Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations 33677 

configuration nor is this configuration 

specifically addressed by policy 

statement PS–ANM–25–03–R1 (which is 

intended to address fully side-facing 

seats i.e., 90 degree installation angle). 

However, we believe the occupantinjury criteria conveyed in this policy 

statement is germane to this type of 

configuration when it comes to 

evaluating neck and leg injuries. Due to 

the unique seat installation angle, the 

revised special conditions also include 

spinal-loading injury criteria. 

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 Boeing 

Model 787–9 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 airplanes. 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 

787–9 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 type-certification 

basis for Boeing Model 787–9 airplanes 

modified by Boeing. 

Side-Facing Seats Conditions 

Proposed Injury Criteria 

1. Existing Criteria: All injuryprotection criteria of § 25.562(c)(1) 

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

a side-facing seat. Head-injury criterion 

(HIC) assessments are only required for 

head contact with the seat and/or 

adjacent structures. 

2. Body-to-Wall/Furnishing Contact: 

Under the load condition defined in 

§ 25.562(b)(2), the seat must be installed 

aft of a structure such as an interior wall 

or furnishing that will support the 

pelvis, upper arm, chest, and head of an 

occupant seated next to the structure. A 

conservative representation of the 

structure and its stiffness must be 

included in the tests. 

3. Thoracic Trauma: Under the load 

condition defined in § 25.562(b)(2), 

thoracic-trauma index (TTI) injury 

criterion must be substantiated by 

dynamic test or by rational analysis 

based on previous test(s) of a similar 

seat installation. Testing must be 

conducted with a side-impact dummy 

(SID), as defined by Title 49, Code of 

Federal Regulations (CFR) part 572, 

subpart F, or its equivalent. TTI must be 

less than 85, as defined in 49 CFR part 

572, subpart F. The SID TTI data must 

be processed as defined in Federal 

Motor Vehicle Safety Standard (FMVSS) 

part 571.214, section S6.13.5. 

4. Pelvis: Under the load condition 

defined in § 25.562(b)(2), pelvic lateral 

acceleration must be shown, by 

dynamic test or by rational analysis 

based on previous test(s) of a similar 

seat installation, to not exceed 130g. 

Pelvic acceleration data must be 

processed as defined in FMVSS part 

571.214, section S6.13.5. 

5. Shoulder Strap Loads: Where upper 

torso straps (shoulder straps) are used 

for occupants, tension loads in 

individual straps must not exceed 1,750 

pounds. If dual straps are used for 

restraining the upper torso, the total 

strap tension loads must not exceed 

2,000 pounds. 

6. Neck Injury Criteria: The seating 

system must protect the occupant from 

experiencing serious neck injury. In this 

regard, neck injury must be evaluated to 

the criteria provided in Policy 

Statement PS–ANM–25–03–R1, 

Attachment 1, Section 2.f. 

7. Leg Injury Criteria: Axial rotation of 

the upper leg must be limited to 35 

degrees in either direction from the 

nominal seated position. 

8. Spine: The shoulders must remain 

aligned with the hips throughout the 

impact sequence, or until the spinal 

loads (in either tension or compression) 

drop below the value that would be 

injurious. 

General Test Guidelines 

1. Longitudinal test(s), as necessary 

with the SID anthropomorphic test 

dummy (ATD), or as necessary EuroSID 

ATD, undeformed floor, no yaw, and 

with all lateral structural supports 

(armrests/walls). 

Pass/fail injury assessments: TTI 

pelvic acceleration, neck, leg, and spine 

injury. 

2. One longitudinal test with the 

Hybrid II ATD, deformed floor, with 10 

degrees yaw, and with all lateral 

structural supports (armrests/walls). 

Pass/fail injury assessments: HIC; and 

upper torso restraint load, restraint 

system retention, and pelvic 

acceleration. 

3. Vertical (14g) test is to be 

conducted with modified Hybrid II 

ATDs with existing pass/fail criteria. 

Note: Boeing 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. 

Inflatable Lapbelt Conditions 

If inflatable lapbelts are installed on 

single-place side-facing seats, the 

inflatable lapbelt(s) must meet special 

conditions 25–431–SC. 

Issued in Renton, Washington, on May 12, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–13664 Filed 6–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0898 Special 

Conditions No. 25–526–SC] 

Special Conditions: Airbus Model 

A350–900 Series Airplane; Composite 

Fuselage In-Flight Fire/Flammability 

Resistance 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for Airbus Model A350–900 

series airplanes. These airplanes will 

have a novel or unusual design feature 

associated with the in-flight fire and 

flammability resistance of the composite 

fuselage. Experience has shown that 

eliminating fire propagation on the 

surface of interior and insulating 

materials enhances survivability since 

the threats from an in-flight fire (e.g., 

toxic gas emission and smoke 


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33678 Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations 

obscuration) are typically by-products of 

a propagating fire. The Airbus Model 

A350–900 series airplanes must provide 

protection against an in-flight fire 

propagating along the surface of the 

fuselage. Special conditions are needed 

to address this design feature. 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 July 14, 2014. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Gardlin, FAA, Airframe/Cabin Safety, 

ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington, 98057–3356; 

telephone (425) 227–2136; facsimile 

(425) 227–1320. 

SUPPLEMENTARY INFORMATION: 

Background 

On August 25, 2008, Airbus applied 

for a type certificate for their new Model 

A350–900 series airplane. Later, Airbus 

requested and the FAA approved an 

extension to the application for FAA 

type certification to June 28, 2009. The 

Model A350–900 series has a 

conventional layout with twin wingmounted Rolls Royce Trent engines. It 

features a twin aisle 9-abreast economy 

class layout, and accommodates side-byside placement of LD–3 containers in 

the cargo compartment. The basic 

Model A350–900 series configuration 

will accommodate 315 passengers in a 

standard two-class arrangement. The 

design cruise speed is Mach 0.85 with 

a Maximum Take-Off Weight of 602,000 

lbs. 

Experience has shown that 

eliminating fire propagation on the 

surface of interior and insulating 

materials enhances survivability since 

the threats from an in-flight fire (e.g., 

toxic gas emission and smoke 

obscuration) are typically by-products of 

a propagating fire. The Airbus Model 

A350–900 series airplane must provide 

protection against an in-flight fire 

propagating along the surface of the 

fuselage. 

In the past, fatal in-flight fires have 

originated in inaccessible areas of the 

aircraft where the thermal/acoustic 

insulation located adjacent to the 

aluminium aircraft skin has been the 

path for flame propagation and fire 

growth. Concern over the fire 

performance of thermal/acoustic 

insulation was initially raised by five 

incidents in the 1990’s which revealed 

unexpected flame spread along the 

insulation film covering material. In all 

cases, the ignition source was relatively 

modest and, in most cases, was 

electrical in origin (e.g., electrical short 

circuit, arcing caused by chafed wiring, 

ruptured ballast case). From 1972 until 

2003 these materials were required to 

comply with a basic ‘‘Bunsen burner’’ 

requirement per Title 14 Code of 

Federal Regulations (14 CFR) 25.853(a), 

25.855(d), and part 25, Appendix F, part 

I, paragraph (a)(1)(ii). These 

requirements prescribed that insulation 

materials must be self-extinguishing 

after having been subjected to the flame 

of a Bunsen burner for 12 seconds, in 

accordance with the procedures defined 

in part 25, Appendix F, part I, paragraph 

(b)(4). The average burn was not to 

exceed eight inches and the average 

flame time after removal of the flame 

source was not to exceed 15 seconds. 

Drippings from the test specimen were 

not to continue to flame for more than 

an average of five seconds after falling. 

Further concern with the flammability 

of thermal/acoustic insulation was 

raised by the Transportation Safety 

Board (TSB) of Canada during their 

investigation of the fatal Swiss Air MD– 

11 in-flight fire accident that occurred 

in September 1998 and involved 229 

fatalities. TSB investigators reported 

that the fatal fire appeared to have been 

confined to the area above the cockpit 

and forward cabin ceiling and involved 

the insulation blankets. On August 21, 

2001, the TSB recommended that 

flammability standards for interior 

materials should be based on realistic 

ignition scenarios and prevent the use of 

materials that sustain or propagate a 

fire. 

In 1996, the FAA Technical Center 

began a program to develop new fire test 

criteria for insulation films directly 

relating to the resistance of in-flight fire 

propagation. The current test standard 

was evaluated as well as another smallscale test method that has been used by 

airplane manufacturers to evaluate 

flame propagation on thermal/acoustic 

insulation materials. An inter-laboratory 

comparison of these methods revealed a 

number of deficiencies. Other smallscale tests developed by the FAA 

Technical Center did demonstrate that 

some insulation films would ignite and 

propagate flame in a confined space. As 

a result, a series of large-scale fire tests 

were conducted in a mock-up of the 

attic area above the passenger cabin 

ceiling. In a confined space, ignition 

and flame propagation may occur 

because of more extensive radiating heat 

and the trapping of melted film/scrim. 

Temperature (heat release) data was 

recorded and the degree of flame 

propagation was observed from the 

large-scale tests. A radiant panel test 

standard for flooring materials was a test 

method that provided good correlation 

to the large-scale model. The test 

method involved subjecting a material 

to a pilot flame while the material is 

heated by a radiant panel. 

The previously described 

development program resulted in a new 

test method (radiant panel test) and test 

criteria specifically established for 

improving the in-flight fire ignition/

flame propagation of thermal/acoustic 

insulation materials. A new part 25 

airworthiness standard, § 25.856, 

became effective in September 2003, 

Amendment 25–111, requiring that all 

thermal/acoustic insulation materials 

installed in the fuselage must comply to 

this flammability and flame propagation 

requirement. The standards are 

intended to ‘‘reduce the incidence and 

severity of cabin fires, particularly those 

ignited in inaccessible areas where 

thermal acoustic insulation materials 

are typically installed.’’ 

Type Certification Basis 

Under Title 14, Code of Federal 

Regulations (14 CFR) 21.17, Airbus must 

show that the Model A350–900 series 

airplane meets the applicable provisions 

of 14 CFR part 25, as amended by 

Amendments 25–1 through 25–129. 

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 Model A350–900 series because 

of a novel or unusual design feature, 

special conditions are prescribed under 

§ 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. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model A350–900 series 

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 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, under § 11.38, 

and they become part of the typecertification basis under § 21.17(a)(2). 


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Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations 33679 

Novel or Unusual Design Features 

The Airbus Model A350–900 series 

airplane incorporates the following 

novel or unusual design features: 

Fuselage fabricated with composite 

materials. 

Discussion 

The Airbus Model A350–900 series 

airplane makes extensive use of 

composite materials in the fabrication of 

the majority of the wing, fuselage skin, 

stringers, spars, and most other 

structural elements of all major subassemblies of the airplane. Despite the 

major change from aluminum to 

composite material for the fuselage, the 

Model A350–900 series must have inflight survivability such that the 

composite fuselage does not propagate a 

fire. A methodology for assessing the inflight fire survivability of an allcomposite fuselage is therefore needed. 

The FAA believes that one way to 

assess the survivability within the cabin 

of the Model A350–900 series airplane 

is to conduct large-scale tests. This 

large-scale test would utilize a mock-up 

of an Airbus Model A350–900 series 

airplane fuselage skin/structure section 

of sufficient size to assess any tendency 

for fire propagation. The fire threat used 

to represent the realistic ignition source 

in the airplane would consist of a 4′′ x 

4′′ x 9′′ polyurethane foam block and 10 

ml of Heptane. This ignition source 

provides approximately three minutes 

of flame time and would be positioned 

at various points and orientations 

within the mocked up installation to 

impinge on those areas of the fuselage 

considered to be most crucial. 

This fire threat was established based 

on an assessment of a range of potential 

ignition sources, coupled with possible 

contamination of materials. The FAA 

considers this a severe fire threat, 

encompassing a variety of scenarios. 

However, should ignition or fire sources 

of a greater severity be identified, the 

special condition or its method of 

compliance would need to be modified 

in order to take the more severe threat 

into account. 

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. 

Discussion of Comments 

Notice of proposed special conditions 

No. 25–13–33–SC for the Airbus Model 

A350–900 series airplanes was 

published in the FEDERAL REGISTER on 

November 15, 2013 (78FR68775). No 

comments were received, and the 

special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions apply to Airbus Model 

A350–900 series airplanes. Should 

Airbus apply later 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 the Airbus 

Model A350–900 series 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 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 Airbus Model A350–900 series 

airplanes. 

Composite Fuselage In-Flight Fire/

Flammability Resistance 

In addition to the requirements of 

§ 25.853(a) governing material 

flammability, the following special 

condition applies: 

The Airbus Model A350 composite 

fuselage structure must be shown to be 

resistant to flame propagation under the 

fire threat used to develop § 25.856(a). If 

products of combustion are observed 

beyond the test heat source, they must 

be evaluated and found acceptable. 

Issued in Renton, Washington, on: April 

22, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–13665 Filed 6–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0882; Directorate 

Identifier 2013–NE–29–AD; Amendment 39– 

17864; AD 2014–12–03] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

Deutschland Ltd & Co KG Turbofan 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Rolls-Royce Deutschland Ltd & Co KG 

(RRD) BR700–725A1–12 turbofan 

engines. This AD requires removal of 

affected fuel metering units (FMUs) on 

RRD BR700–725A1–12 engines. This 

AD was prompted by reports of wear on 

the receptors of the double-ended 

unions in the FMU housing on BR700– 

725A1–12 engines causing fuel leakage. 

We are issuing this AD to prevent 

failure of the FMU, which could lead to 

damage to one or more engines and 

damage to the airplane. 

DATES: This AD becomes effective July 

17, 2014. 

ADDRESSES: For service information 

identified in this AD, contact RollsRoyce Deutschland Ltd & Co KG, 

Eschenweg 11, Dahlewitz, 15827 

Blankenfelde-Mahlow, Germany; phone: 

49 0 33–7086–1883; fax: 49 0 33–7086– 

3276. You may view this service 

information at the FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803. 

For information on the availability of 

this material at the FAA, call 781–238– 

7125. 

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–2013– 

0882; 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 mandatory 

continuing airworthiness information 

(MCAI), the regulatory evaluation, any 

comments received, and other 

information. The address for the Docket 

Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 


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