[Federal Register Volume 76, Number 86 (Wednesday, May 4, 2011)]
[Rules and Regulations]
[Pages 25229-25231]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-10755]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM453; Special Conditions No. 25-425-SC]


Special Conditions: Gulfstream Aerospace LP (GALP) Model G250 
Airplane, Dynamic Test Requirements for Side-Facing, Single-Occupant 
Seats

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Gulfstream 
Aerospace LP (GALP) model G250 airplane. This airplane will have a 
novel or unusual design feature associated with dynamic test 
requirements for side-facing, single-occupant seats. 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: The effective date of these special conditions is March 18, 
2011. We must receive your comments by June 20, 2011.

ADDRESSES: You must mail two copies of your comments to: Federal 
Aviation Administration, Transport Airplane Directorate, Attn: Rules 
Docket (ANM-113), Docket No. NM453, 1601 Lind Avenue SW., Renton, 
Washington 98057-3356. You may deliver two copies to the Transport 
Airplane Directorate at the above address. You must mark your comments: 
Docket No. NM453. You can inspect comments in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Dan Jacquet, FAA, Airframe/Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft 
Certification Service, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 227-2676; facsimile (425) 227-1149; e-mail 
[email protected].

SUPPLEMENTARY INFORMATION: 
    The FAA has determined that notice of, and opportunity for prior 
public comment on, these special conditions are impracticable because 
these procedures would significantly delay issuance of the design 
approval and thus delivery of the affected aircraft. 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 issuance.

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 ask 
that you send us two copies of written comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
about these special conditions. You can inspect the docket before and 
after the comment closing date. If you wish to review the docket in 
person, go to the address in the ADDRESSES section of this preamble 
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    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.
    If you want us to acknowledge receipt of your comments on these 
special conditions, include with your comments a self-addressed, 
stamped postcard on which you have written the docket number. We will 
stamp the date on the postcard and mail it back to you.

Background

    On March 30, 2006, GALP applied for a type certificate for their 
new Model G250. The Model G250 is an 8-10 passenger (19 maximum), twin-
engine airplane with a 41,000-foot cruise altitude, maximum operating 
altitude of 45,000 feet, and a range of approximately 3,400 nautical 
miles. Airplane dimensions are 61.69-foot wing span, 66.6-foot overall 
length, and 20.8-foot tail height. Maximum takeoff weight is 39,600 
pounds and maximum landing weight 32,700 pounds. Maximum cruise speed 
is mach 0.85, dive speed is mach 0.92. The avionics suite will be the 
Rockwell Collins Pro Line Fusion.

Type Certification Basis

    Under the provisions of 14 CFR 21.17, GALP must show that the Model 
G250

[[Page 25230]]

meets the applicable provisions of part 25 as amended by Amendments 25-
1 through 25-117.
    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 G250 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 type certificate for that model be amended 
later to include any other model that incorporates 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 Model G250 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; and the FAA must issue a 
finding of regulatory adequacy under Sec.  611 of Public Law 92-574, 
the ``Noise Control Act of 1972.''
    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 14 CFR 21.17(a)(2).

Novel or Unusual Design Features

    The Model G250 will incorporate the following novel or unusual 
design features:
    GALP proposes installing side-facing, single-occupant seats in the 
Model G250 airplane. FAA has determined that the existing regulations 
do not provide adequate or appropriate safety standards for occupants 
of side-facing, single-occupant seats. Therefore, in accordance with 
Sec.  21.16, special conditions need to be developed to establish a 
level of safety equivalent to that established in the regulations.

Discussion

    Amendment 25-64 to 14 CFR part 25 was issued June 16, 1988, to 
revise the emergency-landing conditions that must be considered in the 
design of an airplane. Amendment 25-64 revised the static-load 
conditions in Sec.  25.561, and added a new Sec.  25.562 that required 
dynamic testing of 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. Because most 
seating is forward/aft facing on transport-category airplanes, the 
pass/fail criteria developed in Amendment 25-64 focused primarily on 
these seats. Side-facing seat installations were not adequately taken 
into account for transport-category airplanes when this amendment was 
issued. Therefore, in November of 1997, the FAA issued Memorandum 
``Side-Facing Seats on Transport Category Airplanes'' and draft Issue 
Paper ``Dynamic Test Requirements for Single Place Side-Facing Seats'' 
to address the dynamic certification of side-facing seats. The 
memorandum and the issue paper introduced requirements for Thoracic 
Trauma Index (TTI) and lateral pelvic acceleration, which were in 
addition to the existing injury criteria requirements of Sec.  
25.562(c). The specified conditions are required to be measured during 
dynamic testing of the side-facing seats and in compliance with the 
limitations to be demonstrated.

Applicability

    As discussed above, these special conditions are applicable to the 
Model G250. Should GALP 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 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 Model G250 
is imminent, the FAA finds that good cause exists to make these special 
conditions effective upon issuance.

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 GALP Model G250 airplanes.

1. Dynamic Test Requirements for Side-Facing, Single-Occupant Seats

    In addition to the airworthiness standards in Sec. Sec.  25.562 and 
25.785, the following special conditions provide injury criteria and 
installation/testing guidelines that represent the minimum acceptable 
airworthiness standard for side-facing, single-occupant seats:

2. The Injury Criteria

    (a) Existing Criteria: All injury protection criteria of Sec.  
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.
    (b) Body-to-Wall/Furnishing Contact: 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. It is recommended, but 
not required, that the contact surface of this structure be covered 
with at least two inches of energy-absorbing protective padding (foam 
or equivalent) such as Ensolite.
    (c) Thoracic Trauma: 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) Anthropomorphic Test Device (ATD), as defined by 49 CFR 
part 572, Subpart F, or its equivalent. TTI must be less than 85, as 
defined in 49 CFR part 572, subpart F. SID TTI data must be processed 
as defined in Federal Motor Vehicle Safety Standard (FMVSS) part 
571.214, section S6.13.5.
    (d) Pelvis: Lateral pelvic 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.
    (e) 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.

3. General Test Guidelines

    (a) One longitudinal test with the SID ATD or its equivalent, 
undeformed floor, no yaw, and with all lateral structural supports 
(armrests/walls).
    Pass/fail injury assessments: TTI and pelvic acceleration.
    (b) 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-

[[Page 25231]]

system retention, and pelvic acceleration.
    (c) A vertical (14G) test is to be conducted with modified Hybrid 
II ATDs with existing pass/fail criteria.

    Issued in Renton, Washington, on March 18, 2011.
K.C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-10755 Filed 5-3-11; 8:45 am]
BILLING CODE 4910-13-P