Special Conditions: AMSAFE, Incorporated; Mooney Models M20K, M20M, M20R, and M20S; Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag Device, 2977-2980 [05-973]

Download as PDF Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Proposed Rules Dated: January 13, 2005. Allegra F. McCullough, Associate Deputy Administrator for Government Contracting and Business Development. [FR Doc. 05–1035 Filed 1–18–05; 8:45 am] BILLING CODE 8025–01–P 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 Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed special conditions. AGENCY: 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, VerDate jul<14>2003 15:09 Jan 18, 2005 Jkt 205001 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 singleengine, 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 PO 00000 Frm 00015 Fmt 4702 Sfmt 4702 2977 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 E:\FR\FM\19JAP1.SGM 19JAP1 2978 Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Proposed Rules 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 § 23.562, and it is not known if they would remain in tact following exposure to the crash pulse identified in § 23.562. Therefore, the test crash pulse used to satisfy this requirement may have a peak longitudinal deceleration lower than that required by § 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 § 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. VerDate jul<14>2003 15:09 Jan 18, 2005 Jkt 205001 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 § 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 PO 00000 Frm 00016 Fmt 4702 Sfmt 4702 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; §§ 23.33, 23.901 through 23.953, §§ 23.955 through 23.963, §§ 23.967 through 23.1047, §§ 23.1121 through 23.1193, §§ 23.1351 through 23.1401, § 23.1527, § 23.1553, as amended to June 17, 1970; §§ 23.1441 through 23.1449, as amended to February 1, 1977; §§ 23.1091 through 23.1105, as amended March 1, 1978; §§ 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; § 23.33, §§ 23.901 through 23.953, §§ 23.955 through 23.963, §§ 23.967 through 23.1047, §§ 23.1121 through 23.1193, §§ 23.1351 through 23.1401, § 23.1527, § 23.1553 of amendment 23–7; §§ 23.1441 through 23.1449 of amendment 23–9; §§ 23.1091 through 23.1105 of amendment 23–17; § 23.1301 of amendment 23–20; § 23.29 of amendment 23–21; § 23.1529 of amendment 23–26; §§ 23.45 through 23.77 of amendment 23–34; § 23.1587 of amendment 23–45; §§ 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. E:\FR\FM\19JAP1.SGM 19JAP1 Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Proposed Rules 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; § 23.29, as amended to March 1, 1978; § 23.33, as amended to September 14, 1969; §§ 23.901 through 23.953, §§ 23.955 through 23.963, §§ 23.967 through 23.1063, as amended to September 14, 1969; §§ 23.1091 through 23.1105, as amended to February 1, 1977; §§ 23.1121 through 23.1193, §§ 23.1351 through 23.1399, as amended to September 14, 1969; §§ 23.1401, as amended to August 11, 1971; §§ 23.1441 through 23.1449, as amended to June 17, 1970; § 23.1521, as amended to December 1, 1978; § 23.1525; § 23.1527, as amended to September 14, 1969; §§ 23.1545, 23.1549, 23.1553, as amended to December 1, 1978; § 23.1557, as amended to December 20, 1973; § 23.1559, as amended to March 1, 1978; § 23.1563, as amended to September 14, 1969; § 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; § 23.29, as amended to March 1, 1978; § 23.33, as amended to September 14, 1969; §§ 23.901 through 23.953, §§ 23.955 through 23.963, §§ 23.967 through 23.1063, as amended to September 14, 1969; §§ 23.1091 through 23.1105, as amended to February 1, 1977; §§ 23.1121 through 23.1193, §§ 23.1351 through 23.1399, as amended to September 14, 1969; § 23.1401, as amended to August 11, 1971; §§ 23.1441 through 23.1449, as amended to June 17, 1970; § 23.1521, as amended to December 1, 1978; § 23.1525; §§ 23.1527, as amended to September 14, 1969; §§ 23.1545, 23.1549, and 23.1553, as amended to December 1, 1978; §§ 23.1557, as amended to December 20, 1973; § 23.1559, as amended to March 1, 1978; § 23.1563, as amended to September 14, 1969; § 23.1583, as amended to December 1, 1978; 14 CFR part 36, effective VerDate jul<14>2003 15:09 Jan 18, 2005 Jkt 205001 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; §§ 23.33, dated September 14, 1969; §§ 23.45 through 23.77, as amended by Amendment 23–34, dated January 15, 1987; §§ 23.777, as amended by Amendment 23–7, dated September 14, 1969; §§ 23.901 through 23.953, §§ 23.955 through 23.963, §§ 23.967 through 23.1063, as amended by Amendment 23–7, dated September 14, 1969; §§ 23.1091 through 23.1105, as amended by Amendment 23–17, dated February 1, 1977; §§ 23.1121 through 23.1193, §§ 23.1351 through 23.1399, as amended by Amendment 23–7, dated September 14, 1969; § 23.1311, as amended by Amendment 23.49, dated March 11, 1996; § 23.1337(b), as amended by Amendment 23–7, dated September 14, 1969; § 23.1401, as amended by Amendment 23–11, dated August 11, 1971; §§ 23.1441 through 23.1449, as amended by Amendment 23–9, dated June 17, 1970; § 23.1521, as amended by Amendment 23–21, March 1, 1978; §§ 23.1525 and 23.1527, as amended by Amendment 23–7, dated September 14, 1969; § 23.1529, as amended by Amendment 23–26, dated October 14, 1980; §§ 23.1545, 23.1549, and 23.1553, as amended by Amendment 23–23, dated December 1, 1978; § 23.1555(a), as amended by Amendment 23–7, dated September 14, 1969; § 23.1557, as amended by Amendment 23–14, dated December 20, 1973; § 23.1559, as amended by Amendment 23–21, dated March 1, 1978; § 23.1563, as amended by Amendment 23–7, dated September 14, 1969; §§ 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 PO 00000 Frm 00017 Fmt 4702 Sfmt 4702 2979 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 § 21.16. Special conditions, as appropriate, as defined in § 11.19, are issued in accordance with § 11.38, and become part of the type certification basis in accordance with § 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 § 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 ThreePoint 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 § 21.101. E:\FR\FM\19JAP1.SGM 19JAP1 2980 Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Proposed Rules 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 § 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 § 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 VerDate jul<14>2003 15:09 Jan 18, 2005 Jkt 205001 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 PO 00000 Frm 00018 Fmt 4702 Sfmt 4702 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 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–20081; Directorate Identifier 2004–NM–132–AD] RIN 2120–AA64 Airworthiness Directives; Boeing Model 777–200 and 777–300 Series Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Notice of proposed rulemaking (NPRM). AGENCY: SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) for certain Boeing Model 777–200 and –300 series airplanes. This proposed AD would require modification of the operational program software (OPS) of the air data inertial reference unit (ADIRU). This proposed AD is prompted by a report of the display of erroneous heading information to the pilot due to a defect in the OPS of the ADIRU. We are proposing this AD to prevent the display of erroneous heading information to the pilot, which could result in loss of the main sources of attitude data, consequent high pilot workload, and subsequent deviation from the intended flight path. DATES: We must receive comments on this proposed AD by March 7, 2005. ADDRESSES: Use one of the following addresses to submit comments on this proposed AD. • DOT Docket Web site: Go to https://dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide rulemaking Web site: Go to https://www.regulations.gov and follow the instructions for sending your comments electronically. • Mail: Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., Nassif Building, room PL–401, Washington, DC 20590. • By fax: (202) 493–2251. • Hand Delivery: Room PL–401 on the plaza level of the Nassif Building, E:\FR\FM\19JAP1.SGM 19JAP1

Agencies

[Federal Register Volume 70, Number 12 (Wednesday, January 19, 2005)]
[Proposed Rules]
[Pages 2977-2980]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-973]


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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

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