22110 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 

program activities should be 

appropriately funded, and no alternate 

expenditure levels were deemed 

appropriate. 

Using NASS data, a weighted average 

grower price for the past 3 seasons 

(2018–19 through 2020–21) is $1.66 per 

pound. This provides a reasonable 

forecast of the average grower price for 

2021–22 season. The new assessment 

rate of $0.01 per pound for improved 

varieties represents 0.6 percent of the 

$1.66 weighted average price (six tenths 

of one percent; $0.01 divided by $1.66 

× 100). 

This action will decrease the 

assessment obligation imposed on 

handlers. Assessments are applied 

uniformly on all handlers, and some of 

the costs may be passed on to growers. 

However, decreasing the assessment 

rates reduces the burden on handlers 

and may also reduce the burden on 

growers. 

The September 22, 2021, Council 

meeting was widely publicized 

throughout the pecan industry. 

Meetings are held virtually or in a 

hybrid style. Participants have a choice 

whether to attend in person or virtually 

and can participate in the Council’s 

deliberations on all issues. Like all 

Council meetings, the September 22, 

2021, meeting was a public meeting and 

all entities, both large and small, were 

able to express views on this issue. 

In accordance with the Paperwork 

Reduction Act of 1995 (44 U.S.C. 

Chapter 35), the Order’s information 

collection requirements have been 

previously approved by the OMB and 

assigned OMB No. 0581–0291 Federal 

Marketing Order for Pecans. No changes 

in those requirements are necessary as 

a result of this rule. Should any changes 

become necessary, they would be 

submitted to OMB for approval. 

This rule imposes no additional 

reporting or recordkeeping requirements 

on either small or large pecan handlers. 

As with all Federal marketing order 

programs, reports and forms are 

periodically reviewed to reduce 

information requirements and 

duplication by industry and public 

sector agencies. As noted in the initial 

regulatory flexibility analysis, AMS has 

not identified any relevant Federal rules 

that duplicate, overlap, or conflict with 

this rule. 

AMS is committed to complying with 

the E-Government Act, to promote the 

use of the internet and other 

information technologies to provide 

increased opportunities for citizen 

access to Government information and 

services, and for other purposes. 

A proposed rule concerning this 

action was published in the Federal 

Register on December 6, 2021 (86 FR 

68934). Copies of the proposed rule 

were also mailed or sent via email to all 

pecan handlers. The proposal was made 

available through the internet by AMS 

and the Office of the Federal Register. A 

30-day comment period ending January 

5, 2022, was provided for interested 

persons to respond to the proposal. 

No comments were received. 

Accordingly, no changes will be made 

to the rule as proposed. 

A small business guide on complying 

with fruit, vegetable, and specialty crop 

marketing agreements and orders may 

be viewed at: https://

www.ams.usda.gov/rules-regulations/ 

moa/small-businesses. Any questions 

about the compliance guide should be 

sent to Richard Lower at the previously 

mentioned address in the FOR FURTHER

INFORMATION CONTACT section. 

After consideration of all relevant 

material presented, including the 

information and recommendations 

submitted by the Council and other 

available information, AMS has 

determined that this rule will tend to 

effectuate the declared policy of the Act. 

List of Subjects in 7 CFR Part 986 

Marketing agreements, Nuts, Pecans, 

Reporting and recordkeeping 

requirements. 

For the reasons set forth in the 

preamble, the Agricultural Marketing 

Service is amending 7 CFR part 986 as 

follows: 

PART 986—PECANS GROWN IN THE 

STATES OF ALABAMA, ARKANSAS, 

ARIZONA, CALIFORNIA, FLORIDA, 

GEORGIA, KANSAS, LOUISIANA, 

MISSOURI, MISSISSIPPI, NORTH 

CAROLINA, NEW MEXICO, 

OKLAHOMA, SOUTH CAROLINA, AND 

TEXAS 

■ 1. The authority citation for 7 CFR 

part 986 continues to read as follows: 

Authority: 7 U.S.C. 601–674. 

■ 2. Section 986.161 is revised to read 

as follows: 

§ 986.161 Assessment rate. 

On and after October 1, 2021, 

assessment rates of $0.01 per pound for 

pecans classified as improved, $0.00 per 

pound for pecans classified as native 

and seedling, and $0.00 per pound for 

pecans classified as substandard pecans 

are established. 

Erin Morris, 

Associate Administrator, Agricultural 

Marketing Service. 

[FR Doc. 2022–08001 Filed 4–13–22; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2022–0127; Special 

Conditions No. 25–810–SC] 

Special Conditions: Dassault Aviation 

Model Falcon 6X Airplane; Dynamic 

Test Requirements for MultipleOccupant Side-Facing Seats With 

Inflatable Restraints 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Dassault Aviation 

(Dassault) Model Falcon 6X 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 multiple-occupant 

side-facing seats with inflatable 

restraints. 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 

Dassault on April 14, 2022. Send 

comments on or before May 31, 2022. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2022–0127 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

https://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: Except for Confidential 

Business Information (CBI) as described 

in the following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post to https:// 


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Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 22111 

www.regulations.gov/ all comments 

received without change, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information: 

Confidential Business Information (CBI) 

is commercial or financial information 

that is both customarily and actually 

treated as private by its owner. Under 

the Freedom of Information Act (FOIA) 

(5 U.S.C. 552), CBI is exempt from 

public disclosure. If your comments 

responsive to these special conditions 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to Shannon Lennon, 

Human Machine Interface, AIR–626, 

Technical Innovation Policy Branch, 

Policy and Innovation Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone and fax 206–231–3209; email 

shannon.lennon@faa.gov. Comments 

the FAA receives, which are not 

specifically designated as CBI, will be 

placed in the public docket for these 

special conditions. 

Docket: Background documents or 

comments received may be read at 

https://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: 

Shannon Lennon, Human Machine 

Interface, AIR–626, Technical 

Innovation Policy Branch, Policy and 

Innovation Division, Aircraft 

Certification Service, Federal Aviation 

Administration, 2200 South 216th 

Street, Des Moines, Washington 98198; 

telephone and fax 206–231–3209; email 

shannon.lennon@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

has been published in the Federal 

Register for public comment in several 

prior instances with no substantive 

comments received. Therefore, the FAA 

finds, pursuant to 14 CFR 11.38(b), that 

new comments are unlikely, and notice 

and comment prior to this publication 

are unnecessary. 

Comments Invited 

The FAA invites 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. 

The FAA will consider all comments 

received by the closing date for 

comments. The FAA may change these 

special conditions based on the 

comments received. 

Background 

On July 1, 2012, Dassault Aviation 

applied for a type certificate for its new 

Model Falcon 5X airplane. However, 

Dassault has decided not to release an 

airplane under the model designation 

Falcon 5X, instead choosing to change 

that model designation to Falcon 6X. 

In February of 2018, due to engine 

supplier issues, Dassault extended the 

type certificate application date for its 

Model Falcon 5X airplane under new 

Model Falcon 6X. This airplane is a 

twin-engine business jet with seating for 

19 passengers, and has a maximum 

takeoff weight of 77,460 pounds. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Dassault must show that the Model 

Falcon 6X airplane meets the applicable 

provisions of part 25, as amended by 

amendments 25–1 through 25–146. 

If the Administrator finds that the 

applicable airworthiness regulations 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Dassault Model Falcon 6X 

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, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Dassault Model Falcon 

6X airplane must comply with the fuelvent and exhaust-emission requirements 

of 14 CFR part 34, and the noisecertification 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 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Dassault Model Falcon 6X 

airplane will incorporate the following 

novel or unusual design features: 

Multiple-occupant side-facing seats 

that include an airbag system in the 

shoulder belt. 

Discussion 

Side-facing seats are considered a 

novel design for transport-category 

airplanes that include §§ 25.562 and 

25.785 at amendment 25–64 in their 

certification basis, and were not 

considered when those airworthiness 

standards were issued. The FAA has 

determined that the existing regulations 

do not provide adequate or appropriate 

safety standards for occupants of sidefacing seats. To provide a level of safety 

that is equivalent to that afforded to 

occupants of forward- and aft-facing 

seats, additional airworthiness 

standards in the form of special 

conditions are necessary. 

On June 16, 1988, 14 CFR part 25 was 

amended by amendment 25–64 to revise 

the emergency-landing conditions that 

must be considered in the design of 

transport-category airplanes. 

Amendment 25–64 revised the staticload 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 was to 

provide an improved level of safety for 

occupants on transport-category 

airplanes. However, because most 

seating on transport-category airplanes 

is forward-facing, the pass/fail criteria 

developed in amendment 25–64 focused 

primarily on these seats. For some time, 

the FAA granted exemptions for the 

multiple-place side-facing-seat 

installations because the existing test 

methods and acceptance criteria did not 

produce a level of safety equivalent to 

the level of safety provided for forwardand 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 also issued special 

conditions to address single-place sidefacing seats based on the data available 

at the time the FAA issued those special 

conditions. Continuing concerns 

regarding the safety of side-facing seats 

prompted the FAA to conduct research 


lotter on DSK11XQN23PROD with RULES1
22112 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 

to develop an acceptable method of 

compliance with §§ 25.562 and 

25.785(b) for side-facing seat 

installations. That research has 

identified injury considerations and 

evaluation criteria in addition to those 

previously used to approve side-facing 

seats (see published report DOT/FAA/ 

AR–09/41, July 2011). 

One particular concern that was 

identified during the FAA’s research 

program, but not addressed in the 

previous special conditions, was the 

significant leg injuries that can occur to 

occupants of both single- and multipleplace side-facing seats. Because this 

type of injury does not occur on 

forward- and aft-facing seats, the FAA 

determined that, to achieve the level of 

safety envisioned in amendment 25–64, 

additional requirements would be 

needed as compared to previously 

issued special conditions. Nonetheless, 

the research has now allowed the 

development of a single set of special 

conditions that is applicable to all fully 

side-facing seats. 

On November 5, 2012, the FAA 

released policy statement PS–ANM–25– 

03–R1, ‘‘Technical Criteria for 

Approving Side-Facing Seats,’’ to 

update existing FAA certification policy 

on §§ 25.562 and 25.785(a) at 

amendment 25–64 for single- and 

multiple-place side-facing seats. This 

policy addresses both the technical 

criteria for approving side-facing seats 

and the implementation of those 

criteria. The FAA methodology detailed 

in PS–ANM–25–03–R1 has been used in 

establishing a new set of proposed 

special conditions. Some of the 

conditions issued for previous 

exemptions are still relevant and are 

included in these new special 

conditions. However, others have been 

replaced by different criteria that reflect 

current research findings. 

In Policy Statement PS–ANM–25–03– 

R1, conditions 1 and 2 are applicable to 

all side-facing seat installations, 

whereas conditions 3 through 16 

represent additional requirements 

applicable to side-facing seats equipped 

with an airbag system in the shoulder 

belt. These special conditions follow 

those conditions found in Policy 

Statement PS–ANM–25–03–R1. 

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 Dassault 

Model Falcon 6X airplane. Should 

Dassault 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 a certain 

novel or unusual design feature on one 

model of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(f), 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 the Dassault 

Model Falcon 6X airplane. 

(a) Additional requirements 

applicable to tests or rational analysis 

conducted to show compliance with 

§§ 25.562 and 25.785 for side-facing 

seats: 

(1) 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 

(e.g., armrest, interior wall, or 

furnishing) contactable by the occupant 

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 

airplane 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 occupant seat 

loading, 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. 

(2) 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 

(a)(1), above, 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 ATD 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). 

BILLING CODE 4910–13–P 


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Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 22113 

(3) 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 that 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. 

(4) 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 in. (185 mm) above 

and 7.9 in. (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 (a)(1), (2), and (3), above. 

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 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. 

(5) 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: 

(i) ATD positioning: Lower the ATD 

vertically into the seat while 

simultaneously (see Figure 2): 


lotter on DSK11XQN23PROD with RULES1ER14AP22.046</GPH>

A. Prior to test setup. 

Head Target Area 

(for illustration purposes only) 

B. Inboard seat tracks twisted 10 

degrees down, and outboard 

seat tracks rolled 10 degrees 

outboard. 

Figure 1 

C. Partition rotated to maintain 

head target-area relationship. 
22114 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 

BILLING CODE 4910–13–C 

(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 lb (89 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. 

(D) After all lifting devices have been 

removed from the ATD: 

(1) Rock it slightly to settle it into the 

seat. 

(2) Separate the knees by about 4 in. 

(100 mm). 

(3) Set the ES–2re ATD’s head at 

approximately the midpoint of the 

available range of z-axis rotation (to 

align the head and torso midsagittal 

planes). 

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

the joint’s mechanical detent that puts 

them at approximately a 40-degree angle 

with respect to the torso. Position the 

Hybrid II ATD hands on top of its upper 

legs. 

(5) Position the feet such that the 

centerlines of the lower legs are 

approximately parallel to a lateral 

vertical plane (in the airplane 

coordinate system). 

(ii) 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. 

(iii) 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 airplane. The three 

abdominal-force sensors must be 

installed such that they are on the side 

of the ATD toward the front of the 

airplane. 

(6) 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. 

(7) Restraint systems: 

(i) If inflatable restraint systems are 

used, they must be active during all 

dynamic tests conducted to show 

compliance with § 25.562. 

(ii) The design and installation of 

seatbelt buckles must prevent 

unbuckling due to applied inertial 

forces, or impact of the hands or arms 


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Back·Cillhlan 

Compr)a.allQn 

Verllcal Form RequlNd to SUpport A1D at1he Appn,pdale 1.1ft point 

,.~--- 20 lb (89 N) Force 

Figure 2 

VertlcalFotoe·Reqund 

to~ Llgl.Nearly 

Hortmnlal 
Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Rules and Regulations 22115 

of the occupant during an emergency 

landing. 

(b) Additional performance measures 

applicable to tests and rational analysis 

conducted to show compliance with 

§§ 25.562 and 25.785 for side-facing 

seats: 

(1) 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. 

(2) Thoracic: The deflection of any of 

the ES–2re ATD upper, middle, and 

lower ribs must not exceed 1.73 in. (44 

mm). Data must be processed as defined 

in Federal Motor Vehicle Safety 

Standards (FMVSS) 571.214. 

(3) 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. 

(4) 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. 

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

(femur) must be limited to 35 degrees in 

either direction from the nominal seated 

position. 

(6) Neck: As measured by the ES–2re 

ATD and filtered at Channel Frequency 

Class 600 as defined in SAE J211, 

‘‘Instrumentation for Impact Test—Part 

1—Electronic Instrumentation.’’ 

(i) The upper-neck tension force at the 

occipital condyle (O.C.) location must 

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

(ii) The upper-neck compression force 

at the O.C. location must be less than 

405 lb (1,800 N). 

(iii) 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). 

(iv) The upper-neck resultant shear 

force at the O.C. location must be less 

than 186 lb (825 N). 

(2) 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. 

(3) Occupant (ES–2re ATD) support: 

(i) 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. 

(ii) Upper-torso support: The lateral 

flexion of the ATD torso must not 

exceed 40 degrees from the normal 

upright position during the impact. 

(c) For seats with an airbag system in 

the shoulder belts: 

(1) 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: 

(i) The seat occupant is holding an 

infant. 

(ii) The seat occupant is a pregnant 

woman. 

(2) 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. 

(3) 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. 

(4) 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 (including gusts and hard 

landings), and other operating and 

environmental conditions (vibrations, 

moisture, etc.) likely to occur in service. 

(5) 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. 

(6) 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. 

(7) It must be shown that the airbag 

system in the shoulder belt will not 

impede rapid egress of occupants 10 

seconds after airbag deployment. 

(8) 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. 

(9) 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. 

(10) 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. 

(11) The airbag system in the 

shoulder-belt installation must be 

protected from the effects of fire such 

that no hazard to occupants will result. 

(12) A means must be available for a 

crewmember 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. 

(13) 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). 

(14) 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 Kansas City, Missouri, on April 

8, 2022. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2022–07933 Filed 4–13–22; 8:45 am] 

BILLING CODE 4910–13–P 


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