Special Conditions: AmSafe, Inc.; Approved Model List; Installation of AmSafe Inflatable Restraints in Normal and Utility Category Non-23.562 Certified Airplanes, 34237-34243 [E6-9226]

Download as PDF Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations Frequency Field strength (volts per meter) Peak 2 GHz–4 GHz ............... 4 GHz–6 GHz ............... 6 GHz–8 GHz ............... 8 GHz–12 GHz ............. 12 GHz–18 GHz ........... 18 GHz–40 GHz ........... Average 3000 3000 1000 3000 2000 600 200 200 200 300 200 200 The field strengths are expressed in terms of peak root-mean-square (rms) values. or, (2) The applicant may demonstrate by a system test and analysis that the electrical and electronic systems that perform critical functions can withstand a minimum threat of 100 volts per meter peak electrical strength, without the benefit of airplane structural shielding, in the frequency range of 10 kHz to 18 GHz. When using this test to show compliance with the HIRF requirements, no credit is given for signal attenuation due to installation. Data used for engine certification may be used, when appropriate, for airplane certification. 2. Electronic Engine Control System. The installation of the electronic engine control system must comply with the requirements of § 23.1309(a) through (e) at Amendment 23–49. The intent of this requirement is not to re-evaluate the inherent hardware reliability of the control itself, but rather determine the effects, including environmental effects addressed in § 23.1309(e), on the airplane systems and engine control system when installing the control on the airplane. When appropriate, engine certification data may be used when showing compliance with this requirement. With respect to compliance with § 23.1309(e), the levels required for compliance shall be at the levels for catastrophic failure conditions. Issued in Kansas City, Missouri on June 7, 2006. David R. Showers, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E6–9228 Filed 6–13–06; 8:45 am] mstockstill on PROD1PC61 with RULES BILLING CODE 4910–13–P VerDate Aug<31>2005 15:14 Jun 13, 2006 Jkt 208001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 23 [Docket No. CE242; Special Conditions No. 23–182–SC] Special Conditions: AmSafe, Inc.; Approved Model List; Installation of AmSafe Inflatable Restraints in Normal and Utility Category Non-23.562 Certified Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions. AGENCY: SUMMARY: These special conditions are issued for the installation of an AmSafe, Inc., Inflatable Two-, Three-, Four- or Five-Point Restraint Safety Belt with an Integrated Airbag Device on various airplane models. These airplanes, as modified by AmSafe, Inc., will have a novel or unusual design feature(s) associated with the lap belt or shoulder harness portion of the safety belt, which contains an integrated airbag device. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. DATES: Effective Date: The effective date of these special conditions is June 6, 2006. Mr. Mark James, Federal Aviation Administration, Aircraft Certification Service, Small Airplane Directorate, ACE–111, 901 Locust, Room 301, Kansas City, Missouri 64106; 816–329– 4137, fax 816–329–4090 e-mail mark.james@faa.gov. FOR FURTHER INFORMATION CONTACT: SUPPLEMENTARY INFORMATION: Background On August 19, 2005, AmSafe, Inc., Aviation Inflatable Restraints (AAIR) Division, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for a supplemental type certificate for the installation of an inflatable restraint in various airplane models certificated before the dynamic structural requirements as specified in 14 CFR, part 23, § 23.562, took effect. The inflatable restraint system is either a two-, three-, four-, or five-point safety belt restraint system consisting of a shoulder harness and a lap belt with an inflatable airbag attached to either the lap belt or the shoulder harness. The PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 34237 inflatable portion of the restraint system will rely on sensors to electronically activate the inflator for deployment. The inflatable restraint system will be made available on the pilot, co-pilot, and passenger seats of these airplanes. In the event of an emergency landing, the airbag will inflate and provide a protective cushion between the occupant’s head and structure within the airplane. This will reduce the potential for head and torso injury. The inflatable restraint behaves in a manner that is similar to an automotive airbag, but in this case, the airbag is integrated into the lap or shoulder belt. While airbags and inflatable restraints are standard in the automotive industry, the use of an inflatable restraint system is novel for general aviation operations. The FAA has determined that this project will be accomplished on the basis of not lowering the current level of safety of the airplanes’ original certification basis. The FAA has two primary safety concerns with the installation of airbags or inflatable restraints: • That they perform properly under foreseeable operating conditions; and • That they do not perform in a manner or at such times as to impede the pilot’s ability to maintain control of the airplane or constitute a hazard to the airplane or occupants. The latter point has the potential to be the more rigorous of the requirements. An unexpected deployment while conducting the takeoff or landing phases of flight may result in an unsafe condition. The unexpected deployment may either startle the pilot, or generate a force sufficient to cause a sudden movement of the control yoke. Either action could result in a loss of control of the airplane, the consequences of which are magnified due to the low operating altitudes during these phases of flight. The FAA has considered this when establishing these special conditions. The inflatable restraint system relies on sensors to electronically activate the inflator for deployment. These sensors could be susceptible to inadvertent activation, causing deployment in a potentially unsafe manner. The consequences of an inadvertent deployment must be considered in establishing the reliability of the system. AmSafe, Inc., must show that the effects of an inadvertent deployment in flight are not a hazard to the airplane or that an inadvertent deployment is extremely improbable. In addition, general aviation aircraft are susceptible to a large amount of cumulative wear and tear on a restraint system. It is likely that the potential for inadvertent E:\FR\FM\14JNR1.SGM 14JNR1 mstockstill on PROD1PC61 with RULES 34238 Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations deployment increases as a result of this cumulative damage. Therefore, the impact of wear and tear on inadvertent deployment must be considered. Due to the effects of this cumulative damage, a life limit must be established for the appropriate system components in the restraint system design. There are additional factors to be considered to minimize the chances of inadvertent deployment. General aviation airplanes are exposed to a unique operating environment, since the same airplane may be used by both experienced and student pilots. The effect of this environment on inadvertent deployment must be understood. Therefore, qualification testing of the firing hardware/software must consider the following: • The airplane vibration levels appropriate for a general aviation airplane; and • The inertial loads that result from typical flight or ground maneuvers, including gusts and hard landings. Any tendency for the firing mechanism to activate as a result of these loads or acceleration levels is unacceptable. Other influences on inadvertent deployment include high intensity electromagnetic fields (HIRF) and lightning. Since the sensors that trigger deployment are electronic, they must be protected from the effects of these threats. To comply with HIRF and lightning requirements, the AmSafe, Inc., inflatable restraint system is considered a critical system, since its inadvertent deployment could have a hazardous effect on the airplane. Given the level of safety of the retrofitted airplane occupant restraints, the inflatable restraint system must show that it will offer an equivalent level of protection in the event of an emergency landing. In the event of a deployment, the restraint must still be at least as strong as a Technical Standard Order approved belt and shoulder 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 during emergency landing conditions as specified in the original certification basis. The seats of the various airplane models were certificated prior to the dynamic structural requirements of § 23.562. Therefore, the emergency landing loads conditions identified in the original certification basis of the airplane must be used to satisfy this requirement. Compliance will be demonstrated using VerDate Aug<31>2005 15:14 Jun 13, 2006 Jkt 208001 the test condition specified in the original certification basis. It must also be shown that the crash sensor will trigger when exposed to a rapidly applied deceleration, like an actual crash event. Therefore, the test crash pulses identified in § 23.562 must be used to satisfy this requirement, although, the peak ‘‘G’’ may be reduced to a level meeting the original certification requirements of the aircraft. Testing to these pulses will demonstrate that the crash sensor will trigger when exposed to a rapidly applied deceleration, like an actual crash event. It is possible a wide range of occupants will use the inflatable restraint. Thus, the protection offered by this restraint should be effective for occupants that range from the fifth percentile female to the ninety-fifth percentile male. In support of this operational capability, there must be a means to verify the integrity of this system before each flight. As an option, AmSafe, Inc., can establish inspection intervals where they have demonstrated the system to be reliable between these intervals. It is possible that an inflatable restraint will be ‘‘armed’’ even though no occupant is using the seat. While there will be means to verify the integrity of the system before flight, it is also prudent to require that unoccupied seats with active restraints not constitute a hazard to any occupant. This will protect any individual performing maintenance inside the cockpit while the aircraft is on the ground. The restraint must also provide suitable visual warnings that would alert rescue personnel to the presence of an inflatable restraint system. In addition, the design must prevent the inflatable seatbelt from being incorrectly buckled and/or installed such that the airbag would not properly deploy. As an alternative, AmSafe, Inc., may show that such deployment is not hazardous to the occupant and will still provide the required protection. The cabins of the various model 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. PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 The airbag is likely to have a large volume displacement, and possibly impede the egress of an occupant. Since the bag deflates to absorb energy, it is likely that the inflatable restraint would be deflated at the time an occupant would attempt egress. However, it is appropriate to specify a time interval after which the inflatable restraint may not impede rapid egress. Ten seconds has been chosen as reasonable time. This time limit will offer a level of protection throughout the impact event. Finally, there is an elevated risk associated with inadvertent deployment for agricultural airplanes, which are type certificated under the restricted category. This is due to the unique operating environment and low altitude flying of these airplanes. The FAA is still trying to understand the risk and benefit associated with the installation of these systems into restricted category airplanes in general and agricultural airplanes specifically. Therefore, the installation of the AAIR system is currently prohibited in agricultural airplanes type certificated under the restricted category. Special conditions for the installation of AAIR systems on other Non-23.562 certificated airplanes have been issued and no substantive public comments were received. Since the same special conditions were issued multiple times for different model airplanes with no substantive public comments, the FAA began issuing direct final special conditions with an invitation for public comment. This was done to eliminate the waiting period for public comments, and so AmSafe, Inc., could proceed with the project, since no comments were expected. These previous special conditions were issued for a single model airplane or for variants of a model from a single airplane manufacturer, and required dynamic testing of each AAIR system installation for showing compliance. The AML Supplemental Type Certificate sought by AmSafe, Inc., has numerous airplane models and manufacturers. Since AmSafe, Inc., has previously demonstrated by dynamic testing, and has the supporting data, that the Electronics Module Assembly (EMA) and the inflator assembly will function as intended in a simulated dynamic emergency landing, it is not necessary to repeat the test for each airplane model shown in these special conditions. This is a departure from the method of showing compliance used in the prior special conditions. Testing is required to show compliance, but it is not necessary to repeat the testing for each airplane installation. Existing test data E:\FR\FM\14JNR1.SGM 14JNR1 Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations is adequate for showing compliance for other airplanes where the AAIR equipment is identical and the installation is nearly identical. Since this is a substantial change in the philosophy of showing compliance, it was prudent to give the public time to comment on these special conditions. We published a notice of proposed special conditions No. 23–06–02–SC on April 20, 2006 (71FR 20368). The comment period closed on May 22, 2006. Type Certification Basis Under the provisions of 14 CFR part 21, § 21.101, AmSafe, Inc., must show that the affected airplane models, as changed, continue to meet the applicable provisions of the regulations incorporated by reference in the Type 34239 Certificate Numbers listed below or the applicable regulations in effect on the date of application for the change. The regulations incorporated by reference in the type certificate are commonly referred to as the ‘‘original type certification basis’’ and can be found in the Type Certificate Numbers listed below. The following models are covered by this special condition: LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS Make Model Aerostar ............................... PA–60–600 (Aerostar 600) ................... PA–60–601 (Aerostar 601) PA–60–601P (Aerostar 601P) PA–60–602P (Aerostar 602P) PA–60–700P (Aerostar 700P) 10A ........................................................ 402 ........................................................ All American ........................ American Champion (Champion). American Champion ............ (Bellanca) (Champion) (Aeronca). American Champion ............ (Bellanca) (Trytek) (Aeronca) American Champion ............ (Bellanca) (Trytek) (Aeronca) Varga (Morrisey) .................. Bellanca ............................... TC holder A17WE Revision 22. 14 CFR Part 23. All American Aircraft, Inc ... American Champion Aircraft Corp. American Champion Aircraft Corp. A–792 .................... A3CE Revision 5 ... CAR 3. CAR 3. A–759 Revision 67 CAR 4a. American Champion Aircraft Corp. A–761 Revision 17 CAR 4a. 11CC, S11CC ....................................... American Champion Aircraft Corporation. A–796 Revision 14 CAR 3. 2150, 2150A, 2180 ................................ 14–13, 14–13–2, 14–13–3, 14–13–3W Augustair, Inc ..................... Bellanca Aircraft Corporation. Bellanca Aircraft Corporation. Cessna Aircraft Company .. 4A19 Revision 9 .... A–773 Revision 10 CAR 3. CAR 4a. TC716 .................... CAR 4a. 3A10 Revision 62 .. CAR 3. Cessna Aircraft Company .. Cessna Aircraft Company .. 3A11 Revision 6 .... 3A12 Revision 73 .. CAR 3. CAR 3. Cessna Aircraft Company .. 3A17 Revision 45 .. CAR 3. Cessna Aircraft Company .. 3A13 Revision 64 .. CAR 3. Cessna Aircraft Company .. 3A21 Revision 46 .. CAR 3. Cessna Aircraft Company .. 3A24 Revision 37 .. CAR 3. Cessna Aircraft Company .. 3A25 Revision 25 .. CAR 3. Cessna Aircraft Company .. Cessna Aircraft Company .. 5A2 Revision 21 .... 5A6 Revision 66 .... CAR 3. CAR 3 7AC, 7ACA, 7EC, 7GCB, S7AC, S7EC, 7GCBA (L–16A), 7BCM, 7ECA, 7GCBC (L–16B), 7CCM, 7FC, 7HC, S7CCM, 7GC, 7JC, 7DC, 7GCA, 7KC, S7DC, 7GCAA, 7KCAB. 11AC, S11AC, 11BC, S11BC ............... 14–9, 14–9L .......................................... Cessna ................................ 310, 310J, 310A (USAF U–3A), 310J– 1, 310B, E310J, 310C, 310K, 310D, 310L, 310E (USAF U–3B), 310N, 310F, 310P, 310G, T310P, 310H, 310Q, E310H, T310Q, 310I, 310R, T310R. 321 (Navy OE–2) .................................. 172, 172I, 172A, 172K, 172B, 172L, 172C, 172M, 172D, 172N, 172E, 172P, 172F (USAF T–41A), 172Q, 172G, 172H, (USAF T–41A). 175, 175A, 175B, 175C, P172D, R172E (USAF T–41B) (USAF T–41C and D), R172F (USAF T–41D), R172G (USAF T–41C or D), R172H (USAF T–41D), R172J, R172K, 172RG. 182, 182K, 182A, 182L, 182B, 182M, 182C, 182N, 182D, 182P, 182E, 182Q, 182F, 182R, 182G, R182, 182H, T182, 182J, TR182. 210, 210K, 210A, T210K, 210B, 210L, 210C, T210L, 210D, 210M, 210E, T210M, 210F, 210N, T210F, P210N, 210G, T210N, T210G, 210R, 210H, P210R, T210H, T210R, 210J, 210–5 (205), T210J, 210–5A (205A). 185, A185E, 185A, A185F, 185B, 185C, 185D, 185E. 320, 320F, 320–1, 335, 320A, 340, 320B, 340A, 320C, 320D, 320E. 140A ...................................................... 180, 180E, 180A, 180F, 180B, 180G, 180C, 180H, 180D, 180J, 180E, 180K. Cessna ................................ Cessna ................................ Cessna ................................ mstockstill on PROD1PC61 with RULES Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ VerDate Aug<31>2005 15:14 Jun 13, 2006 Certification basis Aerostar Aircraft Corporation. Bellanca ............................... Cessna ................................ Cessna ................................ TCDS Jkt 208001 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 E:\FR\FM\14JNR1.SGM 14JNR1 34240 Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model TC holder TCDS Cessna ................................ Cessna ................................ Cessna Aircraft Company .. Cessna Aircraft Company .. A2CE Revision 7 ... A4CE Revision 43 CAR 3. CAR 3. Cessna Aircraft Company .. A6CE Revision 40 CAR 3/14 CFR Part 23. Cessna Aircraft Company .. A7CE Revision 46 CAR 3. Cessna Aircraft Company .. Cessna Aircraft Company .. Cessna Aircraft Company .. A–790 Revision 36 A–799 Revision 54 3A19 Revision 44 .. CAR 3. CAR 3. CAR 3. Cessna Aircraft Company .. Cessna Aircraft Company .. Cessna Aircraft Company .. Cessna Aircraft Company .. Cessna Aircraft Company .. Commander Aircraft Company. A13CE Revision 24 A25CE Revision 11 A37CE Revision 12 A28CE Revision 12 A–768 Revision 34 A12SO Revision 21 14 CFR Part 14 CFR Part 14 CFR Part 14 CFR Part CAR 4a. 14 CFR Part Great Lakes ......................... 336 ........................................................ 206, U206B, TP206D, P206, U206C, TP206E, P206A, U206D, TU206A, P206B, U206E, TU206B, P206C, U206F, TU206C, P206D, U206G, TU206D, P206E, TP206A, TU206E, U206, TP206B, TU206F, U206A, TP206C, TU206G. 337A (USAF 02B), T337E, 337B, 337F, M337B (USAF 02A), T337F, T337B, 337G, 337C, T337G, T337C, 337H, 337D, P337H, T337D, T337H, T337H–SP. 401, 411A, 401A, 414, 401B, 414A, 402, 421, 402A, 421A, 402B, 421B, 402C, 421C, 411, 425. 190 (LC–126A,B,C), 195, 195A, 195B 170, 170A, 170B ................................... 150, 150J, 150A, 150K, 150B, A150K, 150C, 150L, 150D, A150L, 150E, 150M, 150F, A150M, 150G, 152, 150H, A152. 177, 177A, 177B ................................... 404, 406 ................................................ 208, 208A, 208B ................................... 441 ........................................................ 120, 140 ................................................ Model 112, Model 114, Model 112TC, Model 112B, Model 112TCA, Model 114A, Model 114B, Model 114TC. 2T–1A, 2T–1A–1, 2T–1A–2 .................. A18EA Revision 10 Helio (Taylorcraft) ................ Learjet .................................. Lockheed ............................. 15A, 20 .................................................. 23 .......................................................... 402–2 .................................................... 3A3 Revision 7 ...... A5CE Revision 10 2A11 Revision 4 .... Aeronautical Bulletin No. 7–A. CAR 4a. CAR 3. CAR 3. Land-Air ............................... (Temco) (Luscombe) Maule ................................... 11A, 11E ............................................... Great Lakes Aircraft Company, LLC. Helio Aircraft Corporation .. Learjet Inc .......................... Lockheed Aircraft International. Luscombe Aircraft Corporation. Maule Aerospace Technology, Inc. A–804 Revision 14 CAR 3. 3A23 Revision 30 .. CAR 3. Mooney Airplane Company, Inc. 2A3 Revision 47 .... CAR 3. Prop-Jets, Inc ..................... 3A18 Revision 16 .. CAR 3. Raytheon Aircraft Company 3A15 Revision 90 .. CAR 3. Raytheon Aircraft Company 5A3 Revision 25 .... CAR 03. Raytheon Aircraft Company A1CE Revision 34 CAR 3. Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Cessna ................................ Commander Aircraft ............ Mooney ................................ mstockstill on PROD1PC61 with RULES Interceptor ........................... (Aero Commander) (Meyers) Beech .................................. Beech .................................. Beech .................................. VerDate Aug<31>2005 15:14 Jun 13, 2006 Bee Dee M–4, M–5–180C, MXT–7– 160, M–4–180V, M–4 M–5–200, MX–7–180A, M–4C, M–5–210C, MXT–7–180A, M–4S, M–5–210TC, MX–7–180B, M–4T, M–5–220C, M– 7–235B, M–4–180C, M–5–235C, M– 7–235A, M–4–180S, M–6–180, M–7– 235C, M–4–180T, M–6–235, MX–7– 180C, M–4–210, M–7–235, M–7– 260, M–4–210C, MX–7–235, MT–7– 260, M–4–210S, MX–7–180, M–7– 260C, M–4–210T, MX–7–420, M–7– 420AC, M–4–220, MXT–7–180, MX– 7–160C, M–4–220C, MT–7–235, MX–7–180AC, M–4–220S, M–8–235, M–7–420A, M–4–220T, MX–7–160, MT–7–420. M20, M20A, M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K (Up to S/N 25–2000), M20L. 200, 200A, 200B, 200C, 200D, 400 ..... 35–33, J35, 35–A33, K35, 35–B33, M35, 35–C33, N35, 35–C33A, P35, E33, S35, E33A, V35, E33C, V35A, F33, V35B, F33A, 36, F33C, A36, G33, A36TC, H35, B36TC, G36. 45 (YT–34), A45 (T–34A, B–45), D45 (T–34B). 19A, B23, B19, C23, M19A, A24, 23, A24R, A23, B24R, A23A, C24R, A23–19, A23–24. Jkt 208001 PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 E:\FR\FM\14JNR1.SGM 14JNR1 Certification basis 23. 23. 23. 23. 23. Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations 34241 LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model TC holder TCDS Beech .................................. 3N, E18S–9700, 3NM, G18S, 3TM, H18, JRB–6, C–45G, TC–45G, D18C, C–45H, TC–45H, D18S, TC– 45J or E18S, UC–45J (SNB–5). RC–45J (SNB–5P) ................................ 35, A35, E35, B35, F35, C35, G35, D35, 35R. 200, A100–1 (U–21J), 200C, A200 (C– 12A), 200CT, A200 (C–12C), 200T, A200C (UC–12B), B200, A200CT (C–12D), B200C, A200CT (FWC– 12D), B200CT, A200CT (C–12F), B200T, A200CT (RC–12D), 300, A200CT (RC–12G), 300LW, A200CT (RC–12H), B300, A200CT (RC–12K), B300C, A200CT (RC–12P), 1900, A200CT (RC–12Q), 1900C, B200C (C–12F), 1900D, B200C (UC–12M), B200C (C–12R), B200C (UC–12F), 1900C (C–12J). B95A, D55, D95A, D55A, E95, E55, 95–55, E55A, 95–A55, 56TC, 95– B55, A56TC, 95–B55A, 58, 95–B55B (T–42A), 58A, 95–C55, 95, 95– C55A, B95, G58. 60, A60, B60 ......................................... 58P, 58PA, 58TC, 58TCA ..................... Cessna F172D ...................................... Cessna F172E Cessna F172F Cessna F172G Cessna F172H Cessna F172K Cessna F172L Cessna F172M Cessna F172N Cessna F172P TB 9, TB 10, TB 20, TB 21, TB 200 ..... Raytheon Aircraft Company A–765 Revision 74 CAR 03. Raytheon Aircraft Company A–777 Revision 57 CAR 03. Raytheon Aircraft Company A24CE Revision 91 14 CFR Part 23. Raytheon Aircraft Company 3A16 Revision 81 .. CAR 3. Raytheon Aircraft Company Raytheon Aircraft Company Reims Aviation S.A ............ A12CE Revision 23 A23CE Revision 14 A4EU Revision 11 14 CFR Part 23. 14 CFR Part 23. CAR 10/CAR 3. Socata—Groupe Aerospatiale. Sky International Inc. (Aviat Aircraft, Inc.). Taylorcraft Aviation, LLC ... A51EU Revision 14 14 CFR Part 23. A8SO Revision 21 14 CFR Part 23. 1A9 Revision 19 .... CAR 3. Taylorcraft Aviation, LLC ... A–696 Revision 22 CAR 04 Taylorcraft, Inc ................... A–699 Revision 5 .. CAR 4a The Don Luscombe Aviation History Foundation, Inc. The New Piper Aircraft, Inc A–694 Revision 23 CAR 4a 2A13 Revision 47 .. CAR 3. The New Piper Aircraft, Inc The New Piper Aircraft, Inc A1EA Revision 16 A3SO Revision 29 CAR 3. CAR 3. The New Piper Aircraft, Inc A7SO Revision 16 14 CFR Part 23. Beech .................................. Raytheon ............................. Beech .................................. Beech .................................. Beech .................................. Cessna ................................ Socata ................................. Pitts ...................................... Taylorcraft ............................ Taylorcraft ............................ Taylorcraft ............................ Luscombe ............................ Piper .................................... mstockstill on PROD1PC61 with RULES Piper .................................... Piper .................................... Piper .................................... VerDate Aug<31>2005 16:51 Jun 13, 2006 S–1S, S–1T, S–2, S–2A, S–2S, S–2B, S–2C. 19, F19, F21, F21A, F21B, F22, F22A, F22B, F22C. BC, BCS12–D, BCS, BC12–D1, BC– 65, BCS12–D1, BCS–65, BC12D– 85, BC12–65 (Army L–2H), BCS12D–85, BCS12–65, BC12D–4– 85, BC12–D, BCS12D–4–85. (Army L–2G) BF, BFS, BF–60, BFS– 60, BF–65, BFS–65, (Army L–2K) BF 12–65, BFS–65. 8, 8D, 8A, 8E, 8B, 8F, 8C, T–8F .......... PA–28–140, PA–28–151, PA–28–150, PA–28–161, PA–28–160, PA–28– 181, PA–28–180, PA–28R–201, PA– 28–235, PA–28R–201T, PA–28S– 160, PA–28–236, PA–28S–180, PA– 28RT–201, PA–28R–180, PA–28RT– 201T, PA–28R–200, PA–28–201T. PA–30, PA–39, PA–40 .......................... PA–32–260, PA–32R–301 (SP), PA– 32–300, PA–32R–301 (HP), PA– 32S–300, PA–32R–301T, PA–32R– 300, PA–32–301, PA–32RT–300, PA–32–301T, PA–32RT–300T, PA– 32–301FT, PA–32–301XTC. PA–34–200, PA–34–200T, PA–34– 220T. Jkt 205001 PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 E:\FR\FM\14JNR1.SGM 14JNR1 Certification basis 34242 Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model TC holder Piper .................................... PA–31P, PA–31T, PA–31T1, PA–31T2, PA–31T3, PA–31P–350. PA–36–285, PA–36–300, PA–36–375 .. PA–36–285, PA–36–300, PA–36–375 .. The New Piper Aircraft, Inc A8EA Revision 22 CAR 3. The New Piper Aircraft, Inc The New Piper Aircraft, Inc A9SO Revision 9 ... A10SO Revision 12 PA–38–112 ............................................ PA–44–180, PA–44–180T .................... PA–31, PA–31–300, PA–31–325, PA– 31–350. PA–42, PA–42–720, PA–42–1000 ........ PA–46–310P, PA–46–350P, PA–46– 500TP. AA–1, AA–1A, AA–1B, AA–1C ............. The New Piper Aircraft, Inc The New Piper Aircraft, Inc The New Piper Aircraft, Inc A18SO Revision 4 A19SO Revision 9 A20SO Revision 10 14 CFR Part 23. 14 CFR Part 21/14 CFR Part 23. 14 CFR Part 23. 14 CFR Part 23. CAR 3. The New Piper Aircraft, Inc The New Piper Aircraft, Inc A23SO Revision 17 A25SO Revision 14 14 CFR Part 23 14 CFR Part 23. Tiger Aircraft LLC ............... A11EA Revision 10 14 CFR Part 23. AA–5, AA–5A, AA–5B, AG–5B ............. 500, 500–A, 500–B, 500–U, 520, 560, 560–A, 560–E, 500–S. 560–F, 681, 680, 690, 680E, 685, 680F, 690A, 720, 690B, 680FL, 690C, 680FL(P), 690D, 680T, 695, 680V, 695A, 680W, 695B. 108, 108–1, 108–2, 108–3, 108–5 ........ (ERCO) 415–D ...................................... (ERCO) E (ERCO) G (Forney) F–1 (Forney) F–1A (Alon) A–2 (Alon) A2–A (Mooney) M10 (ERCO) 415–C, (ERCO) 415–CD ........ Tiger Aircraft LLC ............... Twin Commander Aircraft Corporation. Twin Commander Aircraft Corporation. A16EA Revision 13 6A1 Revision 45 .... 14 CFR Part 23. CAR 3. 2A4 Revision 46 .... CAR 3. Univair Aircraft Corporation Univair Aircraft Corporation A–767 Revision 27 A–787 Revision 33 CAR 3. CAR 3. Univair Aircraft Corporation A–718 Revision 29 CAR 4a. Piper .................................... Piper .................................... Piper .................................... Piper .................................... Piper .................................... Piper .................................... Piper .................................... Tiger Aircraft LLC (American General). Tiger Aircraft ........................ Twin Commander ................ Twin Commander ................ Univair (Stinson) .................. Univair ................................. mstockstill on PROD1PC61 with RULES Univair (Mooney) ................. For all the models listed above, the certification basis also includes all exemptions, if any; equivalent level of safety findings, if any; and special conditions not relevant to the special conditions adopted by this rulemaking action. If the Administrator finds that the applicable airworthiness regulations (i.e., CAR 3 or part 23, as amended) do not contain adequate or appropriate safety standards for the AmSafe, Inc., inflatable restraint as installed on these models because of a novel or unusual design feature, 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. VerDate Aug<31>2005 15:14 Jun 13, 2006 Jkt 208001 Novel or Unusual Design Features The various airplane models will incorporate the following novel or unusual design feature: The AmSafe, Inc., Inflatable Two-, Three-, Four-, or Five-Point Restraint Safety Belt with an Integrated Airbag Device. The purpose of the airbag is to reduce the potential for injury in the event of an accident. In a severe impact, an airbag will deploy from the restraint, in a manner similar to an automotive airbag. The airbag will deploy between the head of the occupant and airplane interior structure. This will, therefore, provide some protection to the head of the occupant. The restraint will rely on sensors to electronically activate the inflator for deployment. The Code of Federal Regulations state performance criteria for seats and restraints in an objective manner. However, none of these criteria are adequate to address the specific issues raised concerning inflatable restraints. Therefore, the FAA has determined that, in addition to the requirements of part 21 and part 23, special conditions are needed to address the installation of this inflatable restraint. Accordingly, these special conditions are adopted for the various airplane models equipped with the AmSafe, Inc., two-, three-, four-, or five-point PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 TCDS Certification basis inflatable restraint. Other conditions may be developed, as needed, based on further FAA review and discussions with the manufacturer and civil aviation authorities. Discussion of Comments A notice of proposed special conditions No. 23–06–02–SC for the various airplane models was published on April 20, 2006 (71FR 20368). No comments were received, and the special conditions are adopted as proposed. Applicability As discussed above, these special conditions are applicable to the various airplane models previously shown. Should AmSafe, Inc., apply at a later date for a supplemental type certificate to modify any other model included on the Type Certificates shown above, 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(a)(1). Under standard practice, the effective date of final special conditions would be 30 days after the date of publication in the Federal Register; however, as the certification date for some of the airplanes listed is imminent, the FAA finds that good cause exists to make E:\FR\FM\14JNR1.SGM 14JNR1 Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations these special conditions effective upon issuance. Conclusion This action affects only certain novel or unusual design features on the previously identified airplane models. It is not a rule of general applicability, and it affects only the applicant who applied to the FAA for approval of these features on these airplanes. 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: mstockstill on PROD1PC61 with RULES 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 occupant restraint system for the airplane models listed in these Special Conditions. 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 the airplane models listed in these special conditions, modified by AmSafe, Incorporated. Inflatable Two-, Three-, Four-, or Five-Point Restraint Safety Belt with an Integrated Airbag Device installed in an airplane model. 1a. It must be shown that the inflatable restraint will provide restraint protection under the emergency landing conditions specified in the original certification basis of the airplane. Compliance will be demonstrated using the static test conditions specified in the original certification basis for each airplane. 1b. It must be shown that the crash sensor will trigger when exposed to a rapidly applied deceleration, like an actual emergency landing event. Therefore, compliance may be demonstrated using the deceleration pulse specified in paragraph 23.562, which may be modified as follows: I. The peak longitudinal deceleration may be reduced, however the onset rate of the deceleration must be equal to or greater than the emergency landing pulse identified in paragraph 23.562. II. The peak longitudinal deceleration must be above the deployment threshold of the sensor, and equal or greater than the forward static design longitudinal load factor required by the original certification basis of the airplane. VerDate Aug<31>2005 15:14 Jun 13, 2006 Jkt 208001 2. The inflatable restraint must provide adequate protection for each occupant. In addition, unoccupied seats that have an active restraint must not constitute a hazard to any occupant. 3. The design must prevent the inflatable restraint from being incorrectly buckled and/or incorrectly installed such that the airbag would not properly deploy. Alternatively, it must be shown that such deployment is not hazardous to the occupant and will provide the required protection. 4. It must be shown that the inflatable restraint system is not susceptible to inadvertent deployment as a result of wear and tear or the inertial loads resulting from in-flight or ground maneuvers (including gusts and hard landings) that are likely to be experienced in service. 5. It must be extremely improbable for an inadvertent deployment of the restraint system to occur, or an inadvertent deployment must not impede the pilot’s ability to maintain control of the airplane or cause an unsafe condition (or hazard to the airplane). In addition, a deployed inflatable restraint must be at least as strong as a Technical Standard Order (C22g or C114) restraint. 6. It must be shown that deployment of the inflatable restraint system is not hazardous to the occupant or result in injuries that could impede rapid egress. This assessment should include occupants whose restraint is loosely fastened. 7. It must be shown that an inadvertent deployment that could cause injury to a sitting person is improbable. In addition, the restraint must also provide suitable visual warnings that would alert rescue personnel to the presence of an inflatable restraint system. 8. It must be shown that the inflatable restraint will not impede rapid egress of the occupants 10 seconds after its deployment. 9. For the purposes of complying with HIRF and lightning requirements, the inflatable restraint system is considered a critical system since its deployment could have a hazardous effect on the airplane. 10. It must be shown that the inflatable restraints will not release hazardous quantities of gas or particulate matter into the cabin. 11. The inflatable restraint system installation must be protected from the effects of fire such that no hazard to occupants will result. 12. There must be a means to verify the integrity of the inflatable restraint activation system before each flight or it PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 34243 must be demonstrated to reliably operate between inspection intervals. 13. A life limit must be established for appropriate system components. 14. Qualification testing of the internal firing mechanism must be performed at vibration levels appropriate for a general aviation airplane. 15. The installation of the AmSafe Aviation Inflatable Restraint (AAIR) system is prohibited in agricultural airplanes type certificated under the Restricted Category. Issued in Kansas City, Missouri, on June 6, 2006. David R. Showers, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E6–9226 Filed 6–13–06; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 97 [Docket No. 30499; Amdt. No. 3171] Standard Instrument Approach Procedures; Miscellaneous Amendments Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: SUMMARY: This amendment amends Standard Instrument Approach Procedures (SIAPs) for operations at certain airports. These regulatory actions are needed because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, addition of new obstacles, or changes in air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports. This rule is effective June 14, 2006. The compliance date for each SIAP is specified in the amendatory provisions. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of June 14, 2006. DATES: Availability of matter incorporated by reference in the amendment is as follows: For Examination— 1. FAA Rules Docket, FAA Headquarters Building, 800 ADDRESSES: E:\FR\FM\14JNR1.SGM 14JNR1

Agencies

[Federal Register Volume 71, Number 114 (Wednesday, June 14, 2006)]
[Rules and Regulations]
[Pages 34237-34243]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9226]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE242; Special Conditions No. 23-182-SC]

Special Conditions: AmSafe, Inc.; Approved Model List;
Installation of AmSafe Inflatable Restraints in Normal and Utility
Category Non-23.562 Certified Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions.

-----------------------------------------------------------------------

SUMMARY: These special conditions are issued for the installation of an
AmSafe, Inc., Inflatable Two-, Three-, Four- or Five-Point Restraint
Safety Belt with an Integrated Airbag Device on various airplane
models. These airplanes, as modified by AmSafe, Inc., will have a novel
or unusual design feature(s) associated with the lap belt or shoulder
harness portion of the safety belt, which contains an integrated airbag
device. The applicable airworthiness regulations do not contain
adequate or appropriate safety standards for this design feature. These
special conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.

DATES: Effective Date: The effective date of these special conditions
is June 6, 2006.

FOR FURTHER INFORMATION CONTACT: Mr. Mark James, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri
64106; 816-329-4137, fax 816-329-4090 e-mail mark.james@faa.gov.

SUPPLEMENTARY INFORMATION:

Background

On August 19, 2005, AmSafe, Inc., Aviation Inflatable Restraints
(AAIR) Division, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for
a supplemental type certificate for the installation of an inflatable
restraint in various airplane models certificated before the dynamic
structural requirements as specified in 14 CFR, part 23, Sec. 23.562,
took effect.
The inflatable restraint system is either a two-, three-, four-, or
five-point safety belt restraint system consisting of a shoulder
harness and a lap belt with an inflatable airbag attached to either the
lap belt or the shoulder harness. The inflatable portion of the
restraint system will rely on sensors to electronically activate the
inflator for deployment. The inflatable restraint system will be made
available on the pilot, co-pilot, and passenger seats of these
airplanes.
In the event of an emergency landing, the airbag will inflate and
provide a protective cushion between the occupant's head and structure
within the airplane. This will reduce the potential for head and torso
injury. The inflatable restraint behaves in a manner that is similar to
an automotive airbag, but in this case, the airbag is integrated into
the lap or shoulder belt. While airbags and inflatable restraints are
standard in the automotive industry, the use of an inflatable restraint
system is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety of the airplanes'
original certification basis. The FAA has two primary safety concerns
with the installation of airbags or inflatable restraints:
That they perform properly under foreseeable operating
conditions; and
That they do not perform in a manner or at such times as
to impede the pilot's ability to maintain control of the airplane or
constitute a hazard to the airplane or occupants.
The latter point has the potential to be the more rigorous of the
requirements. An unexpected deployment while conducting the takeoff or
landing phases of flight may result in an unsafe condition. The
unexpected deployment may either startle the pilot, or generate a force
sufficient to cause a sudden movement of the control yoke. Either
action could result in a loss of control of the airplane, the
consequences of which are magnified due to the low operating altitudes
during these phases of flight. The FAA has considered this when
establishing these special conditions.
The inflatable restraint system relies on sensors to electronically
activate the inflator for deployment. These sensors could be
susceptible to inadvertent activation, causing deployment in a
potentially unsafe manner. The consequences of an inadvertent
deployment must be considered in establishing the reliability of the
system. AmSafe, Inc., must show that the effects of an inadvertent
deployment in flight are not a hazard to the airplane or that an
inadvertent deployment is extremely improbable. In addition, general
aviation aircraft are susceptible to a large amount of cumulative wear
and tear on a restraint system. It is likely that the potential for
inadvertent

[[Page 34238]]

deployment increases as a result of this cumulative damage. Therefore,
the impact of wear and tear on inadvertent deployment must be
considered. Due to the effects of this cumulative damage, a life limit
must be established for the appropriate system components in the
restraint system design.
There are additional factors to be considered to minimize the
chances of inadvertent deployment. General aviation airplanes are
exposed to a unique operating environment, since the same airplane may
be used by both experienced and student pilots. The effect of this
environment on inadvertent deployment must be understood. Therefore,
qualification testing of the firing hardware/software must consider the
following:
The airplane vibration levels appropriate for a general
aviation airplane; and
The inertial loads that result from typical flight or
ground maneuvers, including gusts and hard landings.
Any tendency for the firing mechanism to activate as a result of
these loads or acceleration levels is unacceptable.
Other influences on inadvertent deployment include high intensity
electromagnetic fields (HIRF) and lightning. Since the sensors that
trigger deployment are electronic, they must be protected from the
effects of these threats. To comply with HIRF and lightning
requirements, the AmSafe, Inc., inflatable restraint system is
considered a critical system, since its inadvertent deployment could
have a hazardous effect on the airplane.
Given the level of safety of the retrofitted airplane occupant
restraints, the inflatable restraint system must show that it will
offer an equivalent level of protection in the event of an emergency
landing. In the event of a deployment, the restraint must still be at
least as strong as a Technical Standard Order approved belt and
shoulder 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 during emergency landing conditions as specified in
the original certification basis. The seats of the various airplane
models were certificated prior to the dynamic structural requirements
of Sec. 23.562. Therefore, the emergency landing loads conditions
identified in the original certification basis of the airplane must be
used to satisfy this requirement. Compliance will be demonstrated using
the test condition specified in the original certification basis. It
must also be shown that the crash sensor will trigger when exposed to a
rapidly applied deceleration, like an actual crash event. Therefore,
the test crash pulses identified in Sec. 23.562 must be used to
satisfy this requirement, although, the peak ``G'' may be reduced to a
level meeting the original certification requirements of the aircraft.
Testing to these pulses will demonstrate that the crash sensor will
trigger when exposed to a rapidly applied deceleration, like an actual
crash event.
It is possible a wide range of occupants will use the inflatable
restraint. Thus, the protection offered by this restraint should be
effective for occupants that range from the fifth percentile female to
the ninety-fifth percentile male.
In support of this operational capability, there must be a means to
verify the integrity of this system before each flight. As an option,
AmSafe, Inc., can establish inspection intervals where they have
demonstrated the system to be reliable between these intervals.
It is possible that an inflatable restraint will be ``armed'' even
though no occupant is using the seat. While there will be means to
verify the integrity of the system before flight, it is also prudent to
require that unoccupied seats with active restraints not constitute a
hazard to any occupant. This will protect any individual performing
maintenance inside the cockpit while the aircraft is on the ground. The
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
In addition, the design must prevent the inflatable seatbelt from
being incorrectly buckled and/or installed such that the airbag would
not properly deploy. As an alternative, AmSafe, Inc., may show that
such deployment is not hazardous to the occupant and will still provide
the required protection.
The cabins of the various model 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.
The airbag is likely to have a large volume displacement, and
possibly impede the egress of an occupant. Since the bag deflates to
absorb energy, it is likely that the inflatable restraint would be
deflated at the time an occupant would attempt egress. However, it is
appropriate to specify a time interval after which the inflatable
restraint may not impede rapid egress. Ten seconds has been chosen as
reasonable time. This time limit will offer a level of protection
throughout the impact event.
Finally, there is an elevated risk associated with inadvertent
deployment for agricultural airplanes, which are type certificated
under the restricted category. This is due to the unique operating
environment and low altitude flying of these airplanes. The FAA is
still trying to understand the risk and benefit associated with the
installation of these systems into restricted category airplanes in
general and agricultural airplanes specifically. Therefore, the
installation of the AAIR system is currently prohibited in agricultural
airplanes type certificated under the restricted category.
Special conditions for the installation of AAIR systems on other
Non-23.562 certificated airplanes have been issued and no substantive
public comments were received. Since the same special conditions were
issued multiple times for different model airplanes with no substantive
public comments, the FAA began issuing direct final special conditions
with an invitation for public comment. This was done to eliminate the
waiting period for public comments, and so AmSafe, Inc., could proceed
with the project, since no comments were expected.
These previous special conditions were issued for a single model
airplane or for variants of a model from a single airplane
manufacturer, and required dynamic testing of each AAIR system
installation for showing compliance. The AML Supplemental Type
Certificate sought by AmSafe, Inc., has numerous airplane models and
manufacturers. Since AmSafe, Inc., has previously demonstrated by
dynamic testing, and has the supporting data, that the Electronics
Module Assembly (EMA) and the inflator assembly will function as
intended in a simulated dynamic emergency landing, it is not necessary
to repeat the test for each airplane model shown in these special
conditions.
This is a departure from the method of showing compliance used in
the prior special conditions. Testing is required to show compliance,
but it is not necessary to repeat the testing for each airplane
installation. Existing test data

[[Page 34239]]

is adequate for showing compliance for other airplanes where the AAIR
equipment is identical and the installation is nearly identical. Since
this is a substantial change in the philosophy of showing compliance,
it was prudent to give the public time to comment on these special
conditions. We published a notice of proposed special conditions No.
23-06-02-SC on April 20, 2006 (71FR 20368). The comment period closed
on May 22, 2006.

Type Certification Basis

Under the provisions of 14 CFR part 21, Sec. 21.101, AmSafe, Inc.,
must show that the affected airplane models, as changed, continue to
meet the applicable provisions of the regulations incorporated by
reference in the Type Certificate Numbers listed below or the
applicable regulations in effect on the date of application for the
change. The regulations incorporated by reference in the type
certificate are commonly referred to as the ``original type
certification basis'' and can be found in the Type Certificate Numbers
listed below. The following models are covered by this special
condition:

List of All Airplane Models and Applicable TCDS
----------------------------------------------------------------------------------------------------------------
Certification
Make Model TC holder TCDS basis
----------------------------------------------------------------------------------------------------------------
Aerostar....................... PA-60-600 (Aerostar Aerostar Aircraft A17WE Revision 22 14 CFR Part 23.
600). Corporation.
PA-60-601 (Aerostar
601).
PA-60-601P (Aerostar
601P).
PA-60-602P (Aerostar
602P).
PA-60-700P (Aerostar
700P).
All American................... 10A................... All American A-792............ CAR 3.
Aircraft, Inc.
American Champion (Champion)... 402................... American Champion A3CE Revision 5.. CAR 3.
Aircraft Corp.
American Champion.............. 7AC, 7ACA, 7EC, 7GCB, American Champion A-759 Revision 67 CAR 4a.
(Bellanca) (Champion) (Aeronca) S7AC, S7EC, 7GCBA (L- Aircraft Corp.
16A), 7BCM, 7ECA,
7GCBC (L-16B), 7CCM,
7FC, 7HC, S7CCM, 7GC,
7JC, 7DC, 7GCA, 7KC,
S7DC, 7GCAA, 7KCAB.
American Champion.............. 11AC, S11AC, 11BC, American Champion A-761 Revision 17 CAR 4a.
(Bellanca) (Trytek) (Aeronca).. S11BC. Aircraft Corp.
American Champion.............. 11CC, S11CC........... American Champion A-796 Revision 14 CAR 3.
(Bellanca) (Trytek) (Aeronca).. Aircraft
Corporation.
Varga (Morrisey)............... 2150, 2150A, 2180..... Augustair, Inc... 4A19 Revision 9.. CAR 3.
Bellanca....................... 14-13, 14-13-2, 14-13- Bellanca Aircraft A-773 Revision 10 CAR 4a.
3, 14-13-3W. Corporation.
Bellanca....................... 14-9, 14-9L........... Bellanca Aircraft TC716............ CAR 4a.
Corporation.
Cessna......................... 310, 310J, 310A (USAF Cessna Aircraft 3A10 Revision 62. CAR 3.
U-3A), 310J-1, 310B, Company.
E310J, 310C, 310K,
310D, 310L, 310E
(USAF U-3B), 310N,
310F, 310P, 310G,
T310P, 310H, 310Q,
E310H, T310Q, 310I,
310R, T310R.
Cessna......................... 321 (Navy OE-2)....... Cessna Aircraft 3A11 Revision 6.. CAR 3.
Company.
Cessna......................... 172, 172I, 172A, 172K, Cessna Aircraft 3A12 Revision 73. CAR 3.
172B, 172L, 172C, Company.
172M, 172D, 172N,
172E, 172P, 172F
(USAF T-41A), 172Q,
172G, 172H, (USAF T-
41A).
Cessna......................... 175, 175A, 175B, 175C, Cessna Aircraft 3A17 Revision 45. CAR 3.
P172D, R172E (USAF T- Company.
41B) (USAF T-41C and
D), R172F (USAF T-
41D), R172G (USAF T-
41C or D), R172H
(USAF T-41D), R172J,
R172K, 172RG.
Cessna......................... 182, 182K, 182A, 182L, Cessna Aircraft 3A13 Revision 64. CAR 3.
182B, 182M, 182C, Company.
182N, 182D, 182P,
182E, 182Q, 182F,
182R, 182G, R182,
182H, T182, 182J,
TR182.
Cessna......................... 210, 210K, 210A, Cessna Aircraft 3A21 Revision 46. CAR 3.
T210K, 210B, 210L, Company.
210C, T210L, 210D,
210M, 210E, T210M,
210F, 210N, T210F,
P210N, 210G, T210N,
T210G, 210R, 210H,
P210R, T210H, T210R,
210J, 210-5 (205),
T210J, 210-5A (205A).
Cessna......................... 185, A185E, 185A, Cessna Aircraft 3A24 Revision 37. CAR 3.
A185F, 185B, 185C, Company.
185D, 185E.
Cessna......................... 320, 320F, 320-1, 335, Cessna Aircraft 3A25 Revision 25. CAR 3.
320A, 340, 320B, Company.
340A, 320C, 320D,
320E.
Cessna......................... 140A.................. Cessna Aircraft 5A2 Revision 21.. CAR 3.
Company.
Cessna......................... 180, 180E, 180A, 180F, Cessna Aircraft 5A6 Revision 66.. CAR 3
180B, 180G, 180C, Company.
180H, 180D, 180J,
180E, 180K.

[[Page 34240]]

Cessna......................... 336................... Cessna Aircraft A2CE Revision 7.. CAR 3.
Company.
Cessna......................... 206, U206B, TP206D, Cessna Aircraft A4CE Revision 43. CAR 3.
P206, U206C, TP206E, Company.
P206A, U206D, TU206A,
P206B, U206E, TU206B,
P206C, U206F, TU206C,
P206D, U206G, TU206D,
P206E, TP206A,
TU206E, U206, TP206B,
TU206F, U206A,
TP206C, TU206G.
Cessna......................... 337A (USAF 02B), Cessna Aircraft A6CE Revision 40. CAR 3/14 CFR Part
T337E, 337B, 337F, Company. 23.
M337B (USAF 02A),
T337F, T337B, 337G,
337C, T337G, T337C,
337H, 337D, P337H,
T337D, T337H, T337H-
SP.
Cessna......................... 401, 411A, 401A, 414, Cessna Aircraft A7CE Revision 46. CAR 3.
401B, 414A, 402, 421, Company.
402A, 421A, 402B,
421B, 402C, 421C,
411, 425.
Cessna......................... 190 (LC-126A,B,C), Cessna Aircraft A-790 Revision 36 CAR 3.
195, 195A, 195B. Company.
Cessna......................... 170, 170A, 170B....... Cessna Aircraft A-799 Revision 54 CAR 3.
Company.
Cessna......................... 150, 150J, 150A, 150K, Cessna Aircraft 3A19 Revision 44. CAR 3.
150B, A150K, 150C, Company.
150L, 150D, A150L,
150E, 150M, 150F,
A150M, 150G, 152,
150H, A152.
Cessna......................... 177, 177A, 177B....... Cessna Aircraft A13CE Revision 24 14 CFR Part 23.
Company.
Cessna......................... 404, 406.............. Cessna Aircraft A25CE Revision 11 14 CFR Part 23.
Company.
Cessna......................... 208, 208A, 208B....... Cessna Aircraft A37CE Revision 12 14 CFR Part 23.
Company.
Cessna......................... 441................... Cessna Aircraft A28CE Revision 12 14 CFR Part 23.
Company.
Cessna......................... 120, 140.............. Cessna Aircraft A-768 Revision 34 CAR 4a.
Company.
Commander Aircraft............. Model 112, Model 114, Commander A12SO Revision 21 14 CFR Part 23.
Model 112TC, Model Aircraft Company.
112B, Model 112TCA,
Model 114A, Model
114B, Model 114TC.
Great Lakes.................... 2T-1A, 2T-1A-1, 2T-1A- Great Lakes A18EA Revision 10 Aeronautical
2. Aircraft Bulletin No. 7-
Company, LLC. A.
Helio (Taylorcraft)............ 15A, 20............... Helio Aircraft 3A3 Revision 7... CAR 4a.
Corporation.
Learjet........................ 23.................... Learjet Inc...... A5CE Revision 10. CAR 3.
Lockheed....................... 402-2................. Lockheed Aircraft 2A11 Revision 4.. CAR 3.
International.
Land-Air....................... 11A, 11E.............. Luscombe Aircraft A-804 Revision 14 CAR 3.
(Temco) (Luscombe)............. Corporation.
Maule.......................... Bee Dee M-4, M-5-180C, Maule Aerospace 3A23 Revision 30. CAR 3.
MXT-7-160, M-4-180V, Technology, Inc.
M-4 M-5-200, MX-7-
180A, M-4C, M-5-210C,
MXT-7-180A, M-4S, M-5-
210TC, MX-7-180B, M-
4T, M-5-220C, M-7-
235B, M-4-180C, M-5-
235C, M-7-235A, M-4-
180S, M-6-180, M-7-
235C, M-4-180T, M-6-
235, MX-7-180C, M-4-
210, M-7-235, M-7-
260, M-4-210C, MX-7-
235, MT-7-260, M-4-
210S, MX-7-180, M-7-
260C, M-4-210T, MX-7-
420, M-7-420AC, M-4-
220, MXT-7-180, MX-7-
160C, M-4-220C, MT-7-
235, MX-7-180AC, M-4-
220S, M-8-235, M-7-
420A, M-4-220T, MX-7-
160, MT-7-420.
Mooney......................... M20, M20A, M20B, M20C, Mooney Airplane 2A3 Revision 47.. CAR 3.
M20D, M20E, M20F, Company, Inc.
M20G, M20J, M20K (Up
to S/N 25-2000), M20L.
Interceptor.................... 200, 200A, 200B, 200C, Prop-Jets, Inc... 3A18 Revision 16. CAR 3.
(Aero Commander) (Meyers)...... 200D, 400.
Beech.......................... 35-33, J35, 35-A33, Raytheon Aircraft 3A15 Revision 90 CAR 3.
K35, 35-B33, M35, 35- Company.
C33, N35, 35-C33A,
P35, E33, S35, E33A,
V35, E33C, V35A, F33,
V35B, F33A, 36, F33C,
A36, G33, A36TC, H35,
B36TC, G36.
Beech.......................... 45 (YT-34), A45 (T- Raytheon Aircraft 5A3 Revision 25.. CAR 03.
34A, B-45), D45 (T- Company.
34B).
Beech.......................... 19A, B23, B19, C23, Raytheon Aircraft A1CE Revision 34. CAR 3.
M19A, A24, 23, A24R, Company.
A23, B24R, A23A,
C24R, A23-19, A23-24.

[[Page 34241]]

Beech.......................... 3N, E18S-9700, 3NM, Raytheon Aircraft A-765 Revision 74 CAR 03.
G18S, 3TM, H18, JRB- Company.
6, C-45G, TC-45G,
D18C, C-45H, TC-45H,
D18S, TC-45J or E18S,
UC-45J (SNB-5).
RC-45J (SNB-5P).......
Beech.......................... 35, A35, E35, B35, Raytheon Aircraft A-777 Revision 57 CAR 03.
F35, C35, G35, D35, Company.
35R.
Raytheon....................... 200, A100-1 (U-21J), Raytheon Aircraft A24CE Revision 91 14 CFR Part 23.
200C, A200 (C-12A), Company.
200CT, A200 (C-12C),
200T, A200C (UC-12B),
B200, A200CT (C-12D),
B200C, A200CT (FWC-
12D), B200CT, A200CT
(C-12F), B200T,
A200CT (RC-12D), 300,
A200CT (RC-12G),
300LW, A200CT (RC-
12H), B300, A200CT
(RC-12K), B300C,
A200CT (RC-12P),
1900, A200CT (RC-
12Q), 1900C, B200C (C-
12F), 1900D, B200C
(UC-12M), B200C (C-
12R), B200C (UC-12F),
1900C (C-12J).
Beech.......................... B95A, D55, D95A, D55A, Raytheon Aircraft 3A16 Revision 81. CAR 3.
E95, E55, 95-55, Company.
E55A, 95-A55, 56TC,
95-B55, A56TC, 95-
B55A, 58, 95-B55B (T-
42A), 58A, 95-C55,
95, 95-C55A, B95, G58.
Beech.......................... 60, A60, B60.......... Raytheon Aircraft A12CE Revision 23 14 CFR Part 23.
Company.
Beech.......................... 58P, 58PA, 58TC, 58TCA Raytheon Aircraft A23CE Revision 14 14 CFR Part 23.
Company.
Cessna......................... Cessna F172D.......... Reims Aviation A4EU Revision 11. CAR 10/CAR 3.
Cessna F172E.......... S.A.
Cessna F172F..........
Cessna F172G..........
Cessna F172H..........
Cessna F172K..........
Cessna F172L..........
Cessna F172M..........
Cessna F172N..........
Cessna F172P..........
Socata......................... TB 9, TB 10, TB 20, TB Socata--Groupe A51EU Revision 14 14 CFR Part 23.
21, TB 200. Aerospatiale.
Pitts.......................... S-1S, S-1T, S-2, S-2A, Sky International A8SO Revision 21. 14 CFR Part 23.
S-2S, S-2B, S-2C. Inc. (Aviat
Aircraft, Inc.).
Taylorcraft.................... 19, F19, F21, F21A, Taylorcraft 1A9 Revision 19.. CAR 3.
F21B, F22, F22A, Aviation, LLC.
F22B, F22C.
Taylorcraft.................... BC, BCS12-D, BCS, BC12- Taylorcraft A-696 Revision 22 CAR 04
D1, BC-65, BCS12-D1, Aviation, LLC.
BCS-65, BC12D-85,
BC12-65 (Army L-2H),
BCS12D-85, BCS12-65,
BC12D-4-85, BC12-D,
BCS12D-4-85.
Taylorcraft.................... (Army L-2G) BF, BFS, Taylorcraft, Inc. A-699 Revision 5. CAR 4a
BF-60, BFS-60, BF-65,
BFS-65, (Army L-2K)
BF 12-65, BFS-65.
Luscombe....................... 8, 8D, 8A, 8E, 8B, 8F, The Don Luscombe A-694 Revision 23 CAR 4a
8C, T-8F. Aviation History
Foundation, Inc.
Piper.......................... PA-28-140, PA-28-151, The New Piper 2A13 Revision 47. CAR 3.
PA-28-150, PA-28-161, Aircraft, Inc.
PA-28-160, PA-28-181,
PA-28-180, PA-28R-
201, PA-28-235, PA-
28R-201T, PA-28S-160,
PA-28-236, PA-28S-
180, PA-28RT-201, PA-
28R-180, PA-28RT-
201T, PA-28R-200, PA-
28-201T.
Piper.......................... PA-30, PA-39, PA-40... The New Piper A1EA Revision 16. CAR 3.
Aircraft, Inc.
Piper.......................... PA-32-260, PA-32R-301 The New Piper A3SO Revision 29. CAR 3.
(SP), PA-32-300, PA- Aircraft, Inc.
32R-301 (HP), PA-32S-
300, PA-32R-301T, PA-
32R-300, PA-32-301,
PA-32RT-300, PA-32-
301T, PA-32RT-300T,
PA-32-301FT, PA-32-
301XTC.
Piper.......................... PA-34-200, PA-34-200T, The New Piper A7SO Revision 16. 14 CFR Part 23.
PA-34-220T. Aircraft, Inc.

[[Page 34242]]

Piper.......................... PA-31P, PA-31T, PA- The New Piper A8EA Revision 22. CAR 3.
31T1, PA-31T2, PA- Aircraft, Inc.
31T3, PA-31P-350.
Piper.......................... PA-36-285, PA-36-300, The New Piper A9SO Revision 9.. 14 CFR Part 23.
PA-36-375. Aircraft, Inc.
Piper.......................... PA-36-285, PA-36-300, The New Piper A10SO Revision 12 14 CFR Part 21/14
PA-36-375. Aircraft, Inc. CFR Part 23.
Piper.......................... PA-38-112............. The New Piper A18SO Revision 4. 14 CFR Part 23.
Aircraft, Inc.
Piper.......................... PA-44-180, PA-44-180T. The New Piper A19SO Revision 9. 14 CFR Part 23.
Aircraft, Inc.
Piper.......................... PA-31, PA-31-300, PA- The New Piper A20SO Revision 10 CAR 3.
31-325, PA-31-350. Aircraft, Inc.
Piper.......................... PA-42, PA-42-720, PA- The New Piper A23SO Revision 17 14 CFR Part 23
42-1000. Aircraft, Inc.
Piper.......................... PA-46-310P, PA-46- The New Piper A25SO Revision 14 14 CFR Part 23.
350P, PA-46-500TP. Aircraft, Inc.
Tiger Aircraft LLC (American AA-1, AA-1A, AA-1B, AA- Tiger Aircraft A11EA Revision 10 14 CFR Part 23.
General). 1C. LLC.
Tiger Aircraft................. AA-5, AA-5A, AA-5B, AG- Tiger Aircraft A16EA Revision 13 14 CFR Part 23.
5B. LLC.
Twin Commander................. 500, 500-A, 500-B, 500- Twin Commander 6A1 Revision 45.. CAR 3.
U, 520, 560, 560-A, Aircraft
560-E, 500-S. Corporation.
Twin Commander................. 560-F, 681, 680, 690, Twin Commander 2A4 Revision 46.. CAR 3.
680E, 685, 680F, Aircraft
690A, 720, 690B, Corporation.
680FL, 690C,
680FL(P), 690D, 680T,
695, 680V, 695A,
680W, 695B.
Univair (Stinson).............. 108, 108-1, 108-2, 108- Univair Aircraft A-767 Revision 27 CAR 3.
3, 108-5. Corporation.
Univair........................ (ERCO) 415-D.......... Univair Aircraft A-787 Revision 33 CAR 3.
(ERCO) E.............. Corporation.
(ERCO) G..............
(Forney) F-1..........
(Forney) F-1A.........
(Alon) A-2............
(Alon) A2-A...........
(Mooney) M10..........
Univair (Mooney)............... (ERCO) 415-C, (ERCO) Univair Aircraft A-718 Revision 29 CAR 4a.
415-CD. Corporation.
----------------------------------------------------------------------------------------------------------------

For all the models listed above, the certification basis also
includes all exemptions, if any; equivalent level of safety findings,
if any; and special conditions not relevant to the special conditions
adopted by this rulemaking action.
If the Administrator finds that the applicable airworthiness
regulations (i.e., CAR 3 or part 23, as amended) do not contain
adequate or appropriate safety standards for the AmSafe, Inc.,
inflatable restraint as installed on these models because of a novel or
unusual design feature, 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 various airplane models will incorporate the following novel or
unusual design feature:
The AmSafe, Inc., Inflatable Two-, Three-, Four-, or Five-Point
Restraint Safety Belt with an Integrated Airbag Device. The purpose of
the airbag is to reduce the potential for injury in the event of an
accident. In a severe impact, an airbag will deploy from the restraint,
in a manner similar to an automotive airbag. The airbag will deploy
between the head of the occupant and airplane interior structure. This
will, therefore, provide some protection to the head of the occupant.
The restraint will rely on sensors to electronically activate the
inflator for deployment.
The Code of Federal Regulations state performance criteria for
seats and restraints in an objective manner. However, none of these
criteria are adequate to address the specific issues raised concerning
inflatable restraints. Therefore, the FAA has determined that, in
addition to the requirements of part 21 and part 23, special conditions
are needed to address the installation of this inflatable restraint.
Accordingly, these special conditions are adopted for the various
airplane models equipped with the AmSafe, Inc., two-, three-, four-, or
five-point inflatable restraint. Other conditions may be developed, as
needed, based on further FAA review and discussions with the
manufacturer and civil aviation authorities.

Discussion of Comments

A notice of proposed special conditions No. 23-06-02-SC for the
various airplane models was published on April 20, 2006 (71FR 20368).
No comments were received, and the special conditions are adopted as
proposed.

Applicability

As discussed above, these special conditions are applicable to the
various airplane models previously shown. Should AmSafe, Inc., apply at
a later date for a supplemental type certificate to modify any other
model included on the Type Certificates shown above, 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(a)(1).
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for some of the
airplanes listed is imminent, the FAA finds that good cause exists to
make

[[Page 34243]]

these special conditions effective upon issuance.

Conclusion

This action affects only certain novel or unusual design features
on the previously identified airplane models. It is not a rule of
general applicability, and it affects only the applicant who applied to
the FAA for approval of these features on these airplanes.

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 Special Conditions

The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety of the occupant
restraint system for the airplane models listed in these Special
Conditions. 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 the airplane models listed in these
special conditions, modified by AmSafe, Incorporated. Inflatable Two-,
Three-, Four-, or Five-Point Restraint Safety Belt with an Integrated
Airbag Device installed in an airplane model.
1a. It must be shown that the inflatable restraint will provide
restraint protection under the emergency landing conditions specified
in the original certification basis of the airplane. Compliance will be
demonstrated using the static test conditions specified in the original
certification basis for each airplane.
1b. It must be shown that the crash sensor will trigger when
exposed to a rapidly applied deceleration, like an actual emergency
landing event. Therefore, compliance may be demonstrated using the
deceleration pulse specified in paragraph 23.562, which may be modified
as follows:
I. The peak longitudinal deceleration may be reduced, however the
onset rate of the deceleration must be equal to or greater than the
emergency landing pulse identified in paragraph 23.562.
II. The peak longitudinal deceleration must be above the deployment
threshold of the sensor, and equal or greater than the forward static
design longitudinal load factor required by the original certification
basis of the airplane.
2. The inflatable restraint must provide adequate protection for
each occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
3. The design must prevent the inflatable restraint from being
incorrectly buckled and/or incorrectly installed such that the airbag
would not properly deploy. Alternatively, it must be shown that such
deployment is not hazardous to the occupant and will provide the
required protection.
4. It must be shown that the inflatable restraint system is not
susceptible to inadvertent deployment as a result of wear and tear or
the inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings) that are likely to be experienced
in service.
5. It must be extremely improbable for an inadvertent deployment of
the restraint system to occur, or an inadvertent deployment must not
impede the pilot's ability to maintain control of the airplane or cause
an unsafe condition (or hazard to the airplane). In addition, a
deployed inflatable restraint must be at least as strong as a Technical
Standard Order (C22g or C114) restraint.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or result in injuries that
could impede rapid egress. This assessment should include occupants
whose restraint is loosely fastened.
7. It must be shown that an inadvertent deployment that could cause
injury to a sitting person is improbable. In addition, the restraint
must also provide suitable visual warnings that would alert rescue
personnel to the presence of an inflatable restraint system.
8. It must be shown that the inflatable restraint will not impede
rapid egress of the occupants 10 seconds after its deployment.
9. For the purposes of complying with HIRF and lightning
requirements, the inflatable restraint system is considered a critical
system since its deployment could have a hazardous effect on the
airplane.
10. It must be shown that the inflatable restraints will not
release hazardous quantities of gas or particulate matter into the
cabin.
11. The inflatable restraint system installation must be protected
from the effects of fire such that no hazard to occupants will result.
12. There must be a means to verify the integrity of the inflatable
restraint activation system before each flight or it must be
demonstrated to reliably operate between inspection intervals.
13. A life limit must be established for appropriate system
components.
14. Qualification testing of the internal firing mechanism must be
performed at vibration levels appropriate for a general aviation
airplane.
15. The installation of the AmSafe Aviation Inflatable Restraint
(AAIR) system is prohibited in agricultural airplanes type certificated
under the Restricted Category.

Issued in Kansas City, Missouri, on June 6, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9226 Filed 6-13-06; 8:45 am]
BILLING CODE 4910-13-P

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