[Federal Register: December 14, 2004 (Volume 69, Number 239)]
[Rules and Regulations]
[Page 74407-74410]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14de04-3]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE216; Special Conditions No. 23-155-SC]
Special Conditions: AMSAFE, Incorporated; Cessna Models 172 (R
and S), 182 (S, T, and T182T), and 206 (H and T206H); Inflatable Three-
Point Restraint Safety Belt With an Integrated Airbag Device
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 installation of an
AMSAFE, Inc., Inflatable Three-Point Restraint Safety Belt with an
Integrated Airbag Device on Cessna Models 172 (R and S), 182 (S, T, and
T182T), and 206 (H and T206H). These airplanes, as modified by AMSAFE,
Inc., will have novel and unusual design features associated with the
lap belt portion of the safety belt, which contains an integrated
airbag device. 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 December 3,
2004. Comments must be received on or before January 13, 2005.
ADDRESSES: Comments on these special conditions may be mailed in
duplicate to: Federal Aviation Administration (FAA), Regional Counsel,
ACE-7, Attention: Rules Docket, Docket No. CE216, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE216. Comments
may be inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr. Pat Mullen, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4128,
fax 816-329-4090, e-mail pat.mullen@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment is impractical because these
procedures would significantly delay issuance of the approval design
and thus delivery of the affected aircraft. The FAA therefore finds
that good cause exists for making these special conditions effective
upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
regulatory docket or special condition number and be submitted in
duplicate to the address specified above. All communications received
on or before the closing date for comments will be considered by the
Administrator. The special conditions may be changed in light of the
comments received. All comments received will be available in the Rules
Docket for examination by interested persons, both before and after the
closing date for comments. A report summarizing each substantive public
contact with FAA personnel concerning this rulemaking will be filed in
the docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to CE216.'' The postcard will be date stamped and returned
to the commenter.
Background
On March 26, 2004, AMSAFE, Inc., Aviation Inflatable Restraints
Division, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for a
supplemental type certificate for the installation of an inflatable lap
belt restraint with a standard upper torso restraint (or shoulder
harness) in Cessna Models 172 (R and S), 182 (S, T, and T182T), and 206
(H and T206H). The Cessna Models 172 (R and S), 182 (S, T, and T182T),
and 206 (H and T206H) are single-engine, multi-place airplanes.
The inflatable restraint system is a three-point safety belt
restraint system consisting of a traditional shoulder harness and an
inflatable airbag lap belt. The inflatable portion of the restraint
system will rely on sensors to electronically activate the inflator for
deployment. The inflatable restraint system will be made available on
the pilot, co-pilot, and passenger seats of these airplanes.
In the event of an emergency landing, the airbag will inflate and
provide a protective cushion between the occupant's head and structure
within the airplane. This will reduce the potential for head and torso
injury. The inflatable restraint behaves in a manner that is similar to
an automotive airbag, but in this case, the airbag is integrated into
the lap belt. While airbags and inflatable restraints are standard in
the automotive industry, the use of an inflatable three-point restraint
system is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of providing the same current level of safety of the Cessna
Models 172 (R and S), 182 (S, T, and T182T), and 206 (H and T206H). The
FAA has two primary safety concerns with the installation of airbags or
inflatable restraints:
That they perform properly under foreseeable operating
conditions; and
That they do not perform in a manner or at such times as
to impede the pilot's ability to maintain control of the airplane or
constitute a hazard to the airplane or occupants.
The latter point has the potential to be the more rigorous of the
requirements. An unexpected deployment while conducting the takeoff or
landing phases
[[Page 74408]]
of flight may result in an unsafe condition. The unexpected deployment
may either startle the pilot, or generate a force sufficient to cause a
sudden movement of the control yoke. Either action could result in a
loss of control of the airplane, the consequences of which are
magnified due to the low operating altitudes during these phases of
flight. The FAA has considered this when establishing these special
conditions.
The inflatable restraint system relies on sensors to electronically
activate the inflator for deployment. These sensors could be
susceptible to inadvertent activation, causing deployment in a
potentially unsafe manner. The consequences of an inadvertent
deployment must be considered in establishing the reliability of the
system. AMSAFE, Inc., must show that the effects of an inadvertent
deployment in flight are not a hazard to the airplane or that an
inadvertent deployment is extremely improbable. In addition, general
aviation aircraft are susceptible to a large amount of cumulative wear
and tear on a restraint system. It is likely that the potential for
inadvertent deployment increases as a result of this cumulative damage.
Therefore, the impact of wear and tear on inadvertent deployment must
be considered. Due to the effects of this cumulative damage, a life
limit must be established for the appropriate system components in the
restraint system design.
There are additional factors to be considered to minimize the
chances of inadvertent deployment. General aviation airplanes are
exposed to a unique operating environment, since the same airplane may
be used by both experienced and student pilots. The effect of this
environment on inadvertent deployment must be understood. Therefore,
qualification testing of the firing hardware/software must consider the
following:
The airplane vibration levels appropriate for a general
aviation airplane; and
The inertial loads that result from typical flight or
ground maneuvers, including gusts and hard landings.
Any tendency for the firing mechanism to activate as a result of these
loads or acceleration levels is unacceptable.
Other influences on inadvertent deployment include high intensity
electromagnetic fields (HIRF) and lightning. Since the sensors that
trigger deployment are electronic, they must be protected from the
effects of these threats. To comply with HIRF and lightning
requirements, the AMSAFE, Inc., inflatable restraint system is
considered a critical system, since its inadvertent deployment could
have a hazardous effect on the airplane.
Given the level of safety of the current Cessna 172, 182, and 206
occupant restraints, the inflatable restraint system must show that it
will offer an equivalent level of protection in the event of an
emergency landing. In the event of an inadvertent deployment, the
restraint must still be at least as strong as a Technical Standard
Order approved belt and shoulder harnesses. There is no requirement for
the inflatable portion of the restraint to offer protection during
multiple impacts, where more than one impact would require protection.
The inflatable restraint system must deploy and provide protection
for each occupant under a crash condition. The seats of the models 172
(R and S), 182 (S, T, and T182T), and 206 (H and T206H) are
certificated to the structural requirements of Sec. 23.562. Therefore,
the test crash pulses identified in Sec. 23.562 must be used to
satisfy this requirement. Note that Sec. 23.562 requires different
test pulses between seats installed in the front row of the airplane
and seats not installed in the front row of the airplane. Testing to
these pulses will demonstrate that the crash sensor will trigger when
exposed to a rapidly applied deceleration, like an actual crash event.
It is possible a wide range of occupants will use the inflatable
restraint. Thus, the protection offered by this restraint should be
effective for occupants that range from the fifth percentile female to
the ninety-fifth percentile male. Energy absorption must be performed
in a consistent manner for this occupant range.
In support of this operational capability, there must be a means to
verify the integrity of this system before each flight. As an option,
AMSAFE, Inc., can establish inspection intervals where they have
demonstrated the system to be reliable between these intervals.
It is possible that an inflatable restraint will be ``armed'' even
though no occupant is using the seat. While there will be means to
verify the integrity of the system before flight, it is also prudent to
require that unoccupied seats with active restraints not constitute a
hazard to any occupant. This will protect any individual performing
maintenance inside the cockpit while the aircraft is on the ground. The
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
In addition, the design must prevent the inflatable seatbelt from
being incorrectly buckled and/or installed such that the airbag would
not properly deploy. As an alternative, AMSAFE, Inc., may show that
such deployment is not hazardous to the occupant and will still provide
the required protection.
The cabins of the Cessna model airplanes identified in these
special conditions are confined areas, and the FAA is concerned that
noxious gasses may accumulate in the event of airbag deployment. When
deployment does occur, either by design or inadvertently, there must
not be a release of hazardous quantities of gas or particulate matter
into the cockpit.
An inflatable restraint should not increase the risk already
associated with fire. Therefore, the inflatable restraint should be
protected from the effects of fire, so that an additional hazard is not
created by, for example, a rupture of the inflator.
Finally, the airbag is likely to have a large volume displacement,
and possibly impede the egress of an occupant. Since the bag deflates
to absorb energy, it is likely that the inflatable restraint would be
deflated at the time an occupant would attempt egress. However, it is
appropriate to specify a time interval after which the inflatable
restraint may not impede rapid egress. Ten seconds has been chosen as
reasonable time. This time limit will offer a level of protection
throughout the impact event.
Type Certification Basis
Under the provisions of Sec. 21.101, AMSAFE, Inc., must show that
the Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H and
T206H), as changed, continue to meet the applicable provisions of the
regulations incorporated by reference in Type Certificate Nos. 3A12
(172 R and S), 3A13 (182 S, T, and T182T) and A4CE (206 H and T206H) or
the applicable regulations in effect on the date of application for the
change. The regulations incorporated by reference in the type
certificate are commonly referred to as the ``original type
certification basis.'' The regulations incorporated by reference are as
follows:
Cessna 172 R: Part 23 of the Federal Aviation Regulations effective
February 1, 1965, as amended by 23-1 through 23-6, except as follows:
14 CFR part 23, Sec. Sec. 23.423, 23.611, 23.619, 23.623, 23.689,
23.775, 23.871, 23.1323, and 23.1563 as amended by Amendment 23-7. 14
CFR part 23, Sec. Sec. 23.807, and 23.1524 as amended by Amendment 23-
10. 14 CFR part 23, Sec. Sec. 23.507; 23.771; 23.853(a), (b), and (c);
and 23.1365 as amended by Amendment 23-14. 14 CFR part 23, Sec. 23.951
as amended by
[[Page 74409]]
Amendment 23-15. 14 CFR part 23, Sec. Sec. 23.607, 23.675, 23.685,
23.733, 23.787, 23.1309, and 23.1322 as amended by Amendment 23-17. 14
CFR part 23, Sec. 23.1301 as amended by Amendment 23-20. 14 CFR part
23, Sec. Sec. 23.1353, and 23.1559 as amended by Amendment 23-21. 14
CFR part 23, Sec. Sec. 23.603, 23.605, 23.613, 23.1329, and 23.1545 as
amended by Amendment 23-23. 14 CFR part 23, Sec. Sec. 23.441, and
23.1549 as amended by Amendment 23-28. 14 CFR part 23, Sec. Sec.
23.779, and 23.781 as amended by Amendment 23-33. 14 CFR part 23,
Sec. Sec. 23.1, 23.51, and 23.561 as amended by Amendment 23-34. 14
CFR part 23, Sec. Sec. 23.301, 23.331, 23.351, 23.427, 23.677, 23.701,
23.735, and 23.831 as amended by Amendment 23-42. 14 CFR part 23,
Sec. Sec. 23.961, 23.1093, 23.1143(g), 23.1147(b), 23.1303, 23.1357,
23.1361, and 23.1385 as amended by Amendment 23-43. 14 CFR part 23,
Sec. Sec. 23.562(a), 23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3,
and 23.562(c)4 as amended by Amendment 23-44. 14 CFR part 23,
Sec. Sec. 23.33, 23.53, 23.305, 23.321, 23.485, 23.621, 23.655, and
23.731 as amended by Amendment 23-45.
Cessna 172 S: Part 23 of the Federal Aviation Regulations,
effective February 1, 1965, as amended by 23-1 through 23-6, except as
follows: 14 CFR part 23, Sec. Sec. 23.423, 23.611, 23.619, 23.623,
23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended by Amendment
23-7. 14 CFR part 23, Sec. Sec. 23.807, and 23.1524 as amended by
Amendment 23-10. 14 CFR part 23, Sec. Sec. 23.507; 23.771; 23.853(a),
(b), and (c); and 23.1365 as amended by Amendment 23-14. 14 CFR part
23, Sec. 23.951 as amended by Amendment 23-15. 14 CFR part 23,
Sec. Sec. 23.607, 23.675, 23.685, 23.733, 23.787, 23.1309, and 23.1322
as amended by Amendment 23-17. 14 CFR part 23, Sec. 23.1301 as amended
by Amendment 23-20. 14 CFR part 23, Sec. Sec. 23.1353, and 23.1559 as
amended by Amendment 23-21. 14 CFR part 23, Sec. Sec. 23.603, 23.605,
23.613, 23.1329, and 23.1545 as amended by Amendment 23-23. 14 CFR part
23, Sec. Sec. 23.441, and 23.1549 as amended by Amendment 23-28. 14
CFR part 23, Sec. Sec. 23.779, and 23.781 as amended by Amendment 23-
33. 14 CFR part 23, Sec. Sec. 23.1, 23.51, and 23.561 as amended by
Amendment 23-34. 14 CFR part 23, Sec. Sec. 23.301, 23.331, 23.351,
23.427, 23.677, 23.701, 23.735, and 23.831 as amended by Amendment 23-
42. 14 CFR part 23, Sec. Sec. 23.961, 23.1093, 23.1143(g), 23.1147(b),
23.1303, 23.1357, 23.1361, and 23.1385 as amended by Amendment 23-43.
14 CFR part 23, Sec. Sec. 23.562(a), 23.562(b)2, 23.562(c)1,
23.562(c)2, 23.562(c)3, and 23.562(c)4 as amended by Amendment 23-44.
14 CFR part 23, Sec. Sec. 23.33, 23.53, 23.305, 23.321, 23.485,
23.621, 23.655, and 23.731 as amended by Amendment 23-45.
Cessna 182 S, T, and T182T: Part 23 of the Federal Aviation
Regulations, effective February 1, 1965, as amended by 23-1 through 23-
6, except as follows: 14 CFR part 23, Sec. Sec. 23.423, 23.611,
23.619, 23.623, 23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended
by Amendment 23-7. 14 CFR part 23, Sec. Sec. 23.807, and 23.1524 as
amended by Amendment 23-10. 14 CFR part 23, Sec. Sec. 23.507; 23.771;
23.853(a), (b), and (c); and 23.1365 as amended by Amendment 23-14. 14
CFR part 23, Sec. 23.951 as amended by Amendment 23-15. 14 CFR part
23, Sec. Sec. 23.607, 23.675, 23.685, 23.733, 23.787, 23.1309, and
23.1322 as amended by Amendment 23-17. 14 CFR part 23, Sec. 23.1301 as
amended by Amendment 23-20. 14 CFR part 23, Sec. Sec. 23.1353, and
23.1559 as amended by Amendment 23-21. 14 CFR part 23, Sec. Sec.
23.603, 23.605, 23.613, 23.1329, and 23.1545 as amended by Amendment
23-23. 14 CFR part 23, Sec. Sec. 23.441, and 23.1549 as amended by
Amendment 23-28. 14 CFR part 23, Sec. Sec. 23.779, and 23.781 as
amended by Amendment 23-33. 14 CFR part 23, Sec. Sec. 23.1, 23.51, and
23.561 as amended by Amendment 23-34. 14 CFR part 23, Sec. Sec.
23.301, 23.331, 23.351, 23.427, 23.677, 23.701, 23.735, and 23.831 as
amended by Amendment 23-42. 14 CFR part 23, Sec. Sec. 23.961, 23.1093,
23.1143(g), 23.1147(b), 23.1303, 23.1357, 23.1361, and 23.1385 as
amended by Amendment 23-43. 14 CFR part 23, Sec. Sec. 23.562(a),
23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3, and 23.562(c)4 as
amended by Amendment 23-44. 14 CFR part 23, Sec. Sec. 23.33, 23.53,
23.305, 23.321, 23.485, 23.621, 23.655, and 23.731 as amended by
Amendment 23-45.
Cessna 206 H and T206H: Part 23 of the Federal Aviation
Regulations, effective February 1, 1965, as amended by 23-1 through 23-
6, except as follows: 14 CFR part 23, Sec. Sec. 23.423, 23.611,
23.619, 23.623, 23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended
by Amendment 23-7. 14 CFR part 23, Sec. Sec. 23.807, and 23.1524 as
amended by Amendment 23-10. 14 CFR part 23, Sec. Sec. 23.507; 23.771;
23.853(a), (b), and (c); and 23.1365 as amended by Amendment 23-14. 14
CFR part 23, Sec. 23.951 as amended by Amendment 23-15. 14 CFR part
23, Sec. Sec. 23.607, 23.675, 23.685, 23.733, 23.787, 23.1309 and
23.1322 as amended by Amendment 23-17. 14 CFR part 23, Sec. 23.1301 as
amended by Amendment 23-20. 14 CFR part 23, Sec. Sec. 23.1353, and
23.1559 as amended by Amendment 23-21. 14 CFR part 23, Sec. Sec.
23.603, 23.605, 23.613, 23.1329, and 23.1545 as amended by Amendment
23-23. 14 CFR part 23, Sec. Sec. 23.441, and 23.1549 as amended by
Amendment 23-28. 14 CFR part 23, Sec. 23.1093 as amended by Amendment
23-29. 14 CFR part 23, Sec. Sec. 23.779, and 23.781 as amended by
Amendment 23-33. 14 CFR part 23, Sec. Sec. 23.1, 23.51, and 23.561 as
amended by Amendment 23-34. 14 CFR part 23, Sec. Sec. 23.301, 23.331,
23.351, 23.427, 23.677, 23.701, 23.735, and 23.831 as amended by
Amendment 23-42. 14 CFR part 23, Sec. Sec. 23.961, 23.1107(b),
23.1143(g), 23.1147(b), 23.1303, 23.1357, 23.1361, and 23.1385 as
amended by Amendment 23-43. 14 CFR part 23, Sec. Sec. 23.562(a),
23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3, and 23.562(c)4 as
amended by Amendment 23-44. 14 CFR part 23, Sec. Sec. 23.33, 23.53,
23.305, 23.321, 23.485, 23.621, 23.655, and 23.731 as amended by
Amendment 23-45.
For all the models listed above, the certification basis also
includes all exemptions, if any; equivalent level of safety findings,
if any; and special conditions not relevant to the special conditions
adopted by this rulemaking action.
The Administrator has determined that the applicable airworthiness
regulations (i.e., part 23 as amended) do not contain adequate or
appropriate safety standards for the AMSAFE, Inc., inflatable restraint
as installed on these Cessna models because of a novel or unusual
design feature. Therefore, special conditions are prescribed under the
provisions of Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.101.
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,
the special conditions would also apply to that model under the
provisions of Sec. 21.101.
Novel or Unusual Design Features
The Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H
and T206H) will incorporate the following novel or unusual design
feature:
The AMSAFE, Inc., Inflatable Three-Point Restraint Safety Belt with
an Integrated Airbag Device. The purpose of the airbag is to reduce the
potential for injury in the event of an accident. In
[[Page 74410]]
a severe impact, an airbag will deploy from the lap belt portion of the
restraint, in a manner similar to an automotive airbag. The airbag will
deploy between the head of the occupant and airplane interior
structure. This will, therefore, provide some protection to the head of
the occupant. The restraint will rely on sensors to electronically
activate the inflator for deployment.
The Code of Federal Regulations state performance criteria for
seats and restraints in an objective manner. However, none of these
criteria are adequate to address the specific issues raised concerning
inflatable restraints. Therefore, the FAA has determined that, in
addition to the requirements of part 21 and part 23, special conditions
are needed to address the installation of this inflatable restraint.
Accordingly, these special conditions are adopted for these Cessna
models equipped with the AMSAFE, Inc., three-point inflatable
restraint. Other conditions may be developed, as needed, based on
further FAA review and discussions with the manufacturer and civil
aviation authorities.
Applicability
As discussed above, these special conditions are applicable to the
Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H and
T206H) equipped with the AMSAFE, Inc., three-point inflatable restraint
system. Should AMSAFE, Inc., apply at a later date for a supplemental
type certificate to modify any other model on the Type Certificates
identified in these special conditions to incorporate the same novel or
unusual design feature, the special conditions would apply to that
model as well under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Cessna models. It is not a rule of general
applicability, and it affects only the applicant who applied to the FAA
for approval of these features on the airplane.
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 these Cessna
models, as modified by AMSAFE, Inc., is imminent, the FAA finds that
good cause exists to make these special conditions effective upon
issuance.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
PART 23--[AMENDED]
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety of the Cessna
models 172 (R and S), 182 (S, T, and 182T) and 206 (H and T206H)
occupant restraint system. 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 these models, as
modified by AMSAFE, Incorporated.
Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag
Device on Cessna Models 172 (R and S), 182 (S, T, and T182T), and 206
(H and T206H)
1. It must be shown that the inflatable lapbelt will deploy and
provide protection under crash conditions. Compliance will be
demonstrated using the dynamic test condition specified in 14 CFR part
23, Sec. 23.562(b)(2). It is not necessary to account for floor
warpage, as required by Sec. 23.562(b)(3). In addition, subparts of
Sec. 23.562 that are not included in the Cessna 172, 182, and 206
certification basis will not apply to this Special Condition. The means
of protection must take into consideration a range of stature from a
5th percentile female to a 95th percentile male. The inflatable
restraint must provide a consistent approach to energy absorption
throughout that range.
2. The inflatable restraint must provide adequate protection for
each occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
3. The design must prevent the inflatable restraint from being
incorrectly buckled and/or incorrectly installed such that the airbag
would not properly deploy. Alternatively, it must be shown that such
deployment is not hazardous to the occupant and will provide the
required protection.
4. It must be shown that the inflatable restraint system is not
susceptible to inadvertent deployment as a result of wear and tear or
the inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings) that are likely to be experienced
in service.
5. It must be extremely improbable for an inadvertent deployment of
the restraint system to occur, or an inadvertent deployment must not
impede the pilot's ability to maintain control of the airplane or cause
an unsafe condition (or hazard to the airplane). In addition, a
deployed inflatable restraint must be at least as strong as a Technical
Standard Order (C114) three-point harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or result in injuries that
could impede rapid egress. This assessment should include occupants
whose restraint is loosely fastened.
7. It must be shown that an inadvertent deployment that could cause
injury to a standing or sitting person is improbable. In addition, the
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
8. It must be shown that the inflatable restraint will not impede
rapid egress of the occupants 10 seconds after its deployment.
9. For the purposes of complying with HIRF and lightning
requirements, the inflatable restraint system is considered a critical
system since its deployment could have a hazardous effect on the
airplane.
10. It must be shown that the inflatable restraints will not
release hazardous quantities of gas or particulate matter into the
cabin.
11. The inflatable restraint system installation must be protected
from the effects of fire such that no hazard to occupants will result.
12. There must be a means to verify the integrity of the inflatable
restraint activation system before each flight or it must be
demonstrated to reliably operate between inspection intervals.
13. A life limit must be established for appropriate system
components.
14. Qualification testing of the internal firing mechanism must be
performed at vibration levels appropriate for a general aviation
airplane.
Issued in Kansas City, Missouri on December 3, 2004.
David R. Showers,
Acting Manager, Small Airlane Directorate, Aircraft Certification
Service.
[FR Doc. 04-27358 Filed 12-13-04; 8:45 am]
BILLING CODE 4910-13-P