Federal Register / Vol. 79, No. 186 / Thursday, September 25, 2014 / Rules and Regulations 57431 

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 Boeing 

Model 777–300ER 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, 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 airplane. It is not a rule of general 

applicability. 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

certification date for the Boeing Model 

777–300ER airplane is imminent, the 

FAA finds that good cause exists to 

make these special conditions effective 

upon publication in the Federal 

Register. 

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 Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the typecertification basis for Boeing Model 

777–300ER airplanes. 

Inflatable Lapbelt Special Conditions 

The inflatable lapbelts must meet the 

criteria of Special Conditions 25–187A– 

SC. 

Single-Occupant, Oblique (side-facing) 

Seats Special Conditions 

1. Longitudinal (16g) occupant injury 

test(s), must be performed with the FAA 

Hybrid III ATD, undeformed floor, most 

critical yaw case(s) for injury, and with 

all lateral structural supports (armrests/ 

walls). The criteria for the pass/fail 

injury assessments are listed in special 

conditions 2 through 5 in this section. 

2. Existing Criteria: All injury 

protection criteria of § 25.562(c)(1) 

through (c)(6) apply to the occupant of 

an oblique (side-facing) seat. Head 

injury criterion (HIC) assessments are 

only required for head contact with the 

seat and/or adjacent structures. If there 

is no apparent contact with seat/

structure but there is contact with an 

inflatable restraint, the HIC15 score for 

that contact must be less than 700. 

3. Body-to-Wall/Furnishing Contact 

Criteria: If an oblique (side-facing) seat 

is installed aft of structure (e.g., 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/or test(s) may be required to 

demonstrate that the injury criteria are 

met for the area which an occupant 

could contact. For example, if difference 

yaw angles could result in different 

inflatable restraint performance then 

additional analysis or separate test(s) 

may be necessary to evaluate. 

4. Neck-Injury Criteria: 

a. In demonstrating that the design 

meets the criteria of FMVSS 571.208, 

the applicant must show the Nij to be 

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

and Nij intercepts limited to: 

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 

b. In addition, peak Fz must be below 

937 lb in tension and 899 lb in 

compression. 

c. Rotation of the head about its 

vertical axis relative to the torso is 

limited to 105 degrees in either 

direction from forward-facing. 

d. The neck must not impact any 

surface. 

5. Spine and Torso Injury Criteria: 

a. The shoulders must remain aligned 

with the hips throughout the impact 

sequence, or support for the upper torso 

must be provided to prevent forward or 

lateral flailing beyond 45 degrees from 

the vertical during significant spinal 

loading. 

b. 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. 

6. One longitudinal (16g) structural 

test must be performed with the Hybrid 

II ATD or FAA Hybrid III, deformed 

floor, with 10 degrees yaw, and with all 

lateral structural supports (armrests/

walls). Use existing structural pass/fail 

criteria from § 25.562. 

7. One vertical (14g) test must be 

conducted with Hybrid II ATDs or FAA 

Hybrid III. Use existing pass/fail 

structural and injury criteria from 

§ 25.562. 

Note: The applicant must demonstrate that 

the installation of seats via plinths or pallets 

meets all applicable requirements. 

Compliance with the guidance contained in 

FAA Policy Memorandum PS–ANM–100– 

2000–00123, dated February 2, 2000, titled 

‘‘Guidance for Demonstrating Compliance 

with Seat Dynamic Testing for Plinths and 

Pallets,’’ is acceptable to the FAA. 

Issued in Renton, Washington September 

19, 2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–22781 Filed 9–24–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 91 

[Docket No.: FAA–2014–0458; Amendment 

No. 91–333] 

RIN 2120–AA66 

Airports/Locations: Special Operating 

Restrictions 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; technical 

amendment. 

SUMMARY: This action amends the 

Appendix listing airports/locations with 

special operating restrictions in FAA’s 

general operating and flight rules. 

Specifically, this action adds an 

additional entry for Houston, TX 

(William P. Hobby Airport), and San 

Diego, CA (Marine Corps Air Station 

Miramar), to the Appendix, which lists 

the airports where aircraft operating 

within 30 nautical miles (NM) of the 

listed airports, from the surface upward 

to 10,000 feet mean sea level (MSL) 

must be equipped with an altitude 

encoding transponder. The FAA is 

taking this action to correctly identify 

applicable airports under the 

appropriate sections in the Appendix. 

DATES: Effective Date: November 13, 

2014. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace Policy and 

Regulations Group, AJV–113, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–8783, email colby.abbott@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

Title 14 of the Code of Federal 

Regulations, part 91, appendix D, 

section 1, lists the airports where 

special operating restrictions apply. 

Specifically, this section lists the 

locations at which aircraft operating 

within 30 NM of the listed airports, 


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57432 Federal Register / Vol. 79, No. 186 / Thursday, September 25, 2014 / Rules and Regulations 

from the surface upward to 10,000 feet 

MSL, must be equipped with an altitude 

encoding transponder. The locations 

listed in the section are intended to be 

the Class B airspace area primary 

airports. 

On June 21, 1988, the FAA published 

the ATC Transponder with Automatic 

Altitude Reporting Capability 

Requirement final rule (the ‘‘Mode C 

rule’’) (53 FR 23356). The rule 

established the requirement for a 

transponder with automatic altitude 

reporting capability for aircraft 

operating within certain airspace. 

Effective July 1, 1989, all aircraft were 

required to have a transponder with 

Mode C when operating within 30 miles 

of any designated Terminal Control 

Area (TCA) primary airport from the 

surface upward to 10,000 feet MSL (the 

Mode C ‘‘veil’’). Exclusion provisions 

were established for aircraft which were 

not originally certificated with an 

engine-driven electrical system or 

which have not subsequently been 

certified with such a system installed, 

balloons, and gliders. This requirement 

was also to apply on the effective date 

of any future TCA primary airport 

designated by rulemaking actions 

associated with the establishment or 

modification of a TCA. 

On August 18, 1989, the FAA 

published the Revision of General 

Operating and Flight Rules final rule (54 

FR 34284). That rule reorganized and 

realigned the general operating and 

flight rules to make them more 

understandable and easier to use. The 

Mode C veil requirements for aircraft 

operating in all airspace within 30 NM 

of any designated TCA primary airport 

from the surface upward to 10,000 feet 

MSL, as well as the exclusion 

provisions, were retained as established 

in 1988. The rule simply realigned the 

part 91 Mode C veil requirements 

previously contained in Title 14 of the 

Code of Federal Regulations (14 CFR) 

§ 91.24 to become 14 CFR 91.215. 

On December 17, 1991, the FAA 

published the Airspace Reclassification 

final rule (56 FR 65638). The rule 

reclassified TCA airspace to become 

Class B airspace, effective September 16, 

1993. The FAA did not modify any 

Mode C veil requirements under the 

airspace reclassification final rule. The 

rule did amend the regulatory text in 14 

CFR 91.215(b)(2) by changing the text 

from applying to all all aircraft in all 

airspace within 30 nautical miles of a 

terminal control area primary airport 

from the surface upward to 10,000 feet 

MSL, to applying to all aircraft in all 

airspace within 30 nautical miles of an 

airport listed in appendix D, section 1 

of the part from the surface upward to 

10,000 feet MSL. The airports listed in 

appendix D, section 1 were intended to 

be the Class B airspace (previously TCA 

airspace) primary airports consistent 

with the guidance published in the 

Revision of General Operating and 

Flight Rules final rule published in 

1989, as noted above. 

On November 13, 1973, the FAA 

issued a final rule (38 FR 31286) which 

established the Houston TCA and listed 

the Houston Intercontinental Airport as 

the primary airport. In 1992, the FAA 

issued a final rule (57 FR 30818) and a 

final rule; correction (57 FR 40095) 

which amended the Houston TCA and 

listed the Houston Intercontinental 

Airport (later renamed the George Bush 

Intercontinental Airport) and William P. 

Hobby Airport as primary airports, 

which they remain today, to the 

Houston Class B airspace area. 

Similarly, on March 20, 1980, the FAA 

published the final rule (45 FR 18336) 

that established the San Diego, CA, TCA 

and listed San Diego (Lindbergh Field), 

CA, and Miramar Naval Air Station 

(NAS), Miramar, CA, as primary 

airports. Miramar NAS was renamed 

Marine Corps Air Station (MCAS) 

Miramar effective October 1, 1997, but 

both airports have remained primary 

airports to the San Diego, CA, Class B 

airspace area. 

When the Airspace Reclassification 

final rule amended the regulatory text in 

14 CFR 91.215(b)(2) by changing the text 

to applying to all aircraft in all airspace 

within 30 nautical miles of an airport 

listed in appendix D, section 1 of the 

part, the airports listed in appendix D, 

section 1 inadvertently overlooked 

including MCAS Miramar (formerly 

Miramar NAS) as one of the primary 

airports of the San Diego Class B 

airspace area when the list was 

established. Subsequently, when 

William P. Hobby Airport became a 

primary airport of the Houston Class B 

airspace area, the regulatory action to 

list the airport in appendix D, section 1 

was also inadvertently overlooked. 

This action corrects those 

unintentional errors by adding MCAS 

Miramar and William P. Hobby Airport 

to the part 91, appendix D, section 1 list 

of locations for which the requirements 

of §§ 91.215(b)(2) and 91.225(d)(2) apply 

below 10,000 feet MSL within a 30 NM 

radius of each location. 

List of Subjects in 14 CFR Part 91 

Air traffic control, Aircraft, Airmen, 

Airports, Aviation safety. 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends Title 14 of the Code of Federal 

Regulations part 91, as follows: 

PART 91—GENERAL OPERATING AND 

FLIGHT RULES 

■ 1. The authority citation for part 91 

continues to read as follows: 

Authority: 49 U.S.C. 106(f), 106(g), 1155, 

40103, 40113, 40120, 44101, 44111, 44701, 

44704, 44709, 44711, 44712, 44715, 44716, 

44717, 44722, 46306, 46315, 46316, 46504, 

46506–46507, 47122, 47508, 47528–47531, 

47534, articles 12 and 29 of the Convention 

on International Civil Aviation (61 Stat. 

1180), (126 Stat. 11). 

■ 2. Appendix D to Part 91, Section 1, 

is amended by adding entries for 

‘‘Houston, TX’’ and ‘‘San Diego, CA’’ in 

alphabetical order to read as follows: 

Appendix D to Part 91—Airports/

Locations: Special Operating 

Restrictions (Amended) 

Section 1. Locations at which the 

requirements of § 91.215(b)(2) and 

§ 91.225(d)(2) apply. The requirements of 

§§ 91.215(b)(2) and 91.225(d)(2) apply below 

10,000 feet MSL within a 30-nautical-mile 

radius of each location in the following list. 

* * * * * 

Houston, TX (William P. Hobby Airport) 

* * * * * 

San Diego, CA (Marine Corps Air Station 

Miramar) 

* * * * * 

Issued in Washington, DC, on September 4, 

2014. 

Mark W. Bury, 

Assistant Chief Counsel for International Law, 

Legislation and Regulations. 

[FR Doc. 2014–22507 Filed 9–24–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30975; Amdt. No. 3606] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This rule amends, suspends, 

or revokes Standard Instrument 

Approach Procedures (SIAPs) and 

associated Takeoff Minimums and 

Obstacle Departure Procedures for 

operations at certain airports. These 

regulatory actions are needed because of 

the adoption of new or revised criteria, 


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