Rule2022-07933
Special Conditions: Dassault Aviation Model Falcon 6X Airplane; Dynamic Test Requirements for Multiple-Occupant Side-Facing Seats With Inflatable Restraints
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
April 14, 2022
Effective
April 14, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
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.
Full Text
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<title>Federal Register, Volume 87 Issue 72 (Thursday, April 14, 2022)</title>
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[Federal Register Volume 87, Number 72 (Thursday, April 14, 2022)]
[Rules and Regulations]
[Pages 22110-22115]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-07933]
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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 Multiple-Occupant Side-Facing Seats With
Inflatable Restraints
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 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:
<bullet> Federal eRegulations Portal: Go to <a href="https://www.regulations.gov/">https://www.regulations.gov/</a> and follow the online instructions for sending
your comments electronically.
<bullet> 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.
<bullet> 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.
<bullet> 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://
[[Page 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
<a href="/cdn-cgi/l/email-protection#33405b525d5d5c5d1d5f565d5d5c5d735552521d545c45"><span class="__cf_email__" data-cfemail="76051e1718181918581a13181819183610171758111900">[email protected]</span></a>. 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
<a href="https://www.regulations.gov/">https://www.regulations.gov/</a> 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 <a href="/cdn-cgi/l/email-protection#710219101f1f1e1f5f1d141f1f1e1f311710105f161e07"><span class="__cf_email__" data-cfemail="e5968d848b8b8a8bcb89808b8b8a8ba5838484cb828a93">[email protected]</span></a>.
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 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, 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 Dassault Model Falcon 6X 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 Sec. 11.38, and they become part of the type
certification basis under Sec. 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 Sec. Sec. 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 side-facing 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
static-load conditions in Sec. 25.561, and added a new Sec. 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 forward- and 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
side-facing 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
[[Page 22112]]
to develop an acceptable method of compliance with Sec. Sec. 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 multiple-place 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 Sec. Sec. 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 Sec. Sec. 25.562 and 25.785
for side-facing seats:
(1) The longitudinal test(s) conducted in accordance with Sec.
25.562(b)(2), to show compliance with the seat-strength requirements of
Sec. 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 Sec. 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 Sec.
25.562(b)(2), to show compliance with the injury assessments required
by Sec. 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 Sec. 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).
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[[Page 22113]]
[GRAPHIC] [TIFF OMITTED] TR14AP22.046
(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 Sec.
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):
[[Page 22114]]
[GRAPHIC] [TIFF OMITTED] TR14AP22.047
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(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 Sec.
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 Sec.
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 Sec.
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
[[Page 22115]]
of the occupant during an emergency landing.
(b) Additional performance measures applicable to tests and
rational analysis conducted to show compliance with Sec. Sec. 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 Sec. 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 high-
intensity radiated fields (HIRF). The threats to the airplane specified
in existing regulations regarding lighting, Sec. 25.1316, and HIRF,
Sec. 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
major-failure 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]
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