Document ID: FAA-2015-7689-0001
Agency: faa
Document Type: Proposed Rule
Title: Special Conditions: Lufthansa Technik AG; Boeing Model 747-8 Series Airplanes, Large Non-Structural Glass in the Passenger Compartment
Posted Date: 2016-02-25T05:00Z

[Federal Register Volume 81, Number 37 (Thursday, February 25, 2016)]
[Proposed Rules]
[Pages 9363-9365]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-03997]

 ========================================================================
 Proposed Rules
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 81, No. 37 / Thursday, February 25, 2016 / 
Proposed Rules  

[[Page 9363]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2015-7689; Notice No. 25-16-03-SC]

Special Conditions: Lufthansa Technik AG; Boeing Model 747-8 
Series Airplanes, Large Non-Structural Glass in the Passenger 
Compartment

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Boeing Model 
747-8 airplane. This airplane, as modified by Lufthansa Technik AG, 
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 large, non-structural glass 
panels in the passenger compartment. The applicable airworthiness 
regulations do not contain adequate or appropriate safety standards for 
this design feature. These proposed 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: Send your comments on or before March 16, 2016.

ADDRESSES: Send comments identified by docket number FAA-2015-7689 
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: Jayson Claar, FAA, Airframe and Cabin 
Safety, ANM-115, Transport Airplane Directorate, Aircraft Certification 
Service, 1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone 
425-227-2194; facsimile 425-227-1320.

SUPPLEMENTARY INFORMATION:

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 March 8, 2012, Lufthansa Technik AG applied for a supplemental 
type certificate for large, non-structural glass panels in the 
passenger compartment in a Boeing Model 747-8 airplane. The Model 747-8 
airplane is a derivative of the Boeing Model 747-400 airplane currently 
approved under type certificate no. A20WE. The airplane, as modified by 
Lufthansa Technik AG, is a four-engine, jet-transport airplane that 
will have a maximum takeoff weight of 970,000 lbs, capacity for 24 
crewmembers, and taxi, takeoff, and landing seating for 143 passengers.

Type Certification Basis

    The certification basis for the Boeing Model 747-8 airplane, as 
defined in type certificate no. A20WE, is title 14, Code of Federal 
Regulations (14 CFR) part 25 as amended by amendments 25-1 through 25-
120, with exceptions for structures and systems that were unchanged 
from the 747-400 design.
    Under the provisions of Sec.  21.101, Lufthansa Technik AG must 
show that the Model 747-8 airplane, as changed, continues to meet the 
applicable provisions of the regulations listed in type certificate no. 
A20WE, 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 regulations listed in the type certificate are commonly 
referred to as the ``original type certification basis.''
    In addition, 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 Boeing Model 747-8 airplane 
because of a novel or unusual design feature, special conditions are 
prescribed under the provisions of Sec.  21.16.
    Special conditions are initially applicable to the model for which 
they are issued. Should the applicant apply for a supplemental type 
certificate to modify any other model included on the same type 
certificate to incorporate the same novel or unusual design feature, 
these special conditions would also apply to the other model under 
Sec.  21.101.
    In addition to the applicable airworthiness regulations and special 
conditions, the Model 747-8 airplane must comply with the fuel-vent and

[[Page 9364]]

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 Sec.  11.38, and they become part of the type 
certification basis under Sec.  21.101.

Novel or Unusual Design Features

    Lufthansa Technik AG is modifying a Boeing Model 747-8 airplane to 
install a head-of-state interior arrangement. This airplane, as 
modified, will have a novel or unusual design feature associated with 
the installation of large, non-structural glass panels in the cabin 
area of an executive interior occupied by passengers and crew. The 
installation of these glass items in the passenger compartment, which 
can be occupied during taxi, takeoff, and landing, is a novel or 
unusual design feature with respect to the material being installed. 
The applicable airworthiness regulations do not contain adequate or 
appropriate safety standards for this design feature.
    The use of glass has resulted in trade-offs between the one unique 
characteristic of glass--its capability for undistorted or controlled 
light transmittance, or transparency--and the negative aspects of the 
material, such as extreme notch-sensitivity, low fracture resistance, 
low modulus of elasticity, and highly variable properties. While 
reasonably strong, glass is nonetheless not a desirable material for 
traditional airplane applications because it is heavy (about the same 
density as aluminum), and when it fails, it breaks into extremely sharp 
fragments that have the potential for injury and have been known to be 
lethal. Thus the use of glass traditionally has been limited to 
windshields, and instrument and display transparencies. The regulations 
for certification of transport-category airplanes only address, thus 
only recognize, the use of glass in windshield or window applications. 
These regulations do address the adverse properties of glass, but even 
so, pilots are occasionally injured from shattered glass windshields. 
FAA policy allows glass on instruments and display transparencies.
    Other installations of large, non-structural glass items have 
included the following:
     Glass panels integrated onto a stairway handrail closeout.
     Glass panels mounted in doors to allow visibility through 
the door when desired.
     Glass doors on some galley compartments containing small 
amounts of service items.

Discussion

    No specific regulations address the design and installation of 
large glass components in airplane passenger cabins. Existing 
requirements, such as Sec. Sec.  25.561, 25.562, 25.601, 25.603, 
25.613, 25.775, and 25.789, in the Boeing Model 747-8 airplane 
certification basis applicable to this supplemental type certificate 
project, provide some design standards appropriate for large glass 
component installations. However, additional design standards for non-
structural glass augmenting the existing design are needed to 
complement the existing requirements. The addition of glass involved in 
this installation, and the potentially unsafe conditions caused by 
damage to such components from external sources, necessitate assuring 
that adequate safety standards are applied to the design and 
installation of the feature in Boeing Model 747-8 airplanes.
    For purposes of these special conditions, a large glass component 
is defined as a glass component weighing 4 kg (9 lbs) or more. 
Groupings of glass items that individually weigh less than 4 kg, but 
collectively weigh 4 kg or more, also would need to be included. The 
proposed special conditions also apply when showing compliance with the 
applicable performance standards in the regulations for the 
installation of these components. For example, heat-release and smoke-
density testing must not result in fragmentation of the component.
    These proposed special conditions will reduce the hazards from 
breakage, or from these panels' potential separation from the cabin 
interior. These proposed 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 
Boeing Model 747-8 series airplanes. Should Lufthansa Technik AG apply 
at a later date for a supplemental type certificate to modify any other 
model included on type certificate no. A20WE to incorporate 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 and affects only the applicant who applied to the FAA for 
approval of these features on the airplane.

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 Proposed Special Conditions

    For large glass components installed in a cabin occupied by 
passengers or crew who are not otherwise protected from the injurious 
effects of failure of the glass installations, the Lufthansa Technik AG 
glass installations on this Boeing 747-8 airplane must meet the 
following conditions:
    1. Material: The glass used must be tempered or otherwise treated 
to ensure that when fractured, it breaks into small pieces with 
relatively dull edges. This must be demonstrated by testing to failure.
    2. Fragmentation: The glass-component installation must control the 
fragmentation of the glass to minimize the danger from flying glass 
shards or pieces. This must be demonstrated by impact and puncture 
testing to failure.
    3. Component Strength: The glass component must be strong enough to 
meet the load requirements for all flight and landing loads, including 
any of the applicable emergency-landing conditions in subparts C & D of 
14 CFR part 25. In addition, glass components that are located such 
that they are not protected from contact with cabin occupants must not 
fail due to abusive loading, such as impact from occupants stumbling 
into, leaning against, sitting on, or performing other intentional or 
unintentional forceful contact with the glass component. The effect of 
design details such as geometric discontinuities or surface finish, 
e.g., embossing, etching, etc., must be assessed.
    4. Component Retention: The glass component, as installed in the 
airplane, must not come free of its restraint or mounting system in the 
event of an emergency landing. Both the directional loading and rebound 
conditions must be assessed. The effect of design details such as 
geometric discontinuities or surface finish, e.g., embossing, etching, 
etc., must be assessed.
    5. Instructions for Continued Airworthiness: The instructions for 
continued airworthiness must reflect the method used to fasten the 
panel to the cabin interior and must ensure the reliability of the 
methods used, e.g., life limit of adhesives, or clamp connection.

[[Page 9365]]

The applicant must define any inspection methods and intervals based 
upon adhesion data from the manufacturer of the adhesive, or upon 
actual adhesion-test data, if necessary.

    Issued in Renton, Washington, on February 16, 2016.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-03997 Filed 2-24-16; 8:45 am]
BILLING CODE 4910-13-P