[Federal Register: April 20, 2006 (Volume 71, Number 76)]
[Proposed Rules]
[Page 20368-20374]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr20ap06-11]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE242; Notice No. 23-06-02-SC]
Special Conditions: Approved Model List Installation of AmSafe
Inflatable Restraints in Normal and Utility Category Non-23.562
Certified Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Proposed special conditions; request for comments.
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SUMMARY: This notice proposes special conditions for the installation
of an AmSafe, Inc., Inflatable Two-, Three-, Four or Five-Point
Restraint Safety Belt with an Integrated Airbag Device on various
airplane models. These airplanes, as modified by AmSafe, Inc., will
have novel and unusual design features associated with the lap belt or
shoulder harness 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: Comments must be received on or before May 22, 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. CE242, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE242. 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. 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 CE242.'' The postcard will be date stamped and returned
to the commenter.
Background
On August 19, 2005, AmSafe, Inc., Aviation Inflatable Restraints
(AAIR) Division, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for
a supplemental type certificate for the installation of an inflatable
restraint in various airplane models certificated before the dynamic
structural requirements as specified in 14 CFR part 23, section 23.562
took effect.
The inflatable restraint system is either a two-, three-, four, or
five-point safety belt restraint system consisting of a shoulder
harness and a lap belt with an inflatable airbag attached to either the
lap belt or 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 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 or shoulder belt. While airbags and inflatable restraints are
standard in the automotive industry, the use of an inflatable 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
airplanes original certification basis. 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
[[Page 20369]]
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 retrofitted airplane 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 a 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 during emergency landing conditions as specified in
the original certification basis. The seats of the various airplane
models were certificated prior to the dynamic structural requirements
of section 23.562. Therefore, the emergency landing loads conditions
identified in the original certification basis of the airplane must be
used to satisfy this requirement. Compliance will be demonstrated using
the test condition specified in the original certification basis. It
must also be shown that the crash sensor will trigger when exposed to a
rapidly applied deceleration, like an actual crash event. Therefore,
the test crash pulses identified in section 23.562 must be used to
satisfy this requirement, although, the peak ``G'' may be reduced to a
level meeting the original certification requirements of the aircraft.
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.
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 various modeal 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.
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.
Finally, there is an elevated risk associated with inadvertent
deployment for agricultural airplanes, which are type certificated
under the restricted category. This is due to the unique operating
environment and low altitude flying of these airplanes. The FAA is
still trying to understand the risk and benefit associated with the
installation of these systems into restricted category airplanes in
general and agricultural airplanes specifically. Therefore, the
installation of the AAIR system is currently prohibited in agricultural
airplanes type certificated under the restricted category.
Special conditions for the installation of AAIR systems on other
Non-23.562 certificated airplanes have been issued and no substantive
public comments were received. Since the same special conditions were
issued multiple times for different model airplanes with no substantive
public comments, the FAA began issuing direct final special conditions
with an invitation for public comment. This was done to eliminate the
waiting period for public comments and AmSafe aviation could proceed
with the project, since no comments were expected.
These previous special conditions were issued for a single model
airplane or for variants of a model from a single airplane
manufacturer, and required dynamic testing of each AAIR system
[[Page 20370]]
installation for showing compliance. The AML Supplemental Type
Certificate sought by AmSafe Aviation has numerous airplane models and
manufacturers. Since AmSafe Aviation has previously demonstrated by
dynamic testing, and has the supporting data, that the Electronics
Module Assembly (EMA) and the inflator assembly will function as
intended in a simulated dynamic emergency landing, it is not necessary
to repeat the test for each airplane model shown in these special
conditions.
This is a departure from the method of showing compliance used in
the prior special conditions. Testing is required to show compliance,
but it is not necessary to repeat the testing for each airplane
installation. Existing test data is adequate for showing compliance for
other airplanes where the AAIR equipment is identical and the
installation is nearly identical. Since this is a substantial change in
the philosophy of showing compliance, it is prudent to give the public
time to comment on the special conditions prior to moving forward with
the project.
Type Certification Basis
Under the provisions of 14 CFR part 21, section 21.101, AmSafe,
Inc., must show that the affected airplane models, as changed, continue
to meet the applicable provisions of the regulations incorporated by
reference in the Type Certificate Numbers listed below 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'' and can be found in the Type Certificate Numbers
listed below. The following models are covered by this special
condition:
List of All Airplane Models and Applicable TCDS
----------------------------------------------------------------------------------------------------------------
Certification
Make Model TC holder TCDS basis
----------------------------------------------------------------------------------------------------------------
Aerostar........................ PA-60-600
(Aerostar 600),
PA-60-601
(Aerostar 601),
PA-60-601P
(Aerostar 601P),
PA-60-602P
(Aerostar 602P).
PA-60-700P A17WE Revision 22. 14 CFR PART 23.
(Aerostar 700P).
Aerostar Aircraft
Corporation.
ALL AMERICAN.................... 10A............... All American A-792............. CAR 3.
Aircraft, Inc.
American Champion (Champion).... 402............... American Champion A3CE Revision 5... CAR 3.
Aircraft Corp.
American Champion (Bellanca) 7AC, 7ACA, 7EC, American Champion A-759 Revision 67. CAR 4a.
(Champion) (Aeronca). 7GCB, S7AC, S7EC, Aircraft Corp.
7GCBA (L-16A),
7BCM, 7ECA, 7GCBC
(L-16B), 7CCM,
7FC, 7HC, S7CCM,
7GC, 7JC, 7DC,
7GCA, 7KC, S7DC,
7GCAA, 7KCAB.
American Champion (Bellanca) 11AC, S11AC, 11BC, American Champion A-761 Revision 17. CAR 4a.
(Trytek) (Aeronca). S11BC. Aircraft Corp.
AMERICAN CHAMPION (Bellanca) 11CC, S11CC....... American Champion A-796 Revision 14. CAR 3.
(Trytek) (Aeronca). Aircraft
Corporation.
VARGA (Morrisey)................ 2150, 2150A, 2180. Augustair, Inc.... 4A19 Revision 9... CAR 3.
Bellanca........................ 14-13, 14-13-2, 14- Bellanca Aircraft A-773 Revision 10. CAR 4a.
13-3, 14-13-3W. Corporation.
Bellanca........................ 14-9, 14-9L....... Bellanca Aircraft TC716............. CAR 4a.
Corporation.
Cessna.......................... 310, 310J, Cessna Aircraft 3A10 Revision 62.. CAR 3.
310A(USAF U-3A), Company.
310J-1, 310B,
E310J, 310C,
310K, 310D, 310L,
310E(USAF U-3B),
310N, 310F, 310P,
310G, T310P,
310H, 310Q,
E310H, T310Q,
310I, 310R, T310R.
Cessna.......................... 321 (Navy OE-2)... Cessna Aircraft 3A11 Revision 6... CAR 3.
Company.
Cessna.......................... 172, 172I, 172A, Cessna Aircraft 3A12 Revision 73.. CAR 3.
172K, 172B, 172L, Company.
172C, 172M, 172D,
172N, 172E, 172P,
172F (USAF T-
41A), 172Q, 172G,
172H, (USAF T-
41A).
CESSNA.......................... 175, 175A, 175B, Cessna Aircraft 3A17 Revision 45.. CAR 3.
175C, P172D, Company.
R172E (USAF T-
41B) (USAF T-41C
and D), R172F
(USAF T-41D),
R172G (USAF T-41C
or D), R172H
(USAF T-41D),
R172J, R172K,
172RG.
Cessna.......................... 182, 182K, 182A, Cessna Aircraft 3A13 Revision 64.. CAR 3.
182L, 182B, 182M, Company.
182C, 182N, 182D,
182P, 182E, 182Q,
182F, 182R, 182G,
R182, 182H, T182,
182J, TR182.
Cessna.......................... 210, 210K, 210A, Cessna Aircraft 3A21 Revision 46.. CAR 3.
T210K, 210B, Company.
210L, 210C,
T210L, 210D,
210M, 210E,
T210M, 210F,
210N, T210F,
P210N, 210G,
T210N, T210G,
210R, 210H,
P210R, T210H,
T210R, 210J, 210-
5 (205), T210J,
210-5A (205A).
[[Page 20371]]
Cessna.......................... 185, A185E, 185A, Cessna Aircraft 3A24 Revision 37.. CAR 3.
A185F, 185B, Company.
185C, 185D, 185E.
Cessna.......................... 320, 320F, 320-1, Cessna Aircraft 3A25 Revision 25.. CAR 3.
335, 320A, 340, Company.
320B, 340A, 320C,
320D, 320E.
Cessna.......................... 140A.............. Cessna Aircraft 5A2 Revision 21... CAR 3.
Company.
Cessna.......................... 180, 180E, 180A, Cessna Aircraft 5A6 Revision 66... CAR 3.
180F, 180B, 180G, Company.
180C, 180H, 180D,
180J, 180E, 180K.
Cessna.......................... 336............... Cessna Aircraft A2CE Revision 7... CAR 3.
Company.
Cessna.......................... 206, U206B, Cessna Aircraft A4CE Revision 43.. CAR 3.
TP206D, P206, Company.
U206C, TP206E,
P206A, U206D,
TU206A, P206B,
U206E, TU206B,
P206C, U206F,
TU206C, P206D,
U206G, TU206D,
P206E, TP206A,
TU206E, U206,
TP206B, TU206F,
U206A, TP206C,
TU206G.
CESSNA.......................... 337A (USAF 02B), Cessna Aircraft A6CE Revision 40.. CAR 3/14 CFR PART
T337E, 337B, Company. 23.
337F, M337B (USAF
02A), T337F,
T337B, 337G,
337C, T337G,
T337C, 337H,
337D, P337H,
T337D, T337H,
T337H-SP.
CESSNA.......................... 401, 411A, 401A, Cessna Aircraft A7CE Revision 46.. CAR 3.
414, 401B, 414A, Company.
402, 421, 402A,
421A, 402B, 421B,
402C, 421C, 411,
425.
CESSNA.......................... 190 (LC-126A,B,C), Cessna Aircraft A-790 Revision 36. CAR 3.
195, 195A, 195B. Company.
Cessna.......................... 170, 170A, 170B... Cessna Aircraft A-799 Revision 54. CAR 3.
Company.
CESSNA.......................... 150, 150J, 150A, Cessna Aircraft 3A19 Revision 44.. CAR 3.
150K, 150B, Company.
A150K, 150C,
150L, 150D,
A150L, 150E,
150M, 150F,
A150M, 150G, 152,
150H, A152.
CESSNA.......................... 177, 177A, 177B... Cessna Aircraft A13CE Revision 24. 14 CFR PART 23.
Company.
CESSNA.......................... 404, 406.......... Cessna Aircraft A25CE Revision 11. 14 CFR PART 23.
Company.
Cessna.......................... 208, 208A, 208B... Cessna Aircraft A37CE Revision 12. 14 CFR PART 23.
Company.
Cessna.......................... 441............... Cessna Aircraft A28CE Revision 12. 14 CFR PART 23.
Company.
Cessna.......................... 120, 140.......... Cessna Aircraft A-768 Revision 34. CAR 4a.
Company.
Commander Aircraft.............. Model 112, Model Commander Aircraft A12SO Revision 21. 14 CFR PART 23.
114, Model 112TC, Company.
Model 112B, Model
112TCA, Model
114A, Model 114B,
Model 114TC.
Great Lakes..................... 2T-1A, 2T-1A-1, 2T- Great Lakes A18EA Revision 10. Aeronautical
1A-2. Aircraft Company, Bulletin No. 7-A.
LLC.
Helio (Taylorcraft)............. 15A, 20........... Helio Aircraft 3A3 Revision 7.... CAR 4a.
Corporation.
LEARJET......................... 23................ Learjet Inc....... A5CE Revision 10.. CAR 3.
LOCKHEED........................ 402-2............. Lockheed Aircraft 2A11 Revision 4... AR 3.
International.
LAND-AIR (TEMCO) (LUSCOMBE)..... 11A, 11E.......... Luscombe Aircraft A-804 Revision 14. CAR 3.
Corporation.
MAULE........................... Bee Dee M-4, M-5- MAULE AEROSPACE 3A23 Revision 30.. CAR 3.
180C, MXT-7-160, TECHNOLOGY, INC.
M-4-180V, M-4 M-5-
200, MX-7-180A, M-
4C, M-5-210C, MXT-
7-180A, M-4S, M-5-
210TC, MX-7-180B,
M-4T, M-5-220C, M-
7-235B, M-4-180C,
M-5-235C, M-7-
235A, M-4-180S, M-
6-180, M-7-235C,
M-4-180T, M-6-
235, MX-7-180C, M-
4-210, M-7-235, M-
7-260, M-4-210C,
MX-7-235, MT-7-
260, M-4-210S, MX-
7-180, M-7-260C,
M-4-210T, MX-7-
420, M-7-420AC, M-
4-220, MXT-7-180,
MX-7-160C, M-4-
220C, MT-7-235,
MX-7-180AC, M-4-
220S, M-8-235, M-
7-420A, M-4-220T,
MX-7-160, MT-7-
420.
Mooney.......................... M20, M20A, M20B, Mooney Airplane 2A3 Revision 47... CAR 3.
M20C, M20D, M20E, Company, Inc.
M20F, M20G, M20J,
M20K (Up to S/N
25-2000), M20L.
Interceptor (Aero Commander) 200, 200A, 200B, Prop-Jets, Inc.... 3A18 Revision 16.. CAR 3.
(Meyers). 200C, 200D, 400.
[[Page 20372]]
BEECH........................... 35-33, J35, 35- Raytheon Aircraft 3A15 Revision 90.. CAR 3.
A33, K35, 35-B33, Company.
M35, 35-C33, N35,
35-C33A, P35,
E33, S35, E33A,
V35, E33C, V35A,
F33, V35B, F33A,
36, F33C, A36,
G33, A36TC, H35,
B36TC, G36.
BEECH........................... 45 (YT-34), A45 (T- Raytheon Aircraft 5A3 Revision 25... CAR 03.
34A, B-45), D45 Company.
(T-34B).
BEECH........................... 19A, B23, B19, Raytheon Aircraft A1CE Revision 34.. CAR 3.
C23, M19A, A24, Company.
23, A24R, A23,
B24R, A23A, C24R,
A23-19, A23-24.
BEECH........................... 3N, E18S-9700,3NM, Raytheon Aircraft A-765 Revision 74. CAR 03.
G18S, 3TM, H18, Company.
JRB-6, C-45G, TC-
45G, D18C, C-45H,
TC-45H, D18S, TC-
45J or E18S, UC-
45J (SNB-5) RC-
45J (SNB-5P).
BEECH........................... 35, A35, E35, B35, Raytheon Aircraft A-777 Revision 57. CAR 03.
F35, C35, G35, Company.
D35, 35R.
RAYTHEON........................ 200, A100-1 (U- Raytheon Aircraft A24CE Revision 91. 14 CFR PART 23.
21J), 200C, A200 Company.
(C-12A), 200CT,
A200 (C-12C),
200T, A200C (UC-
12B), B200,
A200CT (C-12D),
B200C, A200CT
(FWC-12D),
B200CT, A200CT (C-
12F), B200T,
A200CT (RC-12D),
300, A200CT (RC-
12G), 300LW,
A200CT (RC-12H),
B300, A200CT (RC-
12K), B300C,
A200CT (RC-12P),
1900, A200CT (RC-
12Q), 1900C,
B200C (C-12F),
1900D, B200C (UC-
12M), B200C (C-
12R), B200C (UC-
12F), 1900C (C-
12J).
Beech........................... B95A, D55, D95A, Raytheon Aircraft 3A16 Revision 81.. CAR 3.
D55A, E95, E55, Company.
95-55, E55A, 95-
A55, 56TC, 95-
B55, A56TC, 95-
B55A, 58, 95-B55B
(T-42A), 58A, 95-
C55, 95, 95-C55A,
B95, G58.
BEECH........................... 60, A60, B60...... Raytheon Aircraft A12CE Revision 23. 14 CFR PART 23.
Company.
BEECH........................... 58P, 58PA, 58TC, Raytheon Aircraft A23CE Revision 14. 14 CFR PART 23.
58TCA. Company.
CESSNA.......................... CESSNA F172D, Reims Aviation A4EU Revision 11.. CAR 10/ CAR 3.
CESSNA F172E, S.A..
CESSNA F172F,
CESSNA F172G,
CESSNA F172H,
CESSNA F172K,
CESSNA F172L,
CESSNA F172M,
CESSNA F172N,
CESSNA F172P.
SOCATA.......................... TB 9, TB 10, TB SOCATA--GROUPE A51EU Revision 14. 14 CFR PART 23.
20, TB 21, TB 200. AEROSPATIALE.
Pitts........................... S-1S, S-1T, S-2, S- Sky International A8SO Revision 21.. 14 CFR PART 23.
2A, S-2S, S-2B, S- Inc. (Aviat
2C. Aircraft, Inc.).
Taylorcraft..................... 19, F19, F21, Taylorcraft 1A9 Revision 19... CAR 3.
F21A, F21B, F22, Aviation LLC.
F22A, F22B, F22C.
TAYLORCRAFT..................... BC, BCS12-D, BCS, Taylorcraft A-696 Revision 22. CAR 04.
BC12-D1, BC-65, Aviation, LLC.
BCS12-D1, BCS-65,
BC12D-85, BC12-65
(Army L-2H),
BCS12D-85, BCS12-
65, BC12D-4-85,
BC12-D, BCS12D-4-
85.
TAYLORCRAFT..................... (Army L-2G) BF, Taylorcraft, Inc.. A-699 Revision 5.. CAR 4a.
BFS, BF-60, BFS-
60, BF-65, BFS-
65, (Army L-2K)
BF 12-65, BFS-65.
LUSCOMBE........................ 8, 8D, 8A, 8E, 8B, The Don Luscombe A-694 Revision 23. CAR 4a.
8F, 8C, T-8F. Aviation History
Foundation, Inc.
PIPER........................... PA-28-140, PA-28- The New Piper 2A13 Revision 47.. CAR 3.
151, PA-28-150, Aircraft, Inc.
PA-28-161, PA-28-
160, PA-28-181,
PA-28-180, PA-28R-
201, PA-28-235,
PA-28R-201T, PA-
28S-160, PA-28-
236, PA-28S-180,
PA-28RT-201, PA-
28R-180, PA-28RT-
201T, PA-28R-200,
PA-28-201T.
PIPER........................... PA-30, PA-39, PA- The New Piper A1EA Revision 16.. CAR 3.
40. Aircraft, Inc.
PIPER........................... PA-32-260, PA-32R- The New Piper A3SO Revision 29.. CAR 3.
301 (SP), PA-32- Aircraft, Inc.
300, PA-32R-301
(HP), PA-32S-300,
PA-32R-301T, PA-
32R-300, PA-32-
301, PA-32RT-300,
PA-32-301T, PA-
32RT-300T, PA-32-
301FT, PA-32-
301XTC.
PIPER........................... PA-34-200, PA-34- The New Piper A7SO Revision 16.. 14 CFR PART 23.
200T, PA-34-220T. Aircraft, Inc.
[[Page 20373]]
PIPER........................... PA-31P, PA-31T, PA- The New Piper A8EA Revision 22.. CAR 3.
31T1, PA-31T2, PA- Aircraft, Inc.
31T3, PA-31P-350.
PIPER........................... PA-36-285, PA-36- The New Piper A9SO Revision 9... 14 CFR PART 23.
300, PA-36-375. Aircraft, Inc.
PIPER........................... PA-36-285, PA-36- The New Piper A10SO Revision 12. 14 CFR PART 21/14
300, PA-36-375. Aircraft, Inc. CFR PART 23.
PIPER........................... PA-38-112......... The New Piper A18SO Revision 4.. 14 CFR PART 23.
Aircraft, Inc.
PIPER........................... PA-44-180, PA-44- The New Piper A19SO Revision 9.. 14 CFR PART 23.
180T. Aircraft, Inc.
PIPER........................... PA-31, PA-31-300, The New Piper A20SO Revision 10. CAR 3.
PA-31-325, PA-31- Aircraft, Inc.
350.
PIPER........................... PA-42, PA-42-720, The New Piper A23SO Revision 17. 14 CFR PART 23.
PA-42-1000. Aircraft, Inc.
PIPER........................... PA-46-310P, PA-46- The New Piper A25SO Revision 14. 14 CFR PART 23.
350P, PA-46-500TP. Aircraft, Inc.
Tiger Aircraft LLC (American AA-1, AA-1A, AA- Tiger Aircraft LLC A11EA Revision 10. 14 CFR PART 23.
General). 1B, AA-1C.
Tiger Aircraft.................. AA-5, AA-5A, AA- Tiger Aircraft LLC A16EA Revision 13. 14 CFR PART 23.
5B, AG-5B.
Twin Commander.................. 500, 500-A, 500-B, Twin Commander 6A1 Revision 45... CAR 3.
500-U, 520, 560, Aircraft
560-A, 560-E, 500- Corporation.
S.
Twin Commander.................. 560-F, 681, 680, Twin Commander 2A4 Revision 46... CAR 3.
690, 680E, 685, Aircraft
680F, 690A, 720, Corporation.
690B, 680FL,
690C, 680FL(P),
690D, 680T, 695,
680V, 695A, 680W,
695B.
Univair (Stinson)............... 108, 108-1, 108-2, Univair Aircraft A-767 Revision 27. CAR 3.
108-3, 108-5. Corporation.
Univair......................... (ERCO) 415-D, Univair Aircraft A-787 Revision 33. CAR 3.
(ERCO) E, (ERCO) Corporation.
G, (Forney) F-1,
(Forney) F-1A,
(Alon) A-2,
(Alon) A2-A,
(Mooney) M10.
Univair (Mooney)................ (ERCO) 415-C, Univair Aircraft A-718 Revision 29. CAR 4a.
(ERCO) 415-CD. Corporation.
----------------------------------------------------------------------------------------------------------------
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., CAR 3. or part 23 as amended) do not contain
adequate or appropriate safety standards for the AmSafe, Inc.,
inflatable restraint as installed on these models because of a novel or
unusual design feature. Therefore, special conditions are prescribed
under the provisions of section 21.16.
Special conditions, as appropriate, as defined in section 11.19,
are issued in accordance with section 11.38, and become part of the
type certification basis in accordance with section 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
section 21.101.
Novel or Unusual Design Features
The various airplane models will incorporate the following novel or
unusual design feature:
The AmSafe, Inc., Inflatable Two-, Three-, Four-, or Five-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 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 the various
airplane models equipped with the AmSafe, Inc., two-, three-, four, or
five-point inflatable restraint. Other conditions may be developed, as
needed, based on further FAA review and discussions with the
manufacturer and civil aviation authorities.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified airplane 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.
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 of the occupant
restraint system for the airplane models listed in these proposed
Special Conditions.
[[Page 20374]]
Accordingly, the FAA proposes the following special conditions as part
of the type certification basis for these models, as modified by
AmSafe, Incorporated.
Inflatable Two-, Three-, Four-, or Five-Point Restraint Safety Belt
With an Integrated Airbag Device Installed in an Airplane Model.
1a. It must be shown that the inflatable restraint will provide
restraint protection under the emergency landing conditions specified
in the original certification basis of the airplane. Compliance will be
demonstrated using the static test conditions specified in the original
certification basis for each airplane.
1b. It must be shown that the crash sensor will trigger when
exposed to arapidly applied deceleration, like an actual emergency
landing event. Therefore, compliance may be demonstrated using the
deceleration pulse specified in paragraph 23.562, which may be modified
as follows:
I. The peak longitudinal deceleration may be reduced, however the
onset rate of the deceleration must be equal to or greater than the
emergency landing pulse identified in paragraph 23.562.
II. The peak longitudinal deceleration must be above the deployment
threshold of the sensor, and equal or greater than the forward static
design longitudinal load factor required by the original certification
basis of the airplane.
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 (C22g or C114) restraint.
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 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.
15. The installation of the AmSafe Aviation Inflatable Restraint
(AAIR) system is prohibited in agricultural airplanes type certificated
under the Restricted Category.
Issued in Kansas City, Missouri on April 6, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-5907 Filed 4-19-06; 8:45 am]
BILLING CODE 4910-13-P