Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations 33675 

Airbus Model A350–900 series airplane 

has two main landing gear units, EASA 

and the FAA propose to apply the same 

criteria on this airplane. 

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. 25–13–10–SC for Airbus Model 

A350–900 series airplanes was 

published in the Federal Register on 

October 29, 2013 (78FR64415). The 

Boeing Company submitted one 

comment, which stated that ‘‘there is 

not a specific requirement to consider 

failure modes. Failure modes of the 

brake system that would cause brakes to 

be applied during pivoting should be 

investigated in accordance with the 

requirements relating to systems and 

structures interaction. We suggest that 

the FAA consider revising the proposal 

to include this specific requirement.’’ 

Failure modes of the braking system 

are addressed by a separate specialconditions document titled Interaction 

of Systems and Structures, published in 

the Federal Register on December 20, 

2013 (78FR76980). The Interaction of 

Systems and Structures special 

conditions requires that the effects of 

system failures be taken into account, 

and specifically addresses the pivoting 

requirement, § 25.503, and any special 

condition used in lieu of § 25.503. 

This (i.e., current) special conditions 

document addresses loads associated 

with structural design not specific to a 

failure condition. 

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 in lieu of § 25.503: 

1. The main landing gear and 

supporting structure must be designed 

for the loads induced by pivoting during 

ground maneuvers. 

a. The following rational pivoting 

maneuvers must be considered: 

i. Towing at the nose gear at the 

critical towing angle with no brakes 

applied, including cases with torque 

links disconnected; and separately, 

ii. Application of symmetrical or 

unsymmetrical forward thrust to aid 

pivoting, with or without braking by 

pilot action on the pedals. 

b. The airplane is assumed to be in 

static equilibrium, with the loads being 

applied at the ground contact points. 

c. The limit vertical load factor must 

be 1.0, and: 

i. For wheels with brakes applied, the 

coefficient of friction must be 0.8, 

ii. For wheels with brakes not 

applied, the ground tire reactions must 

be based on reliable tire data. 

Issued in Renton, Washington, on: April 

25, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–13667 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–2014–0244; Special 

Conditions No. 25–552–SC] 

Special Conditions: Boeing Model 787– 

9, Side-Facing Seats 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special condition; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Boeing Model 787–9 

airplane. This airplane has a novel or 

unusual design feature associated with 

side-facing seats. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for occupants of seats installed at an 

angle of 49 degrees to the centerline of 

the airplane, nor for inflatable restraint 

systems. 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: The effective date of these 

special conditions is June 12, 2014. We 

must receive your comments by July 28, 

2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0244 

using any of the following methods: 

Federal eRegulations Portal: Go to 

http://www.regulations.gov/ andfollow 

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 9 

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: Jeff 

Gardlin, Airframe and Cabin Safety, 

ANM–115, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

telephone 425–227–2136; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 


rmajette on DSK2TPTVN1PROD with RULES
33676 Federal Register / Vol. 79, No. 113 / Thursday, June 12, 2014 / Rules and Regulations 

on, these special conditions are 

impracticable because these procedures 

would significantly delay issuance of 

the design approval and thus delivery of 

the affected airplane. In addition, the 

substance of these special conditions 

has been subject to the public-comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon publication in 

the Federal Register. 

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 by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On May 28, 2009, The Boeing 

Company applied for an amendment to 

type certificate no. T00021SE to include 

the new Model 787–9 airplane. The 

Model 787–9, which is a derivative of 

the Model 787 airplane currently 

approved under type certificate no. 

T00021SE, is a wide-body twin jet with 

wing-mounted engines. It has a 420- 

passenger capacity, a maximum takeoff 

weight of 553,000 lb/251,360 kg, and is 

equipped with two Rolls-Royce Trent 

T1000 or General Electric GENx 

engines. 

Amendment 25–15 to part 25, dated 

October 24, 1967, introduced the subject 

of side-facing seats and a requirement 

that each occupant in a side-facing seat 

must be protected from head injury by 

a safety belt and a cushioned rest that 

will support the arms, shoulders, head, 

and spine. 

Subsequently, Amendment 25–20, 

dated April 23, 1969, clarified the 

definition of sideward-facing seats to 

require that each occupant of a seat that 

is positioned at more than an 18 degree 

angle to the vertical plane containing 

the airplane centerline must be 

protected from head injury by a safety 

belt and an energy-absorbing rest that 

supports the arms, shoulders, head, and 

spine; or by a safety belt and shoulder 

harness that prevents the head from 

contacting injurious objects. The FAA 

concluded that a maximum 18-degree 

angle would provide an adequate level 

of safety based on tests that were 

performed at that time, and thus 

adopted that standard. 

Part 25 was amended June 16, 1988, 

by Amendment 25–64, to revise the 

emergency-landing conditions that must 

be considered in the design of the 

airplane. Amendment 25–64 revised the 

static-load conditions in § 25.561, and 

added a new § 25.562 that required 

dynamic testing for all seats approved 

for occupancy during takeoff and 

landing. The intent of Amendment 25– 

64 is to provide an improved level of 

safety for occupants on transportcategory airplanes. Because most seating 

is forward-facing on transport-category 

airplanes, the pass/fail criteria 

developed in Amendment 25–64 

focused primarily on these seats. As a 

result, the FAA issued Policy 

Memorandums ANM–03–115–30 and 

PS–ANM–100–2000–00123 to provide 

the additional guidance necessary to 

demonstrate the level of safety required 

by the regulations for side-facing seats. 

To reflect current research findings, 

the FAA developed a methodology to 

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

seats oriented in the airplane with the 

occupant facing 90 degrees to the 

direction of airplane travel) and has 

documented those requirements in a set 

of proposed new special conditions. In 

this regard, the FAA has issued Policy 

Statement PS–ANM–25–03–R1 which 

effectively conveys revised injury 

criteria associated with neck and leg 

injuries. 

The Model 787–9 Air New Zealand 

Business Class seat installation is novel 

such that the current Model 787–8 sidefacing seat special conditions do not 

adequately convey occupant protection 

expectations for an intermediate 49- 

degree, side-facing seat installation. 

Therefore, the configuration Boeing 

proposes requires revised special 

conditions. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Boeing must show that the 787– 

9 meets the applicable provisions of 14 

CFR part 25, as amended by 

Amendments 25–128, except for earlier 

amendments as agreed upon by the 

FAA. These regulations will be 

incorporated into type certificate no. 

T00021SE after type certification 

approval of the 787–9. The regulations 

incorporated by reference in T00021SE 

are as follows: 

The type-certification basis for the 

Model 787–9 airplane is 14 CFR part 25, 

effective February 1, 1965, as amended 

by Amendments 25–1 through 25–128, 

except § 25.795, Security 

Considerations, at Amendment 25–016; 

and § 25.125, Landing, at Amendment 

25–108. 

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 Boeing Model 787–9 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, the special conditions 

would also apply to the other model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 787–9 

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 14 CFR 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 787–9 airplane will 

incorporate the following novel or 

unusual design features: 

Installation of Model UCS3 oblique 

business-class passenger seats 

manufactured by Zodiac Seats UK, 

which are seats installed at an angle of 

49 degrees to the airplane centerline. In 

addition, the seat divider wall includes 

an inflatable restraint system for 

occupant restraint and injury protection. 

To provide a level of safety equivalent 

to that afforded to occupants of forwardand aft-facing seats, additional 

airworthiness standards, in the form of 

special conditions, are necessary. 

Although special conditions 25–431–SC 

and 25–458–SC already apply to the 

787, these do not directly address the 

complex occupant-loading conditions 

introduced by a seat the centerline of 

which is at a 49-degree angle to the 

centerline of the airplane. 

Discussion 

The business class seating 

configuration proposed by Boeing is 

unique due to the seat installation at a 

49-degree angle to the airplane 

centerline. Special conditions 25–458– 

SC were not intended to address this 


rmajette on DSK2TPTVN1PROD with RULES
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 


rmajette on DSK2TPTVN1PROD with RULES