[Federal Register: September 6, 2006 (Volume 71, Number 172)]
[Rules and Regulations]
[Page 52407-52410]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr06se06-3]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE259; Special Conditions No. 23-199-SC]
Special Conditions: AmSafe, Incorporated; Diamond Aircraft
Industries, Incorporated, Model DA40 and DA42; Inflatable Three-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 for the installation of an
AmSafe, Inc., Inflatable Three-Point Restraint Safety Belt with an
Integrated Airbag Device on Diamond models DA40 and DA42. 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 three-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 August 29,
2006. Comments must be received on or before October 6, 2006.
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. CE259, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE259. 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
[[Page 52408]]
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 CE259.'' The postcard will be date stamped and returned
to the commenter.
Background
On February 13, 2006, AmSafe, Inc., applied for a supplemental type
certificate, for the installation of a three-point safety belt
restraint system incorporating an inflatable airbag for the pilot, co-
pilot, and passenger seats of the Diamond Aircraft Industries, Inc.,
model DA40 and DA42 airplanes. The Diamond model DA40 is a single
engine, four-place airplane, and the model DA42 is a twin engine, four-
place airplane.
The inflatable restraint system is a three-point safety belt
restraint system consisting of a lap belt and shoulder harness. An
inflatable airbag is attached to the shoulder harness. 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 the pilot, co-pilot, and passenger seats.
If an emergency landing occurs, the airbag will inflate and provide
a protective cushion between the occupant's head and the structure
within the airplane. This will reduce the potential for head and torso
injury. The inflatable restraint behaves in a manner similar to an
automotive airbag; however, in this case, the airbag is integrated into
the shoulder harness. 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 as the Diamond
Aircraft Industries, Inc., model DA40 and DA42 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 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. The potential for inadvertent
deployment may increase as a result of this cumulative damage.
Therefore, the impact of wear and tear on inadvertent deployment must
be considered. The effect of this cumulative damage means 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 Diamond Aircraft
Industries, Inc., DA40 and DA42 occupant restraints, the inflatable
restraint system must show that it will offer an equivalent level of
protection for an emergency landing. If an inadvertent deployment
occurs, 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 an emergency landing condition. The seats of
the models DA40 and DA42 are certificated to the structural
requirements of Sec. 23.562; therefore, the test emergency landing
pulses identified in Sec. 23.562 must be used to satisfy this
requirement.
A wide range of occupants may use the inflatable restraint;
therefore, 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
[[Page 52409]]
each flight. AmSafe, Inc., may establish inspection intervals where
they have demonstrated the system to be reliable between these
intervals.
An inflatable restraint may 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 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. AmSafe, Inc., may show that such deployment is not
hazardous to the occupant and will still provide the required
protection.
The cabins of the Diamond model airplanes identified in these
special conditions are confined areas, and the FAA is concerned that
noxious gasses may accumulate if the airbag deploys. When deployment
occurs, 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 to avoid creating an additional
hazard 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 Diamond model DA40 and DA42, as changed, continue to meet the
applicable provisions of the regulations incorporated by reference in
Type Certificate No. A47CE (DA40), A57CE (DA42) 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
following models are covered by this special condition:
Diamond DA40
Type Certificate No. A47CE, Revision 6, dated January 12, 2006.
Diamond DA42
Type Certificate No. A57CE, Revision 4, dated June 30, 2006.
For 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.
If the Administrator determines 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 Diamond Aircraft Industries, Inc., 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 Diamond Aircraft Industries, Inc., models DA40 and DA42 will
incorporate the following novel or unusual design feature:
The AmSafe, Inc., Three-Point Safety Belt Restraint System
incorporating an inflatable airbag for the pilot, co-pilot, and
passenger 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, which 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 Diamond
Aircraft Industries, Inc., 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
Diamond Aircraft Industries, Inc., models DA40 and DA42 equipped with
the AmSafe, Inc., three-point inflatable restraint system.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Diamond 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, 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
delivery of the airplane(s), 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.
[[Page 52410]]
Citation
0
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 Special Conditions
0
The FAA has determined that this project will be accomplished on the
basis of not lowering the current level of safety of the Diamond
Aircraft Industries, Inc., models DA40 and DA42 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 the Pilot, Co-pilot, and Passenger Seats of the
Diamond Aircraft Industries, Inc., Models DA40 and DA42.
1. It must be shown that the inflatable restraint will deploy and
provide protection under emergency landing 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), or vertical dynamic loads,
as required by Sec. 23.562(b)(1). 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) certificated belt and shoulder harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or 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. To comply 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 August 29, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-14750 Filed 9-5-06; 8:45 am]
BILLING CODE 4910-13-P