[Federal Register: December 12, 2006 (Volume 71, Number 238)]
[Rules and Regulations]
[Page 74456-74459]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12de06-2]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE262; Special Conditions No. 23-202-SC]
Special Conditions: AmSafe, Incorporated; Pilatus Aircraft Ltd.,
Models PC-12, PC-12/45 and PC-12/47; 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 to AmSafe, Inc. for the
installation of an AmSafe, Inc., Inflatable Three-Point Restraint
Safety Belt with an Integrated Airbag Device on Pilatus models PC-12,
PC-12/45 and PC-12/47. These airplanes, as modified by AmSafe, Inc. for
the installation of this inflatable safety belt, will have novel and
unusual design features associated with the lap-belt 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 November 29,
2006. We must receive your comments on or before January 11, 2007.
ADDRESSES: Mail two copies of your comments on these special conditions
to: Federal Aviation Administration (FAA), Regional Counsel, ACE-7,
Attention: Rules Docket, Docket No. CE262, 901 Locust, Room 506, Kansas
City, Missouri 64106, or delivered two copies to the Regional Counsel
at the above address. Mark your comments: Docket No. CE262. You may
inspect comments in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr. Bob Stegeman, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4140,
fax 816-329-4090, e-mail Robert.Stegeman@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
[[Page 74457]]
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 on issuance.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. We ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You can inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed, stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On May 4, 2006, AmSafe, Inc., applied for a supplemental type
certificate. The application covers the installation of a three-point
safety belt restraint system incorporating an inflatable airbag for the
pilot, co-pilot, and passenger seats of the Pilatus Aircraft Ltd.,
models PC-12, PC-12/45 and PC-12/47 airplanes. The Pilatus models PC-
12, PC-12/45 and PC-12/47 are single engine, two-pilot, nine-passenger
airplanes.
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 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
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 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 by
providing the same current level of safety as the Pilatus Aircraft
Ltd., models PC-12, PC-12/45 and PC-12/47 airplane 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 Pilatus Aircraft Ltd.,
models PC-12, PC-12/45 and PC-12/47 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 PC-12, PC-12/45 and PC-12/47 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
[[Page 74458]]
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. 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 Pilatus 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 it could 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 14 CFR 21.101, AmSafe, Inc., must show the Pilatus Aircraft
Ltd., models PC-12, PC-12/45 and PC-12/47, as changed, continue to meet
the applicable provisions of the regulations incorporated by reference
in Type Certificate No. A78EU (Pilatus Aircraft Ltd., models PC-12, PC-
12/45 and PC-12/47) 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:
Pilatus Aircraft Ltd., Models PC-12, PC-12/45 and PC-12/47:
Type Certificate No. A78EU, Revision 14, dated April 13, 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 Pilatus Aircraft Ltd., models because of a novel
or unusual design feature, special conditions are prescribed under
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 Sec.
21.101.
Novel or Unusual Design Features
The Pilatus Aircraft Ltd., models PC-12, PC-12/45 and PC-12/47 will
incorporate the following novel or unusual design feature:
The AmSafe, Inc., Three-Point Safety Belt Restraint System
incorporates 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 the lap belt, 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.
Therefore, these special conditions are adopted for the Pilatus
Aircraft Ltd. 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
Pilatus Aircraft Ltd., models PC-12, PC-12/45 and PC-12/47 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 Pilatus 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.
Therefore, 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 on 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 74459]]
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 Special Conditions
The FAA has determined that this project will be accomplished
without lowering the current level of safety of the Pilatus Aircraft
Ltd., models PC-12, PC-12/45 and PC-12/47 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 for the Pilot, Co-pilot, and Passenger Seats of the
Pilatus Aircraft Ltd., Models PC-12, PC-12/45 and PC-12/47.
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 November 29, 2006.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-21018 Filed 12-11-06; 8:45 am]
BILLING CODE 4910-13-P