Special Conditions: AMSAFE, Incorporated; Adam Aircraft Industries Model A500; Inflatable Four-Point Restraint Safety Belt With an Integrated Airbag Device, 35511-35514 [05-12148]
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35511
Rules and Regulations
Federal Register
Vol. 70, No. 118
Tuesday, June 21, 2005
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE225; Special Conditions No.
23–165–SC]
Special Conditions: AMSAFE,
Incorporated; Adam Aircraft Industries
Model A500; Inflatable Four-Point
Restraint Safety Belt With an
Integrated Airbag Device
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
SUMMARY: These special conditions are
issued to AMSAFE, Inc. for the
installation of an AMSAFE, Inc.,
Inflatable Four-Point Restraint Safety
Belt with an Integrated Airbag Device on
the Adam Model A500. These airplanes,
as modified by the installation of this
Inflatable Safety Belt, will have novel
and unusual design features associated
with the upper-torso restraint portions
of the four-point safety belt, which
contains an integrated airbag device.
The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: The effective date of these
special conditions is June 8, 2005.
Comments must be received on or
before July 21, 2005.
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.
CE225, 901 Locust, Room 506, Kansas
City, Missouri 64106, or delivered in
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duplicate to the Regional Counsel at the
above address. Comments must be
marked: CE225. Comments may be
inspected in the Rules Docket
weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr.
Mark James, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Kansas City,
Missouri, 816–329–4137, fax 816–329–
4090, e-mail mark.james@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment is
impractical because these procedures
would significantly delay issuance of
approval and thus delivery of the
affected aircraft. In addition, the
substance of these special conditions
has been subject to the public comment
process in several prior instances with
no substantive comments received. The
FAA, therefore, finds that good cause
exists for making these special
conditions effective upon issuance.
Comments Invited
Interested persons are invited to
submit such written data, views or
arguments, as they may desire.
Communications should identify the
regulatory docket or special condition
number and be submitted in duplicate
to the address specified above. All
communications received on or before
the closing date for comments will be
considered by the Administrator. The
special conditions may be changed in
light of the comments received. All
comments received will be available in
the Rules Docket for examination by
interested persons, both before and after
the closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Commenters wishing the FAA to
acknowledge receipt of their comments
submitted in response to this notice
must include a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
CE225.’’ The postcard will be date
stamped and returned to the
commenter.
Background
On May 24, 2005, Adam Aircraft
Industries applied for a type design
change, to include the new Adam
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Aircraft Industries Model A500 airplane
for the installation of an AMSAFE fourpoint safety belt restraint system
incorporating an inflatable airbag for the
pilot and co-pilot seats. The Adam
Model A500 is a twin engine, six-place
airplane, currently approved under
Type Certificate No. A00009DE.
The inflatable restraint system is fourpoint safety belt restraint system
consisting of a lap belt and dual
shoulder harnesses. An inflatable airbag
is attached to one of the shoulder
harnesses, and the other shoulder
harness is of conventional construction.
The inflatable portion of the restraint
system will rely on sensors to
electronically activate the inflator for
deployment. The inflatable restraint
system will be installed on both the
pilot and co-pilot seats.
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 one of the shoulder harnesses.
While airbags and inflatable restraints
are standard in the automotive industry,
the use of an inflatable four-point
restraint system is novel for general
aviation operations.
The FAA has determined that this
project will be accomplished on the
basis of providing the same current level
of safety of the Adam Aircraft Industries
Model A500 occupant restraint systems.
The FAA has two primary safety
concerns with the installation of airbags
or inflatable restraints:
• That they perform properly under
foreseeable operating conditions; and
• That they do not perform in a
manner or at such times as to impede
the pilot’s ability to maintain control of
the airplane or constitute a hazard to the
airplane or occupants.
The latter point has the potential to be
the more rigorous of the requirements.
An unexpected deployment while
conducting the takeoff or landing phases
of flight may result in an unsafe
condition. The unexpected deployment
may either startle the pilot or generate
a force sufficient to cause a sudden
movement of the control yoke. Either
action could result in a loss of control
of the airplane, the consequences of
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Federal Register / Vol. 70, No. 118 / Tuesday, June 21, 2005 / Rules and Regulations
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.
Adam Aircraft Industries 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 current
Adam Aircraft Industries Model A500
occupant restraints, the inflatable
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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 harnesses.
There is no requirement for the
inflatable portion of the restraint to offer
protection during multiple impacts,
where more than one impact would
require protection.
The inflatable restraint system must
deploy and provide protection for each
occupant under a crash condition. The
seats of the model A500 are certificated
to the structural requirements of
§ 23.562. Therefore, the test crash pulses
identified in § 23.562 must be used to
satisfy this requirement.
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 being
incorrectly buckled and/or installed
such that the airbag would not properly
deploy. As an alternative, Adam Aircraft
Industries may show that such
deployment is not hazardous to the
occupant and will still provide the
required protection.
The cabins of the Adam Model A500
airplanes identified in these special
conditions are confined areas, and the
FAA is concerned that noxious gases
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
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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 a reasonable time. This time
limit will offer a level of protection
throughout the impact event.
Type Certification Basis
Under the provisions of § 21.101,
Adam Aircraft Industries, must show
that the Adam Aircraft Model A500, as
changed, continues to meet the
applicable provisions of the regulations
incorporated by reference in Type
Certificate No. A00009DE 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. A00009DE are as follows:
Adam A500: Title 14, Code of Federal
Regulations, Part 23, dated February 1,
1965, as amended by Amendment 23–1
through 23–55.
For the model 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., part 23 as amended) do
not contain adequate or appropriate
safety standards for the AMSAFE, Inc.,
inflatable restraint, as installed on this
Adam Aircraft Industries model because
of a novel or unusual design feature.
Therefore, 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
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Federal Register / Vol. 70, No. 118 / Tuesday, June 21, 2005 / Rules and Regulations
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 Adam Aircraft Industries Model
A500 will incorporate the following
novel or unusual design feature:
The AMSAFE, Inc., Four-Point Safety
Belt Restraint System incorporating an
inflatable airbag for the pilot and copilot seats. The purpose of the airbag is
to reduce the potential for injury in the
event of an accident. In a severe impact,
an airbag will deploy from one shoulder
harness, in a manner similar to an
automotive airbag. The airbag will
deploy between the head of the
occupant and airplane interior structure.
Therefore, this will provide some
protection to the head of the occupant.
The restraint will rely on sensors to
electronically activate the inflator for
deployment.
The Code of Federal Regulations state
performance criteria for seats and
restraints in an objective manner.
However, none of these criteria are
adequate to address the specific issues
raised concerning inflatable restraints.
Therefore, the FAA has determined that,
in addition to the requirements of part
21 and part 23, special conditions are
needed to address the installation of this
inflatable restraint.
Accordingly, these special conditions
are adopted for the Adam Aircraft
Industries models equipped with the
AMSAFE, Inc., four-point inflatable
restraint. Other conditions may be
developed, as needed, based on further
FAA review and discussions with the
manufacturer and civil aviation
authorities.
Applicability
As discussed above, these special
conditions are applicable to the Adam
Aircraft Industries Model A500
equipped with the AMSAFE, Inc., fourpoint inflatable restraint system. Should
Adam Aircraft Industries, at a later date,
request to modify any other model on
the Type Certificate identified in these
special conditions to incorporate the
same novel or unusual design feature,
the special conditions would apply to
that model as well under the provisions
of § 21.101.
Conclusion
This action affects only certain novel
or unusual design features on the
previously identified Adam model. It is
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not a rule of general applicability, and
it affects only the applicant who applied
to the FAA for approval of these features
on the airplane.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, the
substance of these special conditions
has been subjected to the notice and
comment period in several prior
instances and has been derived without
substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. For this reason, and
because a delay would significantly
affect the certification of the airplane,
which is imminent, the FAA has
determined that prior public notice and
comment are unnecessary and
impracticable, and good cause exists for
adopting these special conditions upon
issuance. The FAA is requesting
comments to allow interested persons to
submit views that may not have been
submitted in response to the prior
opportunities for comment described
above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these special
conditions is as follows:
I
PART 23—[AMENDED]
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.101; and 14 CFR
11.38 and 11.19.
The Special Conditions
The FAA has determined that this
project will be accomplished on the
basis of not lowering the current level
of safety of the Adam Aircraft Industries
Model A500 occupant restraint system.
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for these models, as modified by
AMSAFE, Incorporated.
Inflatable Four-Point Restraint Safety
Belt with an Integrated Airbag Device on
the Pilot and Copilot Seats of the Adam
Aircraft Industries Model A500.
1. It must be shown that the inflatable
restraint will deploy and will provide
protection under crash conditions.
Compliance will be demonstrated using
the dynamic test condition specified in
14 CFR part 23, § 23.562(b)(2). It is not
necessary to account for floor warpage,
as required by § 23.562(b)(3). The means
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35513
of protection must take into
consideration a range of stature from a
5th percentile female to a 95th
percentile male. The inflatable restraint
must provide a consistent approach to
energy absorption throughout that
range.
2. The inflatable restraint must
provide adequate protection for each
occupant. In addition, unoccupied seats
that have an active restraint must not
constitute a hazard to any occupant.
3. The design must prevent the
inflatable restraint from being
incorrectly buckled and/or incorrectly
installed such that the airbag would not
properly deploy. Alternatively, it must
be shown that such deployment is not
hazardous to the occupant and will
provide the required protection.
4. It must be shown that the inflatable
restraint system is not susceptible to
inadvertent deployment as a result of
wear and tear or the inertial loads
resulting from in-flight or ground
maneuvers (including gusts and hard
landings) that are likely to be
experienced in service.
5. It must be extremely improbable for
an inadvertent deployment of the
restraint system to occur, or an
inadvertent deployment must not
impede the pilot’s ability to maintain
control of the airplane or cause an
unsafe condition (or hazard to the
airplane). In addition, a deployed
inflatable restraint must be at least as
strong as a Technical Standard Order
(C114) four-point harness.
6. It must be shown that deployment
of the inflatable restraint system is not
hazardous to the occupant and will not
result in injuries that could impede
rapid egress. This assessment should
include occupants whose restraint is
loosely fastened.
7. It must be shown that an
inadvertent deployment that could
cause injury to a standing or sitting
person is improbable. In addition, the
restraint must also provide suitable
visual warnings that would alert rescue
personnel to the presence of an
inflatable restraint system.
8. It must be shown that the inflatable
restraint will not impede rapid egress of
the occupants 10 seconds after its
deployment.
9. 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.
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Federal Register / Vol. 70, No. 118 / Tuesday, June 21, 2005 / Rules and Regulations
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 June 8,
2005.
John Colomy,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–12148 Filed 6–20–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20869; Directorate
Identifier 2004–NM–09–AD; Amendment 39–
14139; AD 2005–13–03]
RIN 2120–AA64
Airworthiness Directives; AvCraft
Dornier Model 328–100 and –300
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
SUMMARY:
AvCraft Dornier Model 328–100 and
–300 airplanes. This AD requires
operators to install colored
identification strips on the pulley
brackets, fairlead bracket assemblies,
operational assemblies, and flight
control cables. This AD is prompted by
a report that the flight control systems
do not have elements that are
distinctively identified. We are issuing
this AD to prevent the incorrect reassembly of the flight control system
during maintenance, which could result
in reduced controllability of the
airplane.
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98055–4056; telephone (425) 227–2125;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 with
an AD for certain AvCraft Dornier
Model 328–100 and –300 airplanes.
That action, published in the Federal
Register on April 6, 2005 (70 FR 17370),
proposed to require operators to install
colored identification strips on the
pulley brackets, fairlead bracket
assemblies, operational assemblies, and
flight control cables.
This AD becomes effective July
26, 2005.
The incorporation by reference of
certain publications listed in the AD is
approved by the Director of the Federal
Register as of July 26, 2005.
ADDRESSES: For service information
identified in this AD, contact AvCraft
Aerospace GmbH, P.O. Box 1103, D–
82230 Wessling, Germany.
Docket: The AD docket contains the
proposed AD, comments, and any final
disposition. You can examine the AD
docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The
Docket Management Facility office
(telephone (800) 647–5227) is located on
the plaza level of the Nassif Building at
the U.S. Department of Transportation,
400 Seventh Street SW., room PL–401,
Washington, DC. This docket number is
FAA–2005–20869; the directorate
identifier for this docket is 2004–NM–
09–AD.
FOR FURTHER INFORMATION CONTACT: Dan
Rodina, Aerospace Engineer,
International Branch, ANM–116, FAA,
Comments
DATES:
We provided the public the
opportunity to participate in the
development of this AD. No comments
have been submitted on the proposed
AD or on the determination of the cost
to the public.
Explanation of Change to Applicability
We have revised the applicability of
the proposed AD to identify model
designations as published in the most
recent type certificate data sheet for the
affected models.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
adopting the AD with the change
described previously. We have
determined that these changes will
neither increase the economic burden
on any operator nor increase the scope
of the AD.
Costs of Compliance
The following table provides the
estimated costs for U.S. operators to
comply with this AD.
ESTIMATED COSTS
Average
labor rate
per hour
Work
hours
Action
Installation ................................................
16
The following table provides the
estimated costs for operators to comply
with this AD if they have airplanes that
Parts
$65
Cost per
airplane
$291
$1,331
Number of
U.S.registered
airplanes
112
Fleet cost
$149,072
are subject to the concurrent
requirements.
ESTIMATED COSTS—CONCURRENT REQUIREMENTS
Concurrent Dornier Service Bulletin
SB–328–27–290 .............................................
SB–328–27–291 .............................................
SB–328–27–292 .............................................
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Average
labor rate
per hour
Work hours
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5
5
5
Frm 00004
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$65
65
65
Sfmt 4700
Parts
Operator Supplied ..........................................
Operator Supplied ..........................................
Operator Supplied ..........................................
E:\FR\FM\21JNR1.SGM
21JNR1
Cost per
airplane
$325
325
325
]]>Agencies
[Federal Register Volume 70, Number 118 (Tuesday, June 21, 2005)]
[Rules and Regulations]
[Pages 35511-35514]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-12148]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 70, No. 118 / Tuesday, June 21, 2005 / Rules
and Regulations
[[Page 35511]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE225; Special Conditions No. 23-165-SC]
Special Conditions: AMSAFE, Incorporated; Adam Aircraft
Industries Model A500; Inflatable Four-Point Restraint Safety Belt With
an Integrated Airbag Device
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued to AMSAFE, Inc. for the
installation of an AMSAFE, Inc., Inflatable Four-Point Restraint Safety
Belt with an Integrated Airbag Device on the Adam Model A500. These
airplanes, as modified by the installation of this Inflatable Safety
Belt, will have novel and unusual design features associated with the
upper-torso restraint portions of the four-point safety belt, which
contains an integrated airbag device. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: The effective date of these special conditions is June 8, 2005.
Comments must be received on or before July 21, 2005.
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. CE225, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE225. Comments
may be inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr. Mark James, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4137,
fax 816-329-4090, e-mail mark.james@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment is impractical because these
procedures would significantly delay issuance of approval and thus
delivery of the affected aircraft. In addition, the substance of these
special conditions has been subject to the public comment process in
several prior instances with no substantive comments received. The FAA,
therefore, finds that good cause exists for making these special
conditions effective upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views
or arguments, as they may desire. Communications should identify the
regulatory docket or special condition number and be submitted in
duplicate to the address specified above. All communications received
on or before the closing date for comments will be considered by the
Administrator. The special conditions may be changed in light of the
comments received. All comments received will be available in the Rules
Docket for examination by interested persons, both before and after the
closing date for comments. A report summarizing each substantive public
contact with FAA personnel concerning this rulemaking will be filed in
the docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to CE225.'' The postcard will be date stamped and returned
to the commenter.
Background
On May 24, 2005, Adam Aircraft Industries applied for a type design
change, to include the new Adam Aircraft Industries Model A500 airplane
for the installation of an AMSAFE four-point safety belt restraint
system incorporating an inflatable airbag for the pilot and co-pilot
seats. The Adam Model A500 is a twin engine, six-place airplane,
currently approved under Type Certificate No. A00009DE.
The inflatable restraint system is four-point safety belt restraint
system consisting of a lap belt and dual shoulder harnesses. An
inflatable airbag is attached to one of the shoulder harnesses, and the
other shoulder harness is of conventional construction. The inflatable
portion of the restraint system will rely on sensors to electronically
activate the inflator for deployment. The inflatable restraint system
will be installed on both the pilot and co-pilot seats.
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
one of the shoulder harnesses. While airbags and inflatable restraints
are standard in the automotive industry, the use of an inflatable four-
point restraint system is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of providing the same current level of safety of the Adam
Aircraft Industries Model A500 occupant restraint systems. The FAA has
two primary safety concerns with the installation of airbags or
inflatable restraints:
That they perform properly under foreseeable operating
conditions; and
That they do not perform in a manner or at such times as
to impede the pilot's ability to maintain control of the airplane or
constitute a hazard to the airplane or occupants.
The latter point has the potential to be the more rigorous of the
requirements. An unexpected deployment while conducting the takeoff or
landing phases of flight may result in an unsafe condition. The
unexpected deployment may either startle the pilot or generate a force
sufficient to cause a sudden movement of the control yoke. Either
action could result in a loss of control of the airplane, the
consequences of
[[Page 35512]]
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. Adam Aircraft Industries 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 current Adam Aircraft Industries
Model A500 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 harnesses. There is no requirement for
the inflatable portion of the restraint to offer protection during
multiple impacts, where more than one impact would require protection.
The inflatable restraint system must deploy and provide protection
for each occupant under a crash condition. The seats of the model A500
are certificated to the structural requirements of Sec. 23.562.
Therefore, the test crash pulses identified in Sec. 23.562 must be
used to satisfy this requirement.
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
being incorrectly buckled and/or installed such that the airbag would
not properly deploy. As an alternative, Adam Aircraft Industries may
show that such deployment is not hazardous to the occupant and will
still provide the required protection.
The cabins of the Adam Model A500 airplanes identified in these
special conditions are confined areas, and the FAA is concerned that
noxious gases 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 a
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, Adam Aircraft Industries,
must show that the Adam Aircraft Model A500, as changed, continues to
meet the applicable provisions of the regulations incorporated by
reference in Type Certificate No. A00009DE 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. A00009DE
are as follows:
Adam A500: Title 14, Code of Federal Regulations, Part 23, dated
February 1, 1965, as amended by Amendment 23-1 through 23-55.
For the model 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., part 23 as amended) do not contain adequate or
appropriate safety standards for the AMSAFE, Inc., inflatable
restraint, as installed on this Adam Aircraft Industries model because
of a novel or unusual design feature. Therefore, 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
[[Page 35513]]
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 Adam Aircraft Industries Model A500 will incorporate the
following novel or unusual design feature:
The AMSAFE, Inc., Four-Point Safety Belt Restraint System
incorporating an inflatable airbag for the pilot and co-pilot seats.
The purpose of the airbag is to reduce the potential for injury in the
event of an accident. In a severe impact, an airbag will deploy from
one shoulder harness, in a manner similar to an automotive airbag. The
airbag will deploy between the head of the occupant and airplane
interior structure. Therefore, this will provide some protection to the
head of the occupant. The restraint will rely on sensors to
electronically activate the inflator for deployment.
The Code of Federal Regulations state performance criteria for
seats and restraints in an objective manner. However, none of these
criteria are adequate to address the specific issues raised concerning
inflatable restraints. Therefore, the FAA has determined that, in
addition to the requirements of part 21 and part 23, special conditions
are needed to address the installation of this inflatable restraint.
Accordingly, these special conditions are adopted for the Adam
Aircraft Industries models equipped with the AMSAFE, Inc., four-point
inflatable restraint. Other conditions may be developed, as needed,
based on further FAA review and discussions with the manufacturer and
civil aviation authorities.
Applicability
As discussed above, these special conditions are applicable to the
Adam Aircraft Industries Model A500 equipped with the AMSAFE, Inc.,
four-point inflatable restraint system. Should Adam Aircraft
Industries, at a later date, request to modify any other model on the
Type Certificate identified in these special conditions to incorporate
the same novel or unusual design feature, the special conditions would
apply to that model as well under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Adam model. It is not a rule of general
applicability, and it affects only the applicant who applied to the FAA
for approval of these features on the airplane.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, the substance of these special conditions
has been subjected to the notice and comment period in several prior
instances and has been derived without substantive change from those
previously issued. It is unlikely that prior public comment would
result in a significant change from the substance contained herein. For
this reason, and because a delay would significantly affect the
certification of the airplane, which is imminent, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon issuance. The FAA is requesting comments to allow
interested persons to submit views that may not have been submitted in
response to the prior opportunities for comment described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
PART 23--[AMENDED]
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety of the Adam
Aircraft Industries Model A500 occupant restraint system. Accordingly,
pursuant to the authority delegated to me by the Administrator, the
following special conditions are issued as part of the type
certification basis for these models, as modified by AMSAFE,
Incorporated.
Inflatable Four-Point Restraint Safety Belt with an Integrated
Airbag Device on the Pilot and Copilot Seats of the Adam Aircraft
Industries Model A500.
1. It must be shown that the inflatable restraint will deploy and
will provide protection under crash conditions. Compliance will be
demonstrated using the dynamic test condition specified in 14 CFR part
23, Sec. 23.562(b)(2). It is not necessary to account for floor
warpage, as required by Sec. 23.562(b)(3). The means of protection
must take into consideration a range of stature from a 5th percentile
female to a 95th percentile male. The inflatable restraint must provide
a consistent approach to energy absorption throughout that range.
2. The inflatable restraint must provide adequate protection for
each occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
3. The design must prevent the inflatable restraint from being
incorrectly buckled and/or incorrectly installed such that the airbag
would not properly deploy. Alternatively, it must be shown that such
deployment is not hazardous to the occupant and will provide the
required protection.
4. It must be shown that the inflatable restraint system is not
susceptible to inadvertent deployment as a result of wear and tear or
the inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings) that are likely to be experienced
in service.
5. It must be extremely improbable for an inadvertent deployment of
the restraint system to occur, or an inadvertent deployment must not
impede the pilot's ability to maintain control of the airplane or cause
an unsafe condition (or hazard to the airplane). In addition, a
deployed inflatable restraint must be at least as strong as a Technical
Standard Order (C114) four-point harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant and will not result in injuries
that could impede rapid egress. This assessment should include
occupants whose restraint is loosely fastened.
7. It must be shown that an inadvertent deployment that could cause
injury to a standing or sitting person is improbable. In addition, the
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
8. It must be shown that the inflatable restraint will not impede
rapid egress of the occupants 10 seconds after its deployment.
9. 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.
[[Page 35514]]
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 June 8, 2005.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-12148 Filed 6-20-05; 8:45 am]
BILLING CODE 4910-13-P
