an ES–2re ATD. The pubic symphysis force measured by the ES–2re ATD must not exceed 1,350 lbs (6,000 N). Process the data as defined in FMVSS 571.214. 
f. Femur Criteria 
Limit axial rotations of the upper leg 
(about the z-axis of the femur, per SAE 
Recommended Practice J211–1) to 35 degrees from the nominal seated position. Evaluation during rebound does not need to be considered. 
g. ATD and Test Condition 
1. Perform longitudinal tests, 
conducted to measure the injury criteria 
above, using the FAA Hybrid III ATD or using the ES–2re ATD. Conduct the tests with the undeformed floor, at the most- critical yaw cases for injury, and with all lateral structural supports (e.g., armrests or walls) installed. 
2. For longitudinal tests conducted in 
accordance with § 25.562(b)(2), to show compliance with the seat-strength requirements of § 25.562(c)(7) and (8), and these special conditions, to ensure proper loading of the seat by the occupant, the ATD pelvis must remain supported by the seat pan, and the restraint system must remain on the pelvis of the ATD until rebound begins. No injury criteria evaluation is necessary for tests conducted only to assess seat-strength requirements. 
3. If a seat installation includes 
adjacent items that are within contact range of an occupant, assess the injury potential of that contact. To make this assessment, tests may be conducted to include the actual contact item, located and attached in a representative fashion. Alternatively, the injury potential may be assessed through a combination of tests with contact items having the same geometry as the actual contact item, but having stiffness characteristics that would create the worst case for injury, such as injuries due to both contact with the item and lack of support from the item. 
4. Conduct the combined horizontal 
and vertical test, required by § 25.562(b)(1) and these special conditions, with the FAA Hybrid II ATD (49 CFR part 572, subpart B, as specified in § 25.562) or equivalent. 
5. The design and installation of 
seatbelt buckles must prevent unbuckling due to applied inertial forces, or impact from seat occupant hands and arms, during an emergency landing. 
h. Inflatable Airbag-Restraint System 
Special Conditions 
An inflatable airbag-restraint system 
will be installed, and must meet the requirements of Special Conditions No. 25–386–SC, ‘‘Boeing Model 737–600/– 700/–700C/–800/–900 and 900ER Series 
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Airplanes; Seats With Inflatable 
Lapbelts,’’ applicable to Boeing Model 737–10 series airplanes. 
i. General Test Guidelines 
1. The determination of the 
appropriate ATD to be used in assessing 
occupant injury (FAA Hybrid III or ES– 2re) is based on the occupant kinematics at the selected test angle. At the +10- degree yaw angle, the occupant kinematics show that occupant injury tests, using both ATDs, are required. 
2. Conduct vertical tests with the 
Hybrid II ATD or equivalent, with existing pass/fail criteria. 
3. Conduct longitudinal structural 
tests with the Hybrid II ATD or equivalent, deformed floor, with 10 degrees yaw, and with all lateral structural supports (e.g., armrests or 
walls) required to support the occupant. 
4. Conduct longitudinal occupant- 
injury tests, as necessary, with the FAA Hybrid III ATD or ES–2re ATD, undeformed floor, yaw, and with all lateral structural supports (e.g., armrests 
or walls) critically represented, and which are within contact range of the occupant. 
i. Pass/fail injury assessments: 
A. Perform HIC, fore and aft neck 
injury, spinal tension, and femur 
evaluations using the FAA Hybrid III ATD. 
B. Perform lateral neck injury, 
thoracic, abdominal, pelvis, and femur evaluations using the ES–2re ATD. 
5. For injury assessments 
accomplished by testing with the ES– 2re ATD for longitudinal tests conducted in accordance with § 25.562(b)(2) and these special conditions, the ATDs must be positioned, clothed, and have lateral instrumentation configured as follows: 
i. ES–2re ATD Lateral 
Instrumentation: 
The rib-module linear slides are 
directional (i.e., deflection occurs in 
either a positive or negative ATD y-axis direction). Install the modules such that the moving end of the rib module is toward the front of the airplane. Install the three abdominal-force sensors such that they are on the side of the ATD toward the front of the airplane. 
ii. ATD Clothing: 
Clothe each ATD in form-fitting 
cotton-stretch garments with short- to 
full-length sleeves, mid-calf to full- length pants, and size 11E (45) shoes weighing about 2.5 lbs (1.1 kg), and having a heel height of about 1.5 inches (3.8 cm). The color of the clothing should be in contrast to the color of the restraint system and the background. The color of the clothing should be chosen to avoid overexposing the high- speed images captured during the test. 
The ES–2re jacket is sufficient for torso clothing, although a form-fitting shirt may be used in addition, if desired. 
iii. ATD Positioning: 
A. Lower the ATD vertically into the 
seat while simultaneously: 
(1) Aligning the midsagittal plane (a 
vertical plane through the midline of the 
body, dividing the body into right and left halves) to approximately the middle of the seat place. 
(2) Keeping the upper legs horizontal 
by supporting them just behind the knees. 
(3) Applying a horizontal x-axis 
direction (in the ES–2re ATD coordinate system) force of about 20 lbs (89 N) to the bottom rib of the ES–2re, to compress the seat-back cushion. 
B. After all lifting devices have been 
removed from the ATD: 
(1) Rock it slightly to settle it in the 
seat. 
(2) Bend the knees of the ATD. 
(3) Separate the knees by about 4 
inches (100 mm). 
(4) Set the ATD’s head at 
approximately the midpoint of the 
available range of z-axis rotation (to align the head and torso midsagittal planes). 
(5) Position the ATD’s arms at the 
joints’ mechanical detent, to position them to an approximately 20- to 40- degree angle with respect to the torso. 
(6) Position the feet such that the 
centerlines of the lower legs are approximately parallel. 
Note: Seats installed via plinths or pallets 
must meet all applicable requirements. 
Compliance with the guidance contained in policy memorandum PS–ANM–100–2000– 00123, ‘‘Guidance for Demonstrating Compliance with Seat Dynamic Testing for Plinths and Pallets,’’ dated February 2, 2000, is acceptable to the FAA. 
Issued in Kansas City, Missouri, on 
February 8, 2022. 
Patrick R. Mullen, Manager, Technical Innovation Policy 
Branch, Policy and Innovation Division, Aircraft Certification Service. 
[FR Doc. 2022–03012 Filed 2–11–22; 8:45 am] 
BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION 
Federal Aviation Administration 
14 CFR Part 39 
[Docket No. FAA–2021–0961; Project 
Identifier MCAI–2021–00924–A; Amendment 39–21935; AD 2022–03–18] 
RIN 2120–AA64 
Airworthiness Directives; British 
Aerospace (Operations) Limited and British Aerospace Regional Aircraft Airplanes 
AGENCY : Federal Aviation 
Administration (FAA), DOT. 
ACTION : Final rule. 
SUMMARY : The FAA is adopting a new 
airworthiness directive (AD) for certain British Aerospace (Operations) Limited and British Aerospace Regional Aircraft Model Jetstream Series 200, Jetstream Model 3101, and Jetstream Model 3201 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as a bent control rod within the gust lock system, which may enable both power levers to be pushed into the flight range with the gust lock lever fully engaged. This AD requires replacing the push rod assembly with a modified push rod assembly. The FAA is issuing this AD to address the unsafe condition on these products. 
DATES : This AD is effective March 21, 
2022. 
The Director of the Federal Register 
approved the incorporation by reference of a certain publication listed in this AD as of March 21, 2022. 
ADDRESSES : For service information 
identified in this final rule, contact BAE Systems (Operations) Ltd., Customer Information Department, Prestwick International Airport, Ayrshire, KA9 2RW, Scotland, United Kingdom; phone: +44 3300 488727; fax: +44 1292 675704; email: RApublications@baesystems.com; website: https://
www.baesystems.com/Businesses/ RegionalAircraft/. You may view this 
service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For information on the availability of this material at the FAA, call (817) 222–5110. It is also available at https://www.regulations.gov by searching for and locating Docket No. FAA–2021–0961. 
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