[Federal Register: January 19, 2005 (Volume 70, Number 12)]
[Proposed Rules]
[Page 2977-2980]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr19ja05-17]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE217; Notice No. 23-05-01-SC]
Special Conditions: AMSAFE, Incorporated; Mooney Models M20K,
M20M, M20R, and M20S; Inflatable Three-Point Restraint Safety Belt With
an Integrated Airbag Device
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
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SUMMARY: This notice proposes special conditions for the installation
of an AMSAFE, Inc., Inflatable Three-Point Restraint Safety Belt with
an Integrated Airbag Device on Mooney models M20K, M20M, M20R, and
M20S. 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. The proposed 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: Comments must be received on or before February 18, 2005.
ADDRESSES: Comments on this proposal may be mailed in duplicate to:
Federal Aviation Administration (FAA), Regional Counsel, ACE-7,
Attention: Rules Docket, Docket No. CE217, 901 Locust, Room 506, Kansas
City, Missouri 64106, or delivered in duplicate to the Regional Counsel
at the above address. Comments must be marked: Docket No. CE217.
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:
Comments Invited
Interested persons are invited to participate in the making of
these proposed special conditions by submitting such written data,
views, or arguments, as they may desire. Communications should identify
the regulatory docket or notice 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 proposals described in this notice 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. Persons wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include with those
comments a self-addressed, stamped postcard on which the following
statement is made: ``Comments to Docket No. CE217.'' The postcard will
be date stamped and returned to the commenter.
Background
On April 13, 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 Mooney models M20 (K, M, R, and S). The Mooney models M20
(K, M, R, and S) 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 level of safety as the current Mooney
models M20 (K, M, R, and S). 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 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 either 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
[[Page 2978]]
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 Mooney M20 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 harness. 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 M20
(K, M, R, and S) are not certificated to the requirements of Sec.
23.562, and it is not known if they would remain in tact following
exposure to the crash pulse identified in Sec. 23.562. Therefore, the
test crash pulse used to satisfy this requirement may have a peak
longitudinal deceleration lower than that required by Sec. 23.562.
However, the test pulse onset rate (deceleration divided by time) must
be equal to or greater than the onset rate of the pulse described in
Sec. 23.562. This 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
either being incorrectly buckled or installed such that the airbag
would not properly deploy, or both. 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 Mooney 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 Mooney models M20 (K, M, R, and S), as changed, continue to meet
the applicable provisions of the regulations incorporated by reference
in Type Certificate No. 2A3 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. 2A3 are as follows:
Mooney M20K:
Model M20K (Serial Number 25-0001 through 25-2012) See Note 21
below (from Type Certificate Data Sheet). Civil Air Regulations (CAR)
3, effective November 1, 1949, as amended to May 18, 1954, with
paragraph 3.74 of Amendment 3-13 dated August 25, 1955; CAR 3 effective
May 15, 1956, as amended to October 1, 1959, paragraphs 3.109, 3.112,
3.115, 3.118, 3.120, and 3.441; in lieu of corresponding CAR 3
paragraphs, where applicable--14 CFR Part 23, effective February 1,
1965, as amended to September 14, 1969; Sec. Sec. 23.33, 23.901
through 23.953, Sec. Sec. 23.955 through 23.963, Sec. Sec. 23.967
through 23.1047, Sec. Sec. 23.1121 through 23.1193, Sec. Sec. 23.1351
through 23.1401, Sec. 23.1527, Sec. 23.1553, as amended to June 17,
1970; Sec. Sec. 23.1441 through 23.1449, as amended to February 1,
1977; Sec. Sec. 23.1091 through 23.1105, as amended March 1, 1978;
Sec. Sec. 23.29; 14 CFR part 36, effective September 20, 1976.
Model M20K (Serial Number 25-2013 and on) See Note 21 below (from
Type Certificate Data Sheet). Civil Air Regulations (CAR) 3, effective
November 1, 1949, as amended to May 18, 1954, with paragraph 3.74 of
Amendment 3-13; CAR 3 effective May 15, 1956, as amended to October 1,
1959, paragraphs 3.109, 3.112, 3.115, 3.118, 3.120, and 3.441; in lieu
of corresponding CAR 3 paragraphs, where applicable--14 CFR part 23,
effective February 1, 1965; Sec. 23.33, Sec. Sec. 23.901 through
23.953, Sec. Sec. 23.955 through 23.963, Sec. Sec. 23.967 through
23.1047, Sec. Sec. 23.1121 through 23.1193, Sec. Sec. 23.1351 through
23.1401, Sec. 23.1527, Sec. 23.1553 of amendment 23-7; Sec. Sec.
23.1441 through 23.1449 of amendment 23-9; Sec. Sec. 23.1091 through
23.1105 of amendment 23-17; Sec. 23.1301 of amendment 23-20; Sec.
23.29 of amendment 23-21; Sec. 23.1529 of amendment 23-26; Sec. Sec.
23.45 through 23.77 of amendment 23-34; Sec. 23.1587 of amendment 23-
45; Sec. Sec. 23.1323 and 23.1325 of amendment 23-42; 14 CFR part 36,
latest amendment at time of certification.
Note 21: M20K S/N's 25-2000 thru 25-2012 may be retrofitted to
TSIO-360-SB2 engine and gross weight increase to 3130 Lbs. when
complied with M20K Gross Weight Increase Retrofit Instructions.
[[Page 2979]]
Mooney M20M:
Model M20 Civil Air Regulations (CAR) 3, effective November 1,
1949, as amended to May 18, 1954, paragraph 3.74, as amended to August
25, 1955; paragraphs 3.109, 3.112, 3.115, 3.118, 3.120, and 34.441 of
CAR 3, effective May 15, 1956, as amended to October 1, 1959. In lieu
of corresponding CAR 3 paragraphs, where applicable--14 CFR part 23,
effective February 1, 1965; Sec. 23.29, as amended to March 1, 1978;
Sec. 23.33, as amended to September 14, 1969; Sec. Sec. 23.901
through 23.953, Sec. Sec. 23.955 through 23.963, Sec. Sec. 23.967
through 23.1063, as amended to September 14, 1969; Sec. Sec. 23.1091
through 23.1105, as amended to February 1, 1977; Sec. Sec. 23.1121
through 23.1193, Sec. Sec. 23.1351 through 23.1399, as amended to
September 14, 1969; Sec. Sec. 23.1401, as amended to August 11, 1971;
Sec. Sec. 23.1441 through 23.1449, as amended to June 17, 1970; Sec.
23.1521, as amended to December 1, 1978; Sec. 23.1525; Sec. 23.1527,
as amended to September 14, 1969; Sec. Sec. 23.1545, 23.1549, 23.1553,
as amended to December 1, 1978; Sec. 23.1557, as amended to December
20, 1973; Sec. 23.1559, as amended to March 1, 1978; Sec. 23.1563, as
amended to September 14, 1969; Sec. 23.1583, as amended to December 1,
1978; 14 CFR part 36, effective September 20, 1976, as amended to
December 22, 1988.
Mooney M20R:
Model M20R Civil Air Regulations (CAR) 3, effective November 1,
1949, as amended to May 18, 1954, paragraph 3.74, as amended to August
25, 1955; paragraphs 3.109, 3.112, 3.115, 3.118, 3.120, and 34.441 of
CAR 3, effective May 15, 1956; as amended to October 1, 1959. In lieu
of corresponding CAR 3 paragraphs, where applicable--14 CFR part 23,
effective February 1, 1965; Sec. 23.29, as amended to March 1, 1978;
Sec. 23.33, as amended to September 14, 1969; Sec. Sec. 23.901
through 23.953, Sec. Sec. 23.955 through 23.963, Sec. Sec. 23.967
through 23.1063, as amended to September 14, 1969; Sec. Sec. 23.1091
through 23.1105, as amended to February 1, 1977; Sec. Sec. 23.1121
through 23.1193, Sec. Sec. 23.1351 through 23.1399, as amended to
September 14, 1969; Sec. 23.1401, as amended to August 11, 1971;
Sec. Sec. 23.1441 through 23.1449, as amended to June 17, 1970; Sec.
23.1521, as amended to December 1, 1978; Sec. 23.1525; Sec. Sec.
23.1527, as amended to September 14, 1969; Sec. Sec. 23.1545, 23.1549,
and 23.1553, as amended to December 1, 1978; Sec. Sec. 23.1557, as
amended to December 20, 1973; Sec. 23.1559, as amended to March 1,
1978; Sec. 23.1563, as amended to September 14, 1969; Sec. 23.1583,
as amended to December 1, 1978; 14 CFR part 36, effective September 20,
1976, as amended to December 22, 1988.
Mooney M20S:
Model M20S Civil Air Regulations (CAR) 3, effective November 1,
1949, as amended May 18, 1954; except for paragraph 3.74 amended August
25, 1955; paragraph 3.109, .112, .115, .118, .120, and .441 of CAR 3,
effective May 15, 1956, as amended October 1, 1959; and in lieu of
corresponding CAR 3 paragraphs, where applicable--14 CFR part 23,
effective February 1, 1965: Section 23.29, as amended by Amendment 23-
21, dated March 1, 1978; Sec. Sec. 23.33, dated September 14, 1969;
Sec. Sec. 23.45 through 23.77, as amended by Amendment 23-34, dated
January 15, 1987; Sec. Sec. 23.777, as amended by Amendment 23-7,
dated September 14, 1969; Sec. Sec. 23.901 through 23.953, Sec. Sec.
23.955 through 23.963, Sec. Sec. 23.967 through 23.1063, as amended by
Amendment 23-7, dated September 14, 1969; Sec. Sec. 23.1091 through
23.1105, as amended by Amendment 23-17, dated February 1, 1977;
Sec. Sec. 23.1121 through 23.1193, Sec. Sec. 23.1351 through 23.1399,
as amended by Amendment 23-7, dated September 14, 1969; Sec. 23.1311,
as amended by Amendment 23.49, dated March 11, 1996; Sec. 23.1337(b),
as amended by Amendment 23-7, dated September 14, 1969; Sec. 23.1401,
as amended by Amendment 23-11, dated August 11, 1971; Sec. Sec.
23.1441 through 23.1449, as amended by Amendment 23-9, dated June 17,
1970; Sec. 23.1521, as amended by Amendment 23-21, March 1, 1978;
Sec. Sec. 23.1525 and 23.1527, as amended by Amendment 23-7, dated
September 14, 1969; Sec. 23.1529, as amended by Amendment 23-26, dated
October 14, 1980; Sec. Sec. 23.1545, 23.1549, and 23.1553, as amended
by Amendment 23-23, dated December 1, 1978; Sec. 23.1555(a), as
amended by Amendment 23-7, dated September 14, 1969; Sec. 23.1557, as
amended by Amendment 23-14, dated December 20, 1973; Sec. 23.1559, as
amended by Amendment 23-21, dated March 1, 1978; Sec. 23.1563, as
amended by Amendment 23-7, dated September 14, 1969; Sec. Sec. 23.1581
through 23.1589, as amended by Amendment 23-34, dated January 15, 1987;
14 CFR part 36, effective September 20, 1976, the current amendment in
effect at date of certification; and Equivalent.
For the models listed above, the certification basis also includes
all exemptions, if any; equivalent level of safety findings, if any;
and the special conditions adopted by this rulemaking action.
If the Administrator finds 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 Mooney models because of a novel or unusual
design feature 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 Mooney models M20 (K, M, R, and S) 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 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.
Applicability
As discussed above, these special conditions are applicable to the
Mooney models M20 (K, M, R, and S) 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 also apply to the other model under the provisions of
Sec. 21.101.
[[Page 2980]]
Conclusion
This action affects only certain novel or unusual design features
on the Mooney models M20 (K, M, R, and S). 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.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
The authority citation for these special conditions is as follows:
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 Proposed Special Conditions
The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety for the Mooney
models M20 (K, M, R, and S) occupant restraint system. Accordingly, the
FAA proposes the following special conditions as part of the type
certification basis for the Mooney models M20 (K, M, R, and S), as
modified by AMSAFE, Inc.
Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag
Device on Mooney Models M20 (K, M, R, and S)
1. It must be shown that the inflatable restraint will deploy and
provide protection under crash conditions. Compliance will be
demonstrated using the dynamic test condition specified in Sec.
23.562, which may be modified as follows:
a. The peak longitudinal deceleration may be reduced; however, the
onset rate of the deceleration must be equal to or greater than the
crash pulse identified in Sec. 23.562.
b. The peak longitudinal deceleration must be above the deployment
threshold of the crash sensor and equal to or greater than the forward
static design longitudinal load factor required by the original
certification basis of the airplane.
c. 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 the 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 either
being incorrectly buckled or incorrectly installed, or both, 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) certificated belt and shoulder 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 January 11, 2005.
Michael K. Dahl,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-973 Filed 1-18-05; 8:45 am]
BILLING CODE 4910-13-P