This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

26280 

Vol. 78, No. 87 

Monday, May 6, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0384; Notice No. 

25–13–02–SC] 

Special Conditions: Embraer, S.A., 

Model EMB–550 Airplane; Side-Facing 

Seats; Installation of Airbag Systems 

in Shoulder Belts 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Embraer S.A. Model 

EMB–550 airplane. This airplane will 

have a novel or unusual design 

feature(s) associated with multiple place 

and single place side-facing seats and 

installation of airbag systems in the 

shoulder belts. 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 June 20, 2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0384 

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 8 

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 the 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: 

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 on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On May 14, 2009, Embraer S.A. 

applied for a type certificate for their 

new Model EMB–550 airplane. The 

Model EMB–550 airplane is the first of 

a new family of jet airplanes designed 

for corporate flight, fractional, charter, 

and private owner operations. The 

aircraft has a conventional configuration 

with low wing and T-tail empennage. 

The primary structure is metal with 

composite empennage and control 

surfaces. The Model EMB–550 airplane 

is designed for 8 passengers, with a 

maximum of 12 passengers. It is 

equipped with two Honeywell 

HTF7500–E medium bypass ratio 

turbofan engines mounted on aft 

fuselage pylons. Each engine produces 

approximately 6,540 pounds (lbs) of 

thrust for normal takeoff. The primary 

flight controls consist of hydraulically 

powered fly-by-wire elevators, aileron 

and rudder, controlled by the pilot or 

copilot sidestick. 

The Model EMB–550 airplane has 

proposed interior configurations that 

include multiple-place side-facing seats 

and single-place side-facing seats (both 

referred to as side-facing seats) that 

include an airbag system in the shoulder 

belt for these seats. Existing regulations 

do not provide adequate or appropriate 

safety standards for occupants of sidefacing seats. Also, existing regulations 

do not provide adequate or appropriate 

safety standards for the addition of 

airbag systems in the shoulder belt of 

side-facing seats. These proposed 

special conditions will address both 

issues. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Embraer S.A. must show that the Model 

EMB–550 airplane meets the applicable 

provisions of part 25, as amended by 

Amendments 25–1 through 25–127 

thereto. 

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 Embraer S.A. Model EMB–550 

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 or similar novel 

or unusual design feature, the special 

conditions would also apply to the other 

model under § 21.101. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
Federal Register / Vol. 78, No. 87 / Monday, May 6, 2013 / Proposed Rules 26281 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Embraer S.A. Model 

EMB–550 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 and the FAA must issue a 

finding of regulatory adequacy under 

§ 611 of Public Law 92–574, the ‘‘Noise 

Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Embraer S.A. Model EMB–550 

airplane will incorporate the following 

novel or unusual design features: Sidefacing seats with an airbag system in the 

shoulder belt. 

The Model EMB–550 airplane will 

have interior configurations with 

multiple-place side-facing seats and 

single-place side-facing seats that 

include airbag systems in the shoulder 

belts. Side-facing seats are considered a 

novel design for transport category 

airplanes that include Amendment 25– 

64 in their certification basis and were 

not anticipated when those 

airworthiness standards were issued. 

Therefore, the existing regulations do 

not provide adequate or appropriate 

safety standards for occupants of sidefacing seats. The airbag systems in the 

shoulder belts are designed to limit 

occupant forward excursion in the event 

of an accident. Using airbag systems in 

the shoulder belts is novel for 

commercial aviation. 

Discussion 

The FAA has been conducting 

research to develop an acceptable 

method of compliance with Title 14, 

Code of Federal Regulations (14 CFR) 

25.785(b) for side-facing seat 

installations. That research has 

identified additional injury 

considerations and evaluation criteria. 

See published report DOT/FAA/AR–09/ 

41, July 2011. 

Before this research, the FAA had 

been granting exemptions for the 

multiple-place side-facing seat 

installations since an adequate method 

of compliance was not available to 

produce an equivalent level of safety to 

that level of safety provided for the 

forward- and aft-facing seats. These 

exemptions were subject to many 

conditions that reflected the injury 

evaluation criteria and mitigation 

strategies available at the time of the 

exemption issuance. The FAA has now 

developed a methodology to address all 

fully side-facing seats (i.e., seats 

oriented in the aircraft with the 

occupant facing 90 degrees to the 

direction of aircraft travel) and is 

documenting those requirements in 

these special conditions. Some of the 

previous conditions issued for 

exemptions are still relevant and are 

included in these new special 

conditions. However, many of the 

conditions for exemption have been 

replaced by different criteria that reflect 

current research findings. 

The FAA had been issuing special 

conditions to address single-place sidefacing seats; however, application of the 

current research findings has allowed 

issuing special conditions that are 

applicable to all fully side-facing seats, 

both multiple-place and single-place. 

Neck-injury evaluation methods 

applicable to the most common sidefacing seat configurations were 

identified during recent FAA research. 

The scope of that research, however, did 

not include deriving specific injury 

criteria for all possible loading scenarios 

that could occur to occupants of fully 

side-facing seats. To limit the injury risk 

in those cases, these special conditions 

provide conservative injury evaluation 

means that are derived from past 

practice and applicable scientific 

literature. 

Serious leg injuries, such as femur 

fracture, can occur in aviation sidefacing seats that could threaten the 

occupant’s life directly or reduce the 

occupant’s ability to evacuate. Limiting 

upper-leg axial rotation to a 

conservative limit of 35 degrees 

(approximately the 50 percentile range 

of motion) should also limit the risk of 

serious leg injury. It is believed that the 

angle of rotation can be determined by 

observing lower-leg flailing in typical 

high-speed video of the dynamic tests. 

This requirement complies with the 

intent of the § 25.562(b)(6) injury 

criteria in preventing serious leg injury. 

The requirement to provide support 

for the pelvis, upper arm, chest, and 

head, contained in the previous special 

conditions for single-place side-facing 

seats, has been replaced in the new 

special conditions applicable to all fully 

side-facing seats with requirements for 

neck-injury evaluation, leg-flailing 

limits, pelvis-excursion limits, headexcursion limits, and torso lateralbending limits that directly assess the 

effectiveness of the support provided by 

the seat and restraint system. 

To protect occupants in aft-facing 

seats, those seats must have sufficient 

height and stiffness to support their 

head and spine. Providing this support 

is intended to reduce spinal injuries 

when occupant inertial forces cause it to 

load against the seat back. If, during a 

side-facing-seat dynamic test, the 

flailing of the occupant causes his or her 

head to translate beyond the plane of 

the seat back, then this lack of support 

would not comply with the intent of the 

requirement to prevent spine injuries, 

and would not provide the same level 

of safety afforded occupants of forwardand aft-facing seats. 

Results from tests that produced 

lateral flailing over an armrest indicate 

that serious injuries, including spinal 

fractures, would likely occur. While no 

criteria currently relates the amount of 

lateral flail to a specific risk of injury, 

if lateral flexion is limited to the normal 

static range of motion, then the risk of 

injury should be low. This range of 

motion is approximately 40 degrees 

from the upright position. Ensuring that 

lateral flexion does not create a 

significant injury risk is consistent with 

the goal of providing an equivalent level 

of safety to a forward or aft facing seat, 

because that type of articulation of those 

seats does not occur during forward 

impacts. 

Section 25.562 requires that the 

restraints remain on the shoulder and 

pelvis of the occupant during impact. 

Advisory Circular (AC) 25.562–1B, 

Dynamic Evaluation of Seat Restraint 

Systems and Occupant Protection on 

Transport Airplanes, dated January 10, 

2006, clarifies this by stating that 

restraints must remain on the shoulder 

and pelvis when loaded by the 

occupant. This criterion is necessary to 

protect the occupant from serious injury 

that could be caused by lap-belt contact 

forces applied to soft tissue or by 

ineffective restraint of the upper torso 

caused by the upper torso restraint 

sliding off the shoulder. In forwardfacing seats (the type specifically 

addressed by that AC), occupant motion 

during rebound, and any subsequent reloading of the belts, is limited by 

interaction with the seat back. However, 

in a side-facing seat subjected to a 

forward impact, the restraint system 

may be the only means of limiting the 

occupant’s rearward (rebound) motion. 

So to limit abdominal injury risk in 

side-facing seats, the lap belt must 

remain on the pelvis throughout the 

impact event, including rebound. 

During side-facing-seat dynamic tests, 

the risk for head injury is assessed with 

only one occupant size (the 50th 

percentile male as represented by the 

ES–2re as defined in 49 CFR part 572 

supbart U). However, protection for a 

range of occupant statures can be 

provided if the impacted surface is 

homogenous in the area contactable by 

that range of occupants. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
26282 Federal Register / Vol. 78, No. 87 / Monday, May 6, 2013 / Proposed Rules 

The FAA has issued special 

conditions in the past for airbag systems 

on lap belts for some forward-facing 

seats. These special conditions for the 

airbag system in the shoulder belt are 

based on the previous special 

conditions for airbag systems on lap 

belts with some changes to address the 

specific issues of side-facing seats. The 

special conditions are not an 

installation approval. Therefore, while 

the special conditions relate to each 

such system installed, the overall 

installation approval is a separate 

finding, and must consider the 

combined effects of all such systems 

installed. 

The FAA has considered the 

installation of an airbag system in the 

shoulder belt to have two primary safety 

concerns: First, that the system performs 

properly under foreseeable operating 

conditions, and second, that the system 

does not perform in a manner or at such 

times as would constitute a hazard to 

the occupants. This latter point has the 

potential to be the more rigorous of the 

requirements, owing to the active nature 

of the system. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

S.A. Model EMB–550 airplane. Should 

Embraer S.A. apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, the 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability. 

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 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550 airplanes. In 

addition to the requirements of 

§§ 25.562 and 25.785, the following 

special condition numbers 1 and 2 are 

proposed as part of the type certification 

basis of the airplane(s) with side-facingseat installations. For seat place(s) 

equipped with an airbag system in the 

shoulder belt, additional special 

condition numbers 3 through 16 are 

proposed as part of the type certification 

basis. 

1. Additional requirements applicable 

to tests or rational analysis conducted to 

show compliance with §§ 25.562 and 

25.785 for side-facing seats: 

(a) The longitudinal test(s) 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 must have 

an ES–2re anthropomorphic test dummy 

(ATD) (49 CFR part 572 subpart U) or 

equivalent, or a Hybrid-II ATD (49 CFR 

part 572, subpart B as specified in 

§ 25.562) or equivalent, occupying each 

seat position and including all items 

contactable by the occupant (e.g., 

armrest, interior wall, or furnishing) if 

those items are necessary to restrain the 

occupant. If included, the floor 

representation and contactable items 

must be located such that their relative 

position, with respect to the center of 

the nearest seat place, is the same at the 

start of the test as before floor 

misalignment is applied. For example, if 

floor misalignment rotates the centerline 

of the seat place nearest the contactable 

item 8 degrees clockwise about the 

aircraft x-axis, then the item and floor 

representations must be rotated by 8 

degrees clockwise also to maintain the 

same relative position to the seat place, 

as shown in Figure 1. Each ATD’s 

relative position to the seat after 

application of floor misalignment must 

be the same as before misalignment is 

applied. To ensure proper loading of the 

seat by the occupants, the ATD pelvis 

must remain supported by the seat pan, 

and the restraint system must remain on 

the pelvis and shoulder of the ATD until 

rebound begins. No injury-criteria 

evaluation is necessary for tests 

conducted only to assess seat-strength 

requirements. 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
Federal Register / Vol. 78, No. 87 / Monday, May 6, 2013 / Proposed Rules 26283 

(b) The longitudinal test(s) conducted 

in accordance with § 25.562(b)(2), to 

show compliance with the injury 

assessments required by § 25.562(c) and 

these special conditions, may be 

conducted separately from the test(s) to 

show structural integrity. In this case, 

structural-assessment tests must be 

conducted as specified in paragraph 1(a) 

of these special conditions, and the 

injury-assessment test must be 

conducted without yaw or floor 

misalignment. Injury assessments may 

be accomplished by testing with ES–2re 

ATD (49 CFR part 572 subpart U) or 

equivalent at all places. Alternatively, 

these assessments may be accomplished 

by multiple tests that use an ES–2re at 

the seat place being evaluated, and a 

Hybrid-II ATD (49 CFR part 572, subpart 

B, as specified in § 25.562) or equivalent 

used in all seat places forward of the 

one being assessed, to evaluate occupant 

interaction. In this case, seat places aft 

of the one being assessed may be 

unoccupied. If a seat installation 

includes adjacent items that are 

contactable by the occupant, the injury 

potential of that contact must be 

assessed. To make this assessment, tests 

may be conducted that include the 

actual item, located and attached in a 

representative fashion. Alternatively, 

the injury potential may be assessed by 

a combination of tests with items having 

the same geometry as the actual item, 

but having stiffness characteristics that 

would create the worst case for injury 

(injuries due to both contact with the 

item and lack of support from the item). 

(c) If a seat is installed aft of structure 

(e.g., an interior wall or furnishing) that 

does not have a homogeneous surface 

contactable by the occupant, additional 

analysis and/or test(s) may be required 

to demonstrate that the injury criteria 

are met for the area which an occupant 

could contact. For example, different 

yaw angles could result in different 

injury considerations and may require 

additional analysis or separate test(s) to 

evaluate. 

(d) To accommodate a range of 

occupant heights (5th percentile female 

to 95th percentile male), the surface of 

items contactable by the occupant must 

be homogenous 7.3 inches (185 mm) 

above and 7.9 inches (200 mm) below 

the point (center of area) that is 

contacted by the 50th percentile male 

size ATD’s head during the longitudinal 

test(s) conducted in accordance with 

paragraphs 1(a), 1(b), and 1(c) of these 

special conditions. Otherwise, 

additional head-injury criteria (HIC) 

assessment tests may be necessary. Any 

surface (inflatable or otherwise) that 

provides support for the occupant of 

any seat place must provide that 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1EP06MY13.008</GPH>
26284 Federal Register / Vol. 78, No. 87 / Monday, May 6, 2013 / Proposed Rules 

support in a consistent manner 

regardless of occupant stature. For 

example, if an inflatable shoulder belt is 

used to mitigate injury risk, then it must 

be demonstrated by inspection to bear 

against the range of occupants in a 

similar manner before and after 

inflation. Likewise, the means of 

limiting lower-leg flail must be 

demonstrated by inspection to provide 

protection for the range of occupants in 

a similar manner. 

(e) For longitudinal test(s) conducted 

in accordance with § 25.562(b)(2) and 

these special conditions, the ATDs must 

be positioned, clothed, and have lateral 

instrumentation configured as follows: 

(1) ATD positioning: 

(i) Lower the ATD vertically into the 

seat while simultaneously (see Figure 2 

for illustration): 

(A) Aligning the midsagittal plane (a 

vertical plane through the midline of the 

body; dividing the body into right and 

left halves) with approximately the 

middle of the seat place. 

(B) Applying a horizontal x-axis 

direction (in the ATD coordinate 

system) force of about 20 pounds (lbs) 

(89 Newtons [N]) to the torso at 

approximately the intersection of the 

midsagittal plane and the bottom rib of 

the ES–2re or lower sternum of the 

Hybrid-II at the midsagittal plane, to 

compress the seat back cushion. 

(C) Keeping the upper legs nearly 

horizontal by supporting them just 

behind the knees. 

(ii) Once all lifting devices have been 

removed from the ATD: 

(A) Rock it slightly to settle it in the 

seat. 

(B) Separate the knees by about 4 

inches (100 mm) 

(C) Set the ES–2re’s head at 

approximately the midpoint of the 

available range of z-axis rotation (to 

align the head and torso midsagittal 

planes). 

(D) Position the ES–2re’s arms at the 

joint’s mechanical detent that puts them 

at approximately a 40 degree angle with 

respect to the torso. Position the HybridII ATD hands on top of its upper legs. 

(E) Position the feet such that the 

centerlines of the lower legs are 

approximately parallel to a lateral 

vertical plane (in the aircraft coordinate 

system). 

(2) ATD clothing: Clothe each ATD in 

form-fitting, mid-calf-length (minimum) 

pants and shoes (size 11E) weighing 

about 2.5 lb (1.1 Kg) total. The color of 

the clothing should be in contrast to the 

color of the restraint system. The ES–2re 

jacket is sufficient for torso clothing, 

although a form-fitting shirt may be 

used in addition if desired. 

(3) ES–2re ATD lateral 

instrumentation: The rib-module linear 

slides are directional, i.e., deflection 

occurs in either a positive or negative 

ATD y-axis direction. The modules must 

be installed such that the moving end of 

the rib module is toward the front of the 

aircraft. The three abdominal force 

sensors must be installed such that they 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1EP06MY13.009</GPH>
Federal Register / Vol. 78, No. 87 / Monday, May 6, 2013 / Proposed Rules 26285 

are on the side of the ATD toward the 

front of the aircraft. 

(f) The combined horizontal/vertical 

test, required by § 25.562(b)(1) and these 

special conditions, must be conducted 

with a Hybrid II ATD (49 CFR part 572 

subpart B as specified in § 25.562), or 

equivalent, occupying each seat 

position. 

(g) Restraint systems: 

(1) If inflatable restraint systems are 

used, they must be active during all 

dynamic tests conducted to show 

compliance with § 25.562. 

(2) The design and installation of seatbelt buckles must prevent unbuckling 

due to applied inertial forces or impact 

of the hands/arms of the occupant 

during an emergency landing. 

2. Additional performance measures 

applicable to tests and rational analysis 

conducted to show compliance with 

§§ 25.562 and 25.785 for side-facing 

seats: 

(a) Body-to-body contact: Contact 

between the head, pelvis, torso, or 

shoulder area of one ATD with the 

adjacent-seated ATD’s head, pelvis, 

torso, or shoulder area is not allowed. 

Contact during rebound is allowed. 

(b) Thoracic: The deflection of any of 

the ES–2re ATD upper, middle, and 

lower ribs must not exceed 1.73 inches 

(44 mm). Data must be processed as 

defined in Federal Motor Vehicle Safety 

Standards (FMVSS) 571.214. 

(c) Abdominal: The sum of the 

measured ES–2re ATD front, middle, 

and rear abdominal forces must not 

exceed 562 lb (2,500 N). Data must be 

processed as defined in FMVSS 

571.214. 

(d) Pelvic: The pubic symphysis force 

measured by the ES–2re ATD must not 

exceed 1,350 lb (6,000 N). Data must be 

processed as defined in FMVSS 

571.214. 

(e) Leg: Axial rotation of the upper-leg 

(femur) must be limited to 35 degrees in 

either direction from the nominal seated 

position. 

(f) Neck: As measured by the ES–2re 

ATD and filtered at channel frequency 

class (CFC) 600 as defined in SAE J211: 

(1) The upper-neck tension force at 

the occipital condyle (O.C.) location 

must be less than 405 lb (1,800 N). 

(2) The upper-neck compression force 

at the O.C. location must be less than 

405 lb (1,800 N). 

(3) The upper-neck bending torque 

about the ATD x-axis at the O.C. 

location must be less than 1,018 in-lb 

(115 Nm). 

(4) The upper-neck resultant shear 

force at the O.C. location must be less 

than 186 lb (825 N). 

(g) Occupant (ES–2re ATD) retention: 

The pelvic restraint must remain on the 

ES–2re ATD’s pelvis during the impact 

and rebound phases of the test. The 

upper-torso restraint straps (if present) 

must remain on the ATD’s shoulder 

during the impact. 

(h) Occupant (ES–2re ATD) support: 

(1) Pelvis excursion: The load-bearing 

portion of the bottom of the ATD pelvis 

must not translate beyond the edges of 

its seat’s bottom seat-cushion 

supporting structure. 

(2) Upper-torso support: The lateral 

flexion of the ATD torso must not 

exceed 40 degrees from the normal 

upright position during the impact. 

3. For seats with an airbag system in 

the shoulder belts, show that the airbag 

system in the shoulder belt will deploy 

and provide protection under crash 

conditions where it is necessary to 

prevent serious injury. The means of 

protection must take into consideration 

a range of stature from a 2-year-old child 

to a 95th percentile male. The airbag 

system in the shoulder belt must 

provide a consistent approach to energy 

absorption throughout that range of 

occupants. When the seat system 

includes an airbag system, that system 

must be included in each of the 

certification tests as it would be 

installed in the airplane. In addition, the 

following situations must be considered: 

(a) The seat occupant is holding an 

infant. 

(b) The seat occupant is a pregnant 

woman. 

4. The airbag system in the shoulder 

belt must provide adequate protection 

for each occupant regardless of the 

number of occupants of the seat 

assembly, considering that unoccupied 

seats may have an active airbag system 

in the shoulder belt. 

5. The design must prevent the airbag 

system in the shoulder belt from being 

either incorrectly buckled or incorrectly 

installed, such that the airbag system in 

the shoulder belt would not properly 

deploy. Alternatively, it must be shown 

that such deployment is not hazardous 

to the occupant, and will provide the 

required injury protection. 

6. It must be shown that the airbag 

system in the shoulder belt is not 

susceptible to inadvertent deployment 

as a result of wear and tear, or inertial 

loads resulting from in-flight or ground 

maneuvers (e.g., including gusts and 

hard landings), and other operating and 

environmental conditions (e.g., 

vibrations and moisture) likely to occur 

in service. 

7. Deployment of the airbag system in 

the shoulder belt must not introduce 

injury mechanisms to the seated 

occupant, or result in injuries that could 

impede rapid egress. This assessment 

should include an occupant whose belt 

is loosely fastened. 

8. It must be shown that inadvertent 

deployment of the airbag system in the 

shoulder belt, during the most critical 

part of the flight, will either meet the 

requirement of § 25.1309(b) or not cause 

a hazard to the airplane or its occupants. 

9. It must be shown that the airbag 

system in the shoulder belt will not 

impede rapid egress of occupants 10 

seconds after airbag deployment. 

10. The airbag system must be 

protected from lightning and highintensity radiated fields (HIRF). The 

threats to the airplane specified in 

existing regulations regarding lighting, 

§ 25.1316, and HIRF, § 25.1317, are 

incorporated by reference for the 

purpose of measuring lightning and 

HIRF protection. 

11. The airbag system in the shoulder 

belt must function properly after loss of 

normal aircraft electrical power, and 

after a transverse separation of the 

fuselage at the most critical location. A 

separation at the location of the airbag 

system in the shoulder belt does not 

have to be considered. 

12. It must be shown that the airbag 

system in the shoulder belt will not 

release hazardous quantities of gas or 

particulate matter into the cabin. 

13. The airbag system in the shoulderbelt installation must be protected from 

the effects of fire such that no hazard to 

occupants will result. 

14. A means must be available for a 

crew member to verify the integrity of 

the airbag system in the shoulder-belt 

activation system prior to each flight, or 

it must be demonstrated to reliably 

operate between inspection intervals. 

The FAA considers that the loss of the 

airbag-system deployment function 

alone (i.e., independent of the 

conditional event that requires the 

airbag-system deployment) is a majorfailure condition. 

15. The inflatable material may not 

have an average burn rate of greater than 

2.5 inches/minute when tested using the 

horizontal flammability test defined in 

part 25, appendix F, part I, paragraph 

(b)(5). 

16. The airbag system in the shoulder 

belt, once deployed, must not adversely 

affect the emergency-lighting system 

(i.e., block floor proximity lights to the 

extent that the lights no longer meet 

their intended function). 

Issued in Renton, Washington, on April 30, 

2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–10581 Filed 5–3–13; 8:45 am] 

BILLING CODE 4910–13–P 


pmangrum on DSK3VPTVN1PROD with PROPOSALS-1