Pursuant to section 5.9(2) of the Aeronautics Act, and after taking into account that the exemption is in the public interest and is not likely to affect aviation safety, I hereby exempt Innotech Aviation (hereinafter “Innotech”), 10225 Ryan Avenue, Dorval, Quebec, H9P 1A2, Canada from the requirements set out in section 521.158 of the Canadian Aviation Regulations (CARs) only with respect to the requirements of paragraph 25.785(b) of the United States of America Federal Aviation Regulations (FAR) part 25, subject to the following conditions.
Paragraph 25.785(b) of FAR part 25 establishes the minimum occupant general injury requirements for the certification of transport category aeroplanes.
The details of the above provisions are provided in Appendix A to this exemption.
PURPOSE
The purpose of this exemption is to allow any Bombardier Model BD-700-1A11 (Global 5000) aeroplane to be configured with a passenger compartment that includes a side-facing divan, which would be intended for occupant use during all phases of flight, including taxi, take-off and landing, such that the occupant general injury requirements of the applicable standards of airworthiness contained in FAR part 25 are not met, and to issue the corresponding Supplemental Type Certificates (STCs) to Innotech.
APPLICATION
This exemption applies to Innotech only as part of the basis of certification for any STC applied for by ACS-NAI, with respect to inclusion of side-facing divans which would be intended for occupant use during all phases of flight, including taxi, take-off and landing, for any Bombardier BD-700-1A11 (Global 5000) aeroplane (Type Certificate No. A-177), for any type of operation, commercial or private.
INTERPRETATION
For the purpose of this exemption, each reference to the provisions of U.S. Code of Federal Regulations (CFR), Title 14—Aeronautics and Space, Federal Aviation Regulations (FAR) part 25, shall be interpreted as being at Amendment 25-64, unless otherwise specified.
CONDITIONS
This exemption is subject to Innotech complying with the following conditions:
1. Divan Certification Requirements:
(a) General: All injury protection criteria of FAR Sec. 25.562(c)(1) through (c)(6) apply to the occupants of side-facing seating. The Head Injury Criterion (HIC) assessments are only required for head contact with the seat and/or adjacent structures.
(b) Occupant Retention: Acceptable occupant restraint shall be verified during dynamic testing. The forward seated occupant’s pelvis shall be restrained within the longitudinal seating position length of the divan and shall not move past the end of the divan structure at full load.
(c) Body-to-Body Contact: Contact between the head, shoulder, torso, and/or pelvis of one Anthropomorphic Test Dummy (ATD) on an adjacent seated ATD shall not be allowed during the tests conducted in accordance with FAR Sec. 25.562(b)(1) and (b)(2). Incidental contact of the feet, legs, arms and/or hands that will not result in incapacitation of the occupants is acceptable. Contact during rebound is allowed.
(d) Occupant Movement Envelope (OME): For the forward most seated occupant of the divan installation, an OME shall establish and account for the full range of occupants who will use the divan. This OME shall identify the forward-most movement of the ATD’s head, shoulder, torso, and pelvis. The OME shall be referenced to a structural point on the divan which can be referenced to the aircraft. The OME shall establish an occupant protection zone into which no interior component shall be installed in order to meet the occupant protection requirements for Head Injury Criterion (HIC), Thoracic Trauma Index (TTI), and lateral pelvic acceleration. If an interior component is installed in the OME, substantiation of the occupant protection requirements of (b), (c), (e) and (f) shall be verified.
(e) Thoracic Trauma Index (TTI): Unless it can be shown by 16g dynamic testing that no contact occurs between occupants and interior components, TTI for the affected occupants shall be substantiated by test or rationale based upon previous tests. When conducting an actual test to obtain a TTI value, an appropriate test device shall be used such as a Side Impact Dummy (SID) 50th Percentile Male as defined in United States 49 CFR part 572, subpart F [as amended at 63 FR 16140, Apr. 2, 1998, effective Sept. 1, 1998]. The TTI value shall not exceed 85g when the TTI data is processed in accordance with, United States 49 CFR part 571–Federal Motor Vehicle Safety Standards (FMVSS), § 571.214, S11.5(a)1 [as amended at 72 FR 51908, Sept. 11, 2007, effective Nov. 13, 2007].
(f) Lateral Pelvic Acceleration (LPA): Unless it can be shown by 16g dynamic testing that no contact occurs between occupants and interior components, LPA for the affected occupants shall be substantiated by test or rationale based upon previous tests. When conducting an actual test to obtain an LPA value, an appropriate test device shall be used such as a SID 50th Percentile Male as defined in United States 49 CFR part 572, subpart F [as amended at 63 FR 16140, Apr. 2, 1998, effective Sept. 1, 1998]. The LPA value shall not exceed 130g when the LPA data is processed in accordance with FMVSS § 571.214, S11.5(a) [as amended at 72 FR 51908, Sept. 11, 2007, effective Nov. 13, 2007].
(g) Shoulder Strap Loads: Where upper torso straps (shoulder straps) are used for divan occupants, tension loads in individual straps shall not exceed 1750 pounds. If dual straps are used for restraining the upper torso, the total strap tension load shall not exceed 2000 pounds.
(h) Certification Tests: As a minimum, the following tests shall be required for each divan:
(i) one 14g vertical test as per FAR Sec. 25.562(b)(1) with ATDs specified by 49 CFR part 572, subpart B – 50th Percentile Male (known as the Hybrid II), or its equivalent;
(ii) one 16g longitudinal test as per FAR Sec. 25.562(b)(2) with Hybrid II ATDs; and
(iii) to establish the Occupant Movement Envelope, a single 16g longitudinal test as per FAR Sec. 25.562(b)(2) without floor deformation and yaw angle, with Hybrid II ATDs shall be required for each divan.
Note: All seat positions need to be occupied for the longitudinal tests.
(i) Aeroplane Flight Manual: A Supplement to the Aeroplane Flight Manual (AFM) shall be furnished containing a limitation to the effect that the operator must develop an operational procedure as required below, and obtain approval of this procedure from the applicable airworthiness authority.
(i) The required operational procedure shall inform each passenger that the particular aeroplane incorporating side-facing divans allowed under the terms of this exemption does not comply with all of the occupant safety standards mandated for the aeroplane type in regards to the side-facing divan.
2. Divan Installation Requirements:
(a) A means shall be provided to retain the occupants within the envelope of the divan during rebound. This means may take the form of a partition or cabinet adjacent to the aft end of the divan. The means need not be attached to the divan.
(b) The side-facing divan shall meet the requirements of Federal Aviation Administration (FAA) Technical Standard Order TSO-C39b.
(c) The side-facing divan shall meet the requirements of FAR Sec. 25.562.
VALIDITY
This exemption is in effect until the earliest of the following:
(a) the date on which any one of the conditions set out in this exemption is breached; or
(b) the date on which this exemption is cancelled in writing by the Minister where he is of the opinion that the exemption is no longer in the public interest, or that it is likely to affect aviation safety.
Dated at Ottawa, Ontario, Canada this 25 day of June 2010 on behalf of the Minister of Transport.
«Original Signed by Rémy Knoerr for»
David Turnbull
Director, National Aircraft Certification
Civil Aviation
Attachment – Appendix A
APPENDIX A
REGULATORY REQUIREMENTS
CANADIAN AVIATION REGULATIONS
Part V - Airworthiness
Subpart 21 – Approval of the Type Design
or a Change to the Type Design of an Aeronautical Product
Section 521.158 – Standards of Airworthiness
521.158 (1) Subject to subsections (2) to (9), an applicant for the approval of a change to the type design of an aeronautical product shall demonstrate that the product meets the standards of airworthiness recorded in the type certificate data sheets and in force on the date of the application for the change.
…
(3) A change to the type design of an aeronautical product may conform to an earlier amendment to a standard referred to in subsection (1) if the Minister determines that the change is not significant in the context of all previous relevant design changes and of all related amendments to the applicable standards recorded in the type certificate data sheets…
FEDERAL AVIATION REGULATIONS
Part 25 AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES
Subpart D--Design and Construction - Personnel and Cargo Accommodations
Section 25.785 Seats, berths, safety belts, and harnesses. [Amdt. 25-88]
***
(b) Each seat, berth, safety belt, harness, and adjacent part of the airplane at each station designated as occupiable during takeoff and landing must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the inertia forces specified in Secs. 25.561 and 25.562.
***
Emergency Landing Conditions
Section 25.561 General. [Amdt. 25-64]
(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.
(b) The structure must be designed to give each occupant every reasonable change of escaping serious injury in a minor crash landing when:
(1) Proper use is made of seats, belts, and all other safety design provisions;
(2) The wheels are retracted (where applicable); and
(3) The occupant experiences the following ultimate inertia forces acting separately relative to the surrounding structure:
(i) Upward, 3.0g. (ii)Forward, 9.0g.
(iii) Sideward, 3.0g on the airframe; and 4.0g on the seats and their attachments.
(iv) Downward, 6.0g.
(v) Rearward, 1.5g
(c) The supporting structure must be designed to restrain, under all loads up to those specified in paragraph (b)(3) of this section, each item of mass that could injure an occupant if it came loose in a minor crash landing.
(d) Seats and items of mass (and their supporting structure) must not deform under any loads up to those specified in paragraph (b)(3) of this section in any manner that would impede subsequent rapid evacuation of occupants.
Section 25.562 - Emergency landing dynamic conditions. [Amdt. 25-64]
(a) The seat and restrain system in the airplane must be designed as prescribed in this section to protect each occupant during an emergency landing condition when:
(1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and
(2) The occupant is exposed to loads resulting from the conditions prescribed in this section.
(b) Each seat type design approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat, in accordance with each of the following emergency landing conditions. The tests must be conducted with an occupant simulated by a 170-pound anthropomorphic test dummy, as defined by 49 CFR Part 572, Subpart B, or its equivalent, sitting in the normal upright position.
(1) A change in downward vertical velocity (Δ V) of not less than 35 feet per second, with the airplane's longitudinal axis canted downward 30 degrees with respect to the horizontal plane and with the wings level. Peak floor deceleration must occur in not more than 0.08 seconds after impact and must reach a minimum of 14g.
(2) A change in forward longitudinal velocity (Δ V) of not less than 44 feet per second, with the airplane's longitudinal axis horizontal and yawed 10 degrees either right or left, whichever would cause the greatest likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with the wings level. Peak floor deceleration must occur in not more than 0.09 seconds after impact and must reach a minimum of 16g. Where floor rails or floor fittings are used to attach the seating devices to the test fixture, the rails or fittings must be misaligned with respect to the adjacent set of rails or fittings by at least 10 degrees vertically (i.e., out of parallel) with one rolled 10 degrees.
(c) The following performance measures must not be exceeded during the dynamic tests conducted in accordance with paragraph (b) of this section:
(1) Where upper torso straps are used for crewmembers, 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.
(2) The maximum compressive load measured between the pelvis and the lumbar column of the anthropomorphic dummy must not exceed 1,500 pounds.
(3) The upper torso restraint straps (where installed) must remain on the occupant's shoulder during the impact
(4) The lap safety belt must remain on the occupant's pelvis during the impact.
(5) Each occupant must be protected from serious head injury under the conditions prescribed in paragraph (b) of this section. Where head contact with seats or other structure can occur, protection must be provided so that the head impact does not exceed a Head Injury Criterion (HIC) of 1,000 units. The level of HIC is defined by the equation:
Where:t1 is the initial integration time,
t2 is the final integration time, and
a(t) is the total acceleration vs. time curve for the head strike, and where
(t) is in seconds, and (a) is in units of gravity (g).
(6) Where leg injuries may result from contact with seats or other structure, protection must be provided to prevent axially compressive loads exceeding 2,250 pounds in each femur.
(7) The seat must remain attached at all points of attachment, although the structure may have yielded.
(8) Seats must not yield under the tests specified in paragraphs (b)(1) and (b)(2) of this section to the extent they would impede rapid evacuation of the airplane occupants.
1 For reference purposes, it is noted that this requirement was previously codified as United States 49 CFR part 571–Federal Motor Vehicle Safety Standards, § 571.214, S6.13.5.
- Date de modification :