Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 69567 

within 10 days of completion of the APHIS/ 

CDC Form 2. 

* * * * * 

[FR Doc. 2015–28575 Filed 11–9–15; 8:45 am] 

BILLING CODE 6450–01–P 

BUREAU OF CONSUMER FINANCIAL 

PROTECTION 

12 CFR Part 1003 

[Docket No. CFPB–2014–0019] 

RIN 3170–AA10 

Home Mortgage Disclosure 

(Regulation C) 

Correction 

In rule document 2015–26607 

beginning on page 66128 in the issue of 

Wednesday, October 28, 2015, make the 

following corrections: 

1. On page 66256, in the second 

column, in the nineteenth line, ‘‘I. 

Effective Date’’ should read ‘‘VI. 

Effective Date.’’ 

2. On page 66296, in the third 

column, in the fourteenth and fifteenth 

lines, ‘‘III. Final Regulatory Flexibility 

Act Analysis’’ should read ‘‘VIII. Final 

Regulatory Flexibility Act Analysis’’. 

3. On page 66305, in the first column, 

in the 23rd line, ‘‘IV. Paperwork 

Reduction Act’’ should read ‘‘IX. 

Paperwork Reduction Act’’. 

[FR Doc. C1–2015–26607 Filed 11–9–15; 8:45 am] 

BILLING CODE 1505–01–D 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–4086; Special 

Conditions No. 25–605–SC] 

Special Conditions: Boeing Model 787– 

9 Airplane; Structure-Mounted Airbags 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Boeing Model 787–9 

airplane. This airplane will have a novel 

or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport-category 

airplanes. This design feature is airbags 

mounted to structure to prevent serious 

injury. 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: This action is effective on Boeing 

on November 10, 2015. We must receive 

your comments by December 28, 2015 

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 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 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, FAA, Airframe and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2136; facsimile 

425–227–1232. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions is 

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 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 July 5, 2009, The Boeing Company 

applied for a change to type certificate 

no. T00021SE for structure-mounted 

airbags in the Model 787–9 airplane. 

The Model 787–9 airplane, which is a 

derivative of the Model 787 series 

currently approved under type 

certificate no. T00021SE, has a 

maximum passenger capacity of 420 

passengers and a maximum takeoff 

weight of 557,000 lbs. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

The Boeing Company must show that 

the 787–9, as changed, continues to 

meet the applicable provisions of the 

regulations reference listed in type 

certificate no. T00021SE or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

The certification basis includes 

certain special conditions, exemptions, 

or later amended sections of the 

applicable part that are not relevant to 

these special conditions. 

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 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 


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69568 Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 

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, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the 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 Model 787–9 airplane will 

incorporate the following novel or 

unusual design feature: Airbags 

mounted to structure to prevent head 

injury. 

Discussion 

Boeing proposes to install structuremounted airbags instead of inflatable 

lap belts as a means to protect each 

occupant from serious injury in the 

event of an emergency landing, as 

required by § 25.562(c)(5), on 787–9 

airplanes equipped with B/E Aerospace 

Super-Diamond Model business-class 

passenger seats. 

Such use of airbags to provide injury 

protection for the occupant is a novel or 

unusual feature for this airplane model, 

and the applicable airworthiness 

regulations do not contain adequate or 

appropriate airworthiness standards for 

these design features. Therefore, special 

conditions are needed to address 

requirements particular to installation of 

airbags in this manner. 

Special conditions exist for airbags 

installed on seat belts, known as 

inflatable lap belts, which have been 

installed on Boeing passenger seats. 

Structure-mounted airbags, although a 

novel design, were first introduced on 

Jetstream Aircraft Limited Model 4100 

series airplanes, which resulted in 

issuance of Special Conditions 25– 

ANM–127 on May 14, 1997. These 

special conditions supplemented 14 

CFR part 25 and, more specifically, 

§§ 25.562 and 25.785. 

The structure-mounted airbag, similar 

to the inflatable lap belt, is designed to 

limit occupant forward excursion in the 

event of an emergency landing. These 

airbags will reduce the potential for 

serious injury, including reducing the 

head injury criterion (HIC) measurement 

defined in part 25. However, structuremounted airbags function similarly as 

automotive airbags, where the airbag 

deploys from the furniture that is in 

front of the passenger, relative to the 

airplane’s direction of flight, forming a 

barrier between the structure and 

occupant. Also, unlike the inflatable lap 

belt, the structure-mounted airbag does 

not move with the occupant. To account 

for out-of-position and brace-position 

occupants, the airbag is designed to 

conform to the curvature of the exposed 

structure in the head-strike zone. 

Because the airbag system is 

essentially a single-use device, it could 

deploy under crash conditions that are 

not sufficiently so severe as to require 

the injury protection the airbag system 

provides. Because an actual crash is 

frequently composed of a series of 

impacts before the airplane comes to 

rest, a larger impact following the initial 

impact could render the airbag system 

unavailable. This potential situation 

does not exist with standard upper-torso 

restraints, which tend to provide 

continuous protection regardless of 

impact severity, or number of impacts, 

in a crash event. Therefore, the airbagsystem installation should be such that 

it provides protection, when it is 

required, by not expending its 

protection when it is not required. If the 

airbag deployment threshold is 

unnecessarily low, the airbag would 

need to continue to provide protection 

when an impact requiring protection 

occurs. 

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 The 

Boeing Company apply at a later date 

for a change to the type certificate to 

include another model incorporating the 

same novel or unusual design feature, 

these special conditions would apply to 

that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

series 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 

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. 

1. The applicant must demonstrate by 

test that the structure-mounted airbag 

will deploy and provide protection 

under crash conditions where it is 

necessary to prevent serious injury to a 

50th percentile occupant, as specified in 

§ 25.562. The means of protection must 

provide a consistent approach to energy 

absorption for a range of occupants, 

from a two-year-old child to a 95th 

percentile male. 

2. The structure-mounted airbag must 

provide adequate protection for each 

occupant regardless of the number of 

occupants of the seat assembly. 

3. The structure-mounted airbag 

system must not be susceptible to 

inadvertent deployment as a result of 

wear and tear, or inertial loads resulting 

from in-flight or ground maneuvers 

(including gusts and hard landings) 

likely to be experienced in service. 

4. Deployment of the structuremounted airbag must not introduce 

hazards or injury mechanisms to the 

seated occupant, including occupants in 

the brace position. Deployment of the 

structure-mounted airbag must also not 

result in injuries that could impede 

rapid exit from the airplane. 

5. The applicant must demonstrate 

that an inadvertent deployment that 

could cause injury to a standing or 

sitting person is improbable. Inadvertent 

deployment must not cause injury to 

anyone who may be positioned close to 

the structure-mounted airbag (e.g., 

seated in an adjacent seat, or standing 

adjacent to the airbag installation or the 

subject seat). Cases where a structuremounted airbag is inadvertently 

deployed near a seated occupant or an 

empty seat must be considered. 

6. Effects of the deflection and 

deformation of the structure to which 

the airbag is attached must be taken into 

account when evaluating deployment 

and location of the inflated airbag. The 

effect of loads imposed by airbag 


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Federal Register / Vol. 80, No. 217 / Tuesday, November 10, 2015 / Rules and Regulations 69569 

deployment, or stowed components 

where applicable, must also be taken 

into account. 

7. Inadvertent deployment of the 

structure-mounted airbag during the 

most critical part of flight will either not 

cause a hazard to the airplane or is 

extremely improbable. 

8. The applicant must demonstrate 

that the structure-mounted airbag, when 

deployed, does not impair access to the 

seatbelt- or harness-release means, and 

must not hinder evacuation. This will 

include consideration of adjacent seat 

places and the aisle. 

9. The airbag, once deployed, must 

not adversely affect the emergencylighting system, and must not block 

escape-path lighting to the extent that 

the light(s) no longer meet their 

intended function. 

10. The structure-mounted airbag 

must not impede occupants’ rapid exit 

from the airplane 10 seconds after its 

deployment. 

11. Where structure-mounted airbag 

systems are installed in or close to 

passenger evacuation routes (other than 

for the passenger seat for which the 

airbag is installed), possibility of impact 

on emergency evacuation (e.g., hanging 

in the aisle, potential trip hazard, etc.) 

must be evaluated. 

12. The airbag electronic system must 

be designed to be protected from 

lightning per 14 CFR 25.1316(b), and 

high-intensity radiated fields (HIRF) per 

14 CFR 25.1317(c). 

13. The structure-mounted airbag 

system must not contain or release 

hazardous quantities of gas or 

particulate matter into the cabin. 

14. The structure-mounted airbag 

installation must be protected from the 

effects of fire such that no hazard to 

occupants will result. 

15. The inflatable bag material must 

meet the 2.5-inches-per-minute 

horizontal flammability test defined in 

14 CFR part 25, appendix F, part I, 

paragraph (a)(1)(iv). 

16. The design of the structuremounted airbag system must protect the 

mechanisms and controls from external 

contamination associated with that 

which could occur on or around 

passenger seating. 

17. The structure-mounted airbag 

system must have a means to verify the 

integrity of the structure-mounted airbag 

activation system. 

18. The applicant must provide 

installation limitations to ensure 

installation compatibility between the 

seat design and opposing monument or 

structure. 

Issued in Renton, Washington, on October 

30, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–28568 Filed 11–9–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3620; Directorate 

Identifier 2015–CE–029–AD; Amendment 

39–18319; AD 2015–23–03] 

RIN 2120–AA64 

Airworthiness Directives; Pacific 

Aerospace Limited Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) AD 2014– 

20–13 for certain Pacific Aerospace 

Limited Model 750XL airplanes. This 

AD results from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as fatigue cracks on the fin 

forward pickup plates, which could 

cause it to fail. We are issuing this AD 

to require actions to address the unsafe 

condition on these products. 

DATES: This AD is effective December 

15, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 15, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3620; or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

For service information identified in 

this AD, contact Pacific Aerospace 

Limited, Airport Road, Hamilton, 

Private Bag 3027, Hamilton 3240, New 

Zealand, phone: +64 7 843 6144; fax: 

+64 7 843 6134; email: pacific@

aerospace.co.nz; Internet: 

www.aerospace.co.nz. You may view 

this referenced service information at 

the FAA, Small Airplane Directorate, 

901 Locust, Kansas City, Missouri 

64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

Docket No. FAA–2015–3620. 

FOR FURTHER INFORMATION CONTACT: Karl 

Schletzbaum, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4123; fax: (816) 

329–4090; email: karl.schletzbaum@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to add an AD that would apply 

to certain Pacific Aerospace Limited 

Model 750XL airplanes. That NPRM 

was published in the Federal Register 

on August 27, 2015 (80 FR 51966), and 

proposed to supersede AD 2014–20–13, 

Amendment 39–17986 (79 FR 60329, 

October 7, 2014). 

Since we issued AD 2014–20–13, 

Amendment 39–17986 (79 FR 60329, 

October 7, 2014), Pacific Aerospace 

Limited has revised the related service 

information and developed a 

terminating action for the repetitive 

inspections. 

The Civil Aviation Authority (CAA), 

which is the aviation authority for New 

Zealand, has issued AD DCA/750XL/

18A, dated August 4, 2015 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

DCA/750XL/18A revised to add note 2 and 

introduce minor editorial changes. This AD 

supersedes DCA/750XL/18 and DCA/750XL/ 

16A to introduce the requirements in Pacific 

Aerospace Limited Mandatory Service 

Bulletin (MSB) PACSB/XL/068 issue 5, dated 

29 June 2015. The revised MSB introduces a 

life limit for fin forward pickup P/N 11– 

10281–1 and reduces the torque setting for 

the fin forward pickup bolt to alleviate some 

of the loads applied to the pickup. The MSB 

also introduces a replacement fin forward 

pickup P/N 11–03375–1 which is not life 

limited. 

You may examine the MCAI on the 

Internet at http://www.regulations.gov/

#!documentDetail;D=FAA-2015-3620- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (80 

FR 51966, August 27, 2015) or on the 

determination of the cost to the public. 


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