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