Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 43471 

i. normal operations; 

ii. any probable failure conditions of 

charging or discharging or battery 

monitoring system; or 

iii. any failure of the charging or 

battery monitoring system not shown to 

be extremely remote. 

(2) The rechargeable lithium battery 

installation must be designed to 

preclude explosion or fire in the event 

of (e)(1)(ii) and (e)(1)(iii) failures. 

(3) Design of the rechargeable lithium 

batteries must preclude the occurrence 

of self-sustaining, uncontrolled 

increases in temperature or pressure. 

(4) No explosive or toxic gasses 

emitted by any rechargeable lithium 

battery in normal operation or as the 

result of any failure of the battery 

charging system, monitoring system, or 

battery installation that is not shown to 

be extremely remote, may accumulate in 

hazardous quantities within the 

airplane. 

(5) Installations of rechargeable 

lithium batteries must meet the 

requirements of § 23.863(a) through (d) 

at amendment 23–34. 

(6) No corrosive fluids or gases that 

may escape from any rechargeable 

lithium battery may damage 

surrounding structure or any adjacent 

systems, equipment, electrical wiring, or 

the airplane in such a way as to cause 

a major or more severe failure condition, 

in accordance with § 23.1309(c) at 

amendment 23–62 and applicable 

regulatory guidance. 

(7) Each rechargeable lithium battery 

installation must have provisions to 

prevent any hazardous effect on 

structure or essential systems that may 

be caused by the maximum amount of 

heat the battery can generate during a 

short circuit of the battery or of its 

individual cells. 

(8) Rechargeable lithium battery 

installations must have— 

i. a system to automatically control 

the charging rate of the battery to 

prevent battery overheating and 

overcharging; 

ii. a battery temperature sensing and 

over-temperature warning system with a 

means of automatically disconnecting 

the battery from its charging source in 

the event of an over-temperature 

condition; and 

iii. a battery failure sensing and 

warning system with a means of 

automatically disconnecting the battery 

from its charging source in the event of 

battery failure. 

(b) Any rechargeable lithium battery 

installation functionally required for 

safe operation of the airplane must 

incorporate a monitoring and warning 

feature that will provide an indication 

to the appropriate flight crewmembers 

whenever the State of Charge (SOC) of 

the batteries has fallen below levels 

considered acceptable for dispatch of 

the airplane. 

(c) The Instructions for Continued 

Airworthiness required by § 23.1529 at 

amendment 23–26 must contain 

maintenance requirements to assure that 

the battery has been sufficiently charged 

at appropriate intervals specified by the 

battery manufacturer and the equipment 

manufacturer that contain the 

rechargeable lithium battery or 

rechargeable lithium battery system. 

This is required to ensure that lithium 

rechargeable batteries and lithium 

rechargeable battery systems will not 

degrade below specified ampere-hour 

levels sufficient to power the aircraft 

system. The Instructions for Continued 

Airworthiness must also contain 

procedures for the maintenance of 

replacement batteries in spares storage 

to prevent the installation of batteries 

that have degraded charge retention 

ability or other damage due to 

prolonged storage at a low state of 

charge. Replacement batteries must be 

of the same manufacturer and part 

number as approved by the FAA. 

Issued in Kansas City, Missouri, on June 

23, 2016. 

William Schinstock, 

Acting Manager, Small Airplane Directorate 

Aircraft Certification Service. 

[FR Doc. 2016–15765 Filed 7–1–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–8298; Special 

Conditions No. 25–611–SC] 

Special Conditions: JAMCO America, 

Inc., Boeing Model 777–300ER, 

Dynamic Test Requirements for SingleOccupant Oblique (Side-Facing) Seats 

With Inflatable Restraints 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special condition; request 

for comments; corrections. 

SUMMARY: This document corrects 

omissions in docket no. FAA–2015– 

8298, special conditions no. 25–611–SC, 

which was published in the Federal 

Register on March 16, 2016 (81 FR 

13969). The special conditions in the 

published document are incomplete. 

This correction replaces the entire 

special conditions section from that 

which appeared in the original Federal 

Register publication. 

DATES: This action is effective on 

JAMCO America, Inc., on July 5, 2016. 

We must receive your comments August 

19, 2016. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, FAA, Airframe and Cabin 

Safety Branch, ANM–115,Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone (425) 227–2785; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: On March 

16, 2016, the Federal Register published 

a document designated as ‘‘Docket No. 

FAA–2015–8298; Special Conditions 

No. 25–611–SC,’’ (81 FR 13969). That 

document issued special conditions 

pertaining to dynamic test requirements 

for single-occupant oblique (side-facing) 

seats with inflatable restraints on Boeing 

Model 777–300ER airplanes. As 

published, the special conditions are 

incomplete. The applicant was aware of 

the complete set of conditions at the 

time of the original, incomplete 

publication. 

Correction 

The following special conditions 

replace the entire special conditions 

section of the final special conditions 

document [FR Doc. 2016–05995 Filed 

3–15–16; 8:45 a.m.], published on 

March 16, 2016 (81 FR 13969). The 

introductory language was previously 

published and is not changed. 

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 777–300ER 

airplanes modified by JAMCO. 

Oblique (Side-Facing) Seats Special 

Conditions 

In addition to the requirements of 

§ 25.562: 

1. Head Injury Criteria (HIC) 

Compliance with § 25.562(c)(5) is 

required, except that, if the 

anthropomorphic test device (ATD) has 

no apparent contact with the seat and 

related structure but has contact with an 

airbag, a HIC unlimited 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. Body-to-Wall/Furnishing Contact 

If a seat is installed aft of structure 

(e.g. interior wall or furnishings) that 

does not provide a homogenous contact 

surface for the expected range of 

occupants and yaw angles, then 


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43472 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 

additional analysis and tests may be 

required to demonstrate that the injury 

criteria are met for the area that an 

occupant could contact. For example, if 

different yaw angles could result in 

different airbag device performance, 

then additional analysis or separate tests 

may be necessary to evaluate 

performance. 

3. Neck Injury Criteria 

a. 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 neckinjury potential would be higher for 

impacts below the airbag-device 

deployment threshold. 

b. The Nij, calculated in accordance 

with 49 CFR 571.208, must be below 

1.0, where Nij =Fz/Fzc + My/Myc, and Nij

critical values are: 

i. Fzc = 1530 lb for tension 

ii. Fzc = 1385 lb for compression 

iii. Myc = 229 lb-ft in flexion 

iv. Myc = 100 lb-ft in extension 

c. In addition, peak upper neck Fz

must be below 937 lb in tension and 899 

lb in compression. 

d. Rotation of the head about its 

vertical axis relative to the torso is 

limited to 105 degrees in either 

direction from forward-facing. 

e. The neck must not impact any 

surface that would produce 

concentrated loading on the neck. 

4. Spine and Torso Injury Criteria 

a. The lumbar spine tension (Fz) 

cannot exceed 1200 lb. 

b. Significant concentrated loading on 

the occupant’s spine, in the area 

between the pelvis and shoulders 

during impact, including rebound, is 

not acceptable. During this type of 

contact, the interval for any rearward 

(X-axis 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, ‘‘Instrumentation for 

Impact Test—Part 1—Electronic 

Instrumentation.’’ 

c. The occupant must not interact 

with the armrest or other seat 

components in any manner significantly 

different than would be expected for a 

forward-facing seat installation. 

5. Pelvis Criteria 

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. 

6. Femur Criteria 

Axial rotation of the upper leg (about 

the Z-axis of the femur, per SAE J211/ 

1) must be limited to 35 degrees in the 

strike direction from the normal seating 

position. Evaluation during rebound 

need not be considered. 

7. ATD and Test Conditions 

Longitudinal tests conducted to 

measure the injury criteria above must 

be performed with 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.’’ The tests must be conducted 

with an undeformed floor, at the mostcritical yaw cases for injury, and with 

all lateral structural supports (e.g. 

armrests or walls) installed. 

Inflatable Lapbelt Special Conditions 

The inflatable lapbelts must meet 

special conditions no. 25–187A–SC, 

‘‘Boeing Model 777 Series Airplanes; 

Seats with Inflatable Lapbelts.’’ 

1. Because this type of protection 

system may or may not activate during 

various crash conditions, the applicant 

must demonstrate that the injury criteria 

listed in these special conditions are not 

exceeded in an event which is slightly 

below the activation level of the airbag 

system. 

2. Additionally, as indicated in 

special conditions no. 25–187A–SC, 

inflatable lapbelts must be shown to not 

affect emergency-egress capabilities in 

the main aisle, cross-aisle, and 

passageway. 

Issued in Renton, Washington, on June 17, 

2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–15784 Filed 7–1–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8134; Directorate 

Identifier 2014–NM–256–AD; Amendment 

39–18572; AD 2016–13–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A300 series airplanes; 

and Model A300 B4–600, B4–600R, and 

F4–600R series airplanes, and Model 

A300 C4–605R Variant F airplanes 

(collectively called Model A300–600 

series airplanes). This AD was prompted 

by a report of cracking of the lower 

tension bolt area at the rib one junction 

(both sides) of the lower wing. This AD 

requires repetitive inspections for 

cracking of the fasteners and of the 

fitting around the fastener holes at the 

frame (FR) 40 lower wing location, and 

corrective actions if necessary. We are 

issuing this AD to detect and correct 

crack initiation of the fittings of the 

FR40 lower wing locations, which could 

result in reduced structural integrity of 

the airplane. 

DATES: This AD becomes effective 

August 9, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 9, 2016. 

ADDRESSES: For Airbus service 

information identified in this final rule, 

contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 

61 93 44 51; email account.airwortheas@airbus.com; Internet http://

www.airbus.com. You may view this 

referenced service information at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. It is also available on the Internet 

at http://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2015–8134. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

8134; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 


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