[Federal Register: June 21, 2005 (Volume 70, Number 118)]
[Rules and Regulations]
[Page 35511-35514]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr21jn05-1]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
[[Page 35511]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE225; Special Conditions No. 23-165-SC]
Special Conditions: AMSAFE, Incorporated; Adam Aircraft
Industries Model A500; Inflatable Four-Point Restraint Safety Belt With
an Integrated Airbag Device
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued to AMSAFE, Inc. for the
installation of an AMSAFE, Inc., Inflatable Four-Point Restraint Safety
Belt with an Integrated Airbag Device on the Adam Model A500. These
airplanes, as modified by the installation of this Inflatable Safety
Belt, will have novel and unusual design features associated with the
upper-torso restraint portions of the four-point 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 June 8, 2005.
Comments must be received on or before July 21, 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. CE225, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE225. 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. Mark James, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4137,
fax 816-329-4090, e-mail mark.james@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 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
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 CE225.'' The postcard will be date stamped and returned
to the commenter.
Background
On May 24, 2005, Adam Aircraft Industries applied for a type design
change, to include the new Adam Aircraft Industries Model A500 airplane
for the installation of an AMSAFE four-point safety belt restraint
system incorporating an inflatable airbag for the pilot and co-pilot
seats. The Adam Model A500 is a twin engine, six-place airplane,
currently approved under Type Certificate No. A00009DE.
The inflatable restraint system is four-point safety belt restraint
system consisting of a lap belt and dual shoulder harnesses. An
inflatable airbag is attached to one of the shoulder harnesses, and the
other shoulder harness is of conventional construction. The inflatable
portion of the restraint system will rely on sensors to electronically
activate the inflator for deployment. The inflatable restraint system
will be installed on both the pilot and co-pilot seats.
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
one of the shoulder harnesses. While airbags and inflatable restraints
are standard in the automotive industry, the use of an inflatable four-
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 Adam
Aircraft Industries Model A500 occupant restraint systems. 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 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
[[Page 35512]]
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. Adam Aircraft Industries 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 Adam Aircraft Industries
Model A500 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 model A500
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.
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, Adam Aircraft Industries may
show that such deployment is not hazardous to the occupant and will
still provide the required protection.
The cabins of the Adam Model A500 airplanes identified in these
special conditions are confined areas, and the FAA is concerned that
noxious gases 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 a
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, Adam Aircraft Industries,
must show that the Adam Aircraft Model A500, as changed, continues to
meet the applicable provisions of the regulations incorporated by
reference in Type Certificate No. A00009DE 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 in Type Certificate No. A00009DE
are as follows:
Adam A500: Title 14, Code of Federal Regulations, Part 23, dated
February 1, 1965, as amended by Amendment 23-1 through 23-55.
For the model 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 this Adam Aircraft Industries model 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
[[Page 35513]]
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 Adam Aircraft Industries Model A500 will incorporate the
following novel or unusual design feature:
The AMSAFE, Inc., Four-Point Safety Belt Restraint System
incorporating an inflatable airbag for the pilot and co-pilot seats.
The purpose of the airbag is to reduce the potential for injury in the
event of an accident. In a severe impact, an airbag will deploy from
one shoulder harness, in a manner similar to an automotive airbag. The
airbag will deploy between the head of the occupant and airplane
interior structure. Therefore, this will 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 the Adam
Aircraft Industries models equipped with the AMSAFE, Inc., four-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
Adam Aircraft Industries Model A500 equipped with the AMSAFE, Inc.,
four-point inflatable restraint system. Should Adam Aircraft
Industries, at a later date, request to modify any other model on the
Type Certificate 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 Adam model. 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, the substance of these special conditions
has been subjected to the notice and comment period in several prior
instances and has been derived without substantive change from those
previously issued. It is unlikely that prior public comment would
result in a significant change from the substance contained herein. For
this reason, and because a delay would significantly affect the
certification of the airplane, which is imminent, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon issuance. The FAA is requesting comments to allow
interested persons to submit views that may not have been submitted in
response to the prior opportunities for comment described above.
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 Adam
Aircraft Industries Model A500 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 Four-Point Restraint Safety Belt with an Integrated
Airbag Device on the Pilot and Copilot Seats of the Adam Aircraft
Industries Model A500.
1. It must be shown that the inflatable restraint will deploy and
will 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). 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) four-point harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant and will not 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.
[[Page 35514]]
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 June 8, 2005.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-12148 Filed 6-20-05; 8:45 am]
BILLING CODE 4910-13-P