Special Conditions: AmSafe, Incorporated; Diamond Aircraft Industries, Incorporated, Model DA40 and DA42; Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag Device, 52407-52410 [E6-14750]
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Federal Register / Vol. 71, No. 172 / Wednesday, September 6, 2006 / Rules and Regulations
Counsel, Enforcement Division, AGC–
300, telephone (202) 267–3137;
facsimile (202) 267–5106; e-mail
joyce.redos@faa.gov.
SUPPLEMENTARY INFORMATION:
Need for Correction
The correction to the final rule
document in the Federal Register on
August 16, 2006 (71 FR 47077), contains
a further error in the preamble with
respect to the date the revised civil
penalty amounts are to be applied. The
previous correction document also
introduced two typographical errors in
the text of Table One. Specifically, the
amendment contained an incomplete
citation to 49 U.S.C. 46301(a)(2)(A) and
(B) in column two, entry three and
dropped a footnote reference in column
two, entry 11 to Table One. This
publication corrects the error in the
preamble and amends the regulatory
language.
In the August 16, 2006, Federal
Register (FR Doc. 06–6953), make the
following correction to read as follows:
On page 47077, column 3 in the first
line, remove the phrase ‘‘as of June 15,
2006.’’ and add in its place the phrase
‘‘as of June 16, 2006.’’
List of Subjects in 14 CFR Part 13
Administrative practice and
procedure, Air transportation,
Hazardous materials transportation,
Investigations, Law enforcement,
Penalties.
52407
amends part 13 of Title 14, Code of
Federal Regulations, as follows:
PART 13—INVESTIGATIVE AND
ENFORCEMENT PROCEDURES
1. The authority citation continues to
read as follows:
I
Authority: 18 U.S.C. 6002, 28 U.S.C. 2461
(note); 49 U.S.C. 106(g), 5121–5124, 40113–
40114, 44103–44106, 44702–44703, 44709–
44710, 44713, 44718, 44725, 46101–46110,
46301–46316, 46318, 46501–46502, 46504–
46507, 47106, 47111, 47122, 47306, 47531–
47532.
2. Amend § 13.305 by revising Table
1, entry 3, column 2, and entry 11,
column 2, to read as follows:
I
The Amendment
In consideration of the foregoing, the
Federal Aviation Administration
I
§ 13.305 Cost of living adjustments of civil
monetary penalties.
*
*
*
*
*
TABLE 1.—TABLE OF MINIMUM AND MAXIMUM CIVIL MONETARY PENALTY AMOUNTS FOR CERTAIN VIOLATIONS BEFORE
DECEMBER 12, 2003, AND FOR HAZARDOUS MATERIALS VIOLATIONS BEFORE AUGUST 10, 2005
United States
Code citation
Minimum
penalty
amount
Civil monetary penalty description
New adjusted
minimum penalty amount
Maximum penalty
amount when last
set or adjusted pursuant to law
New or adjusted maximum penalty
amount
*
*
*
*
Violation under 49 U.S.C. 46301(a)(2)(A) or (B) by a person operating an aircraft for the transportation of passengers or property for compensation (except an airman
serving as an airman).
*
*
*
*
*
*
Carrying a concealed dangerous weapon.1
*
*
*
*
*
*
*
*
*
1 FAA
*
*
*
prosecutes violations under this section that occurred before February 17, 2002.
*
*
*
*
BILLING CODE 4910–13–M
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
jlentini on PROD1PC65 with RULES
[Docket No. CE259; Special Conditions No.
23–199–SC]
Special Conditions: AmSafe,
Incorporated; Diamond Aircraft
Industries, Incorporated, Model DA40
and DA42; Inflatable Three-Point
Restraint Safety Belt With an
Integrated Airbag Device
Federal Aviation
Administration (FAA), DOT.
AGENCY:
VerDate Aug<31>2005
16:42 Sep 05, 2006
Final special conditions; request
for comments.
ACTION:
Issued in Washington, DC, on August 28,
2006.
Rebecca MacPherson,
Assistant Chief Counsel.
[FR Doc. 06–7357 Filed 9–5–06; 8:45 am]
Jkt 205001
SUMMARY: These special conditions are
issued for the installation of an AmSafe,
Inc., Inflatable Three-Point Restraint
Safety Belt with an Integrated Airbag
Device on Diamond models DA40 and
DA42. These airplanes, as modified by
the installation of this Inflatable Safety
Belt, will have novel and unusual
design features associated with the
upper-torso restraint portions of the
three-point safety belt, which contains
an integrated airbag device. The
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for this design feature.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
DATES: The effective date of these
special conditions is August 29, 2006.
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Sfmt 4700
Comments must be received on or
before October 6, 2006.
ADDRESSES: Comments on these special
conditions may be mailed in duplicate
to: Federal Aviation Administration
(FAA), Regional Counsel, ACE–7,
Attention: Rules Docket, Docket No.
CE259, 901 Locust, Room 506, Kansas
City, Missouri 64106, or delivered in
duplicate to the Regional Counsel at the
above address. Comments must be
marked: CE259. Comments may be
inspected in the Rules Docket
weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr.
Mark James, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Kansas City,
Missouri, 816–329–4137, fax 816–329–
4090, e-mail mark.james@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment is
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Federal Register / Vol. 71, No. 172 / Wednesday, September 6, 2006 / Rules and Regulations
impractical because these procedures
would significantly delay issuance of
approval and thus delivery of the
affected aircraft. In addition, the
substance of these special conditions
has been subject to the public comment
process in several prior instances with
no substantive comments received. The
FAA, therefore, finds that good cause
exists for making these special
conditions effective upon issuance.
jlentini on PROD1PC65 with RULES
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments, as they may desire.
Communications should identify the
regulatory docket or special condition
number and be submitted in duplicate
to the address specified above. All
communications received on or before
the closing date for comments will be
considered by the Administrator. The
special conditions may be changed in
light of the comments received. All
comments received will be available in
the Rules Docket for examination by
interested persons, both before and after
the closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Commenters wishing the FAA to
acknowledge receipt of their comments
submitted in response to this notice
must include a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
CE259.’’ The postcard will be date
stamped and returned to the
commenter.
Background
On February 13, 2006, AmSafe, Inc.,
applied for a supplemental type
certificate, for the installation of a threepoint safety belt restraint system
incorporating an inflatable airbag for the
pilot, co-pilot, and passenger seats of
the Diamond Aircraft Industries, Inc.,
model DA40 and DA42 airplanes. The
Diamond model DA40 is a single
engine, four-place airplane, and the
model DA42 is a twin engine, four-place
airplane.
The inflatable restraint system is a
three-point safety belt restraint system
consisting of a lap belt and shoulder
harness. An inflatable airbag is attached
to 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 installed on the
pilot, co-pilot, and passenger seats.
If an emergency landing occurs, the
airbag will inflate and provide a
protective cushion between the
occupant’s head and the structure
VerDate Aug<31>2005
16:42 Sep 05, 2006
Jkt 205001
within the airplane. This will reduce the
potential for head and torso injury. The
inflatable restraint behaves in a manner
similar to an automotive airbag;
however, in this case, the airbag is
integrated into the shoulder harness.
While airbags and inflatable restraints
are standard in the automotive industry,
the use of an inflatable three-point
restraint system is novel for general
aviation operations.
The FAA has determined that this
project will be accomplished on the
basis of providing the same current level
of safety as the Diamond Aircraft
Industries, Inc., model DA40 and DA42
occupant restraint systems. The FAA
has two primary safety concerns with
the installation of airbags or inflatable
restraints:
• That they perform properly under
foreseeable operating conditions; and
• That they do not perform in a
manner or at such times as to impede
the pilot’s ability to maintain control of
the airplane or constitute a hazard to the
airplane or occupants.
The latter point has the potential to be
the more rigorous of the requirements.
An unexpected deployment while
conducting the takeoff or landing phases
of flight may result in an unsafe
condition. The unexpected deployment
may either startle the pilot or generate
a force sufficient to cause a sudden
movement of the control yoke. Either
action could result in a loss of control
of the airplane, the consequences of
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. The potential
for inadvertent deployment may
increase as a result of this cumulative
damage. Therefore, the impact of wear
and tear on inadvertent deployment
must be considered. The effect of this
cumulative damage means a life limit
must be established for the appropriate
system components in the restraint
system design.
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Sfmt 4700
There are additional factors to be
considered to minimize the chances of
inadvertent deployment. General
aviation airplanes are exposed to a
unique operating environment, since the
same airplane may be used by both
experienced and student pilots. The
effect of this environment on
inadvertent deployment must be
understood. Therefore, qualification
testing of the firing hardware/software
must consider the following:
• The airplane vibration levels
appropriate for a general aviation
airplane; and
• The inertial loads that result from
typical flight or ground maneuvers,
including gusts and hard landings.
Any tendency for the firing
mechanism to activate as a result of
these loads or acceleration levels is
unacceptable.
Other influences on inadvertent
deployment include high intensity
electromagnetic fields (HIRF) and
lightning. Since the sensors that trigger
deployment are electronic, they must be
protected from the effects of these
threats. To comply with HIRF and
lightning requirements, the AmSafe,
Inc., inflatable restraint system is
considered a critical system, since its
inadvertent deployment could have a
hazardous effect on the airplane.
Given the level of safety of the current
Diamond Aircraft Industries, Inc., DA40
and DA42 occupant restraints, the
inflatable restraint system must show
that it will offer an equivalent level of
protection for an emergency landing. If
an inadvertent deployment occurs, the
restraint must still be at least as strong
as a Technical Standard Order approved
belt and shoulder harnesses. There is no
requirement for the inflatable portion of
the restraint to offer protection during
multiple impacts, where more than one
impact would require protection.
The inflatable restraint system must
deploy and provide protection for each
occupant under an emergency landing
condition. The seats of the models DA40
and DA42 are certificated to the
structural requirements of § 23.562;
therefore, the test emergency landing
pulses identified in § 23.562 must be
used to satisfy this requirement.
A wide range of occupants may use
the inflatable restraint; therefore, the
protection offered by this restraint
should be effective for occupants that
range from the fifth percentile female to
the ninety-fifth percentile male. Energy
absorption must be performed in a
consistent manner for this occupant
range.
In support of this operational
capability, there must be a means to
verify the integrity of this system before
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Federal Register / Vol. 71, No. 172 / Wednesday, September 6, 2006 / Rules and Regulations
jlentini on PROD1PC65 with RULES
each flight. AmSafe, Inc., may establish
inspection intervals where they have
demonstrated the system to be reliable
between these intervals.
An inflatable restraint may 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 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. AmSafe, Inc., may show that
such deployment is not hazardous to the
occupant and will still provide the
required protection.
The cabins of the Diamond model
airplanes identified in these special
conditions are confined areas, and the
FAA is concerned that noxious gasses
may accumulate if the airbag deploys.
When deployment occurs, 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 to avoid creating an additional
hazard by, for example, a rupture of the
inflator.
Finally, the airbag is likely to have a
large volume displacement, and
possibly impede the egress of an
occupant. Since the bag deflates to
absorb energy, it is likely that the
inflatable restraint would be deflated at
the time an occupant would attempt
egress. However, it is appropriate to
specify a time interval after which the
inflatable restraint may not impede
rapid egress. Ten seconds has been
chosen as reasonable time. This time
limit will offer a level of protection
throughout the impact event.
Type Certification Basis
Under the provisions of § 21.101,
AmSafe, Inc., must show that the
Diamond model DA40 and DA42, as
changed, continue to meet the
applicable provisions of the regulations
incorporated by reference in Type
Certificate No. A47CE (DA40), A57CE
(DA42) or the applicable regulations in
effect on the date of application for the
VerDate Aug<31>2005
16:42 Sep 05, 2006
Jkt 205001
change. The regulations incorporated by
reference in the type certificate are
commonly referred to as the ‘‘original
type certification basis.’’ The following
models are covered by this special
condition:
Diamond DA40
Type Certificate No. A47CE, Revision
6, dated January 12, 2006.
Diamond DA42
Type Certificate No. A57CE, Revision
4, dated June 30, 2006.
For 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 determines that
the applicable airworthiness regulations
(i.e., part 23 as amended) do not contain
adequate or appropriate safety standards
for the AmSafe, Inc., inflatable restraint
as installed on these Diamond Aircraft
Industries, Inc., models because of a
novel or unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
Special conditions, as appropriate, as
defined in § 11.19, are issued in
accordance with § 11.38, and become
part of the type certification basis in
accordance with § 21.101.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
the special conditions would also apply
to that model under the provisions of
§ 21.101.
Novel or Unusual Design Features
The Diamond Aircraft Industries, Inc.,
models DA40 and DA42 will
incorporate the following novel or
unusual design feature:
The AmSafe, Inc., Three-Point Safety
Belt Restraint System incorporating an
inflatable airbag for the pilot, co-pilot,
and passenger seats. The purpose of the
airbag is to reduce the potential for
injury in the event of an accident. In a
severe impact, an airbag will deploy
from one shoulder harness, in a manner
similar to an automotive airbag. The
airbag will deploy between the head of
the occupant and airplane interior
structure, which will provide some
protection to the head of the occupant.
The restraint will rely on sensors to
electronically activate the inflator for
deployment.
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Frm 00007
Fmt 4700
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52409
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 Diamond Aircraft
Industries, Inc., models equipped with
the AmSafe, Inc., three-point inflatable
restraint. Other conditions may be
developed, as needed, based on further
FAA review and discussions with the
manufacturer and civil aviation
authorities.
Applicability
As discussed above, these special
conditions are applicable to the
Diamond Aircraft Industries, Inc.,
models DA40 and DA42 equipped with
the AmSafe, Inc., three-point inflatable
restraint system.
Conclusion
This action affects only certain novel
or unusual design features on the
previously identified Diamond models.
It is not a rule of general applicability,
and it affects only the applicant who
applied to the FAA for approval of these
features on the airplane.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register; however, the
substance of these special conditions
has been subjected to the notice and
comment period in several prior
instances and has been derived without
substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. For this reason, and
because a delay would significantly
affect the delivery of the airplane(s), the
FAA has determined that prior public
notice and comment are unnecessary
and impracticable, and good cause
exists for adopting these special
conditions upon issuance. The FAA is
requesting comments to allow interested
persons to submit views that may not
have been submitted in response to the
prior opportunities for comment
described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
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Federal Register / Vol. 71, No. 172 / Wednesday, September 6, 2006 / Rules and Regulations
Citation
control of the airplane or cause an
unsafe condition (or hazard to the
airplane). In addition, a deployed
inflatable restraint must be at least as
strong as a Technical Standard Order
(C114) certificated belt and shoulder
harness.
6. It must be shown that deployment
of the inflatable restraint system is not
hazardous to the occupant or will not
result in injuries that could impede
rapid egress. This assessment should
include occupants whose restraint is
loosely fastened.
7. It must be shown that an
inadvertent deployment that could
cause injury to a standing or sitting
person is improbable. In addition, the
restraint must also provide suitable
visual warnings that would alert rescue
personnel to the presence of an
inflatable restraint system.
8. It must be shown that the inflatable
restraint will not impede rapid egress of
the occupants 10 seconds after its
deployment.
9. To comply 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.
The authority citation for these
special conditions is as follows:
I
jlentini on PROD1PC65 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
I The FAA has determined that this
project will be accomplished on the
basis of not lowering the current level
of safety of the Diamond Aircraft
Industries, Inc., models DA40 and DA42
occupant restraint system. Accordingly,
pursuant to the authority delegated to
me by the Administrator, the following
special conditions are issued as part of
the type certification basis for these
models, as modified by AmSafe,
Incorporated.
Inflatable Three-Point Restraint Safety
Belt with an Integrated Airbag Device on
the Pilot, Co-pilot, and Passenger Seats
of the Diamond Aircraft Industries, Inc.,
Models DA40 and DA42.
1. It must be shown that the inflatable
restraint will deploy and provide
protection under emergency landing
conditions. Compliance will be
demonstrated using the dynamic test
condition specified in 14 CFR, part 23,
§ 23.562(b)(2). It is not necessary to
account for floor warpage, as required
by § 23.562(b)(3), or vertical dynamic
loads, as required by § 23.562(b)(1). The
means of protection must take into
consideration a range of stature from a
5th percentile female to a 95th
percentile male. The inflatable restraint
must provide a consistent approach to
energy absorption throughout that
range.
2. The inflatable restraint must
provide adequate protection for each
occupant. In addition, unoccupied seats
that have an active restraint must not
constitute a hazard to any occupant.
3. The design must prevent the
inflatable restraint from being
incorrectly buckled and/or incorrectly
installed such that the airbag would not
properly deploy. Alternatively, it must
be shown that such deployment is not
hazardous to the occupant and will
provide the required protection.
4. It must be shown that the inflatable
restraint system is not susceptible to
inadvertent deployment as a result of
wear and tear or the inertial loads
resulting from in-flight or ground
maneuvers (including gusts and hard
landings) that are likely to be
experienced in service.
5. It must be extremely improbable for
an inadvertent deployment of the
restraint system to occur, or an
inadvertent deployment must not
impede the pilot’s ability to maintain
VerDate Aug<31>2005
16:42 Sep 05, 2006
Jkt 205001
Issued in Kansas City, Missouri on August
29, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–14750 Filed 9–5–06; 8:45 am]
BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25722; Directorate
Identifier 2006–NM–141–AD; Amendment
39–14749; AD 2006–18–10]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A340–541 and –642 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Airbus Model A340–541 and –642
airplanes. This AD requires a one-time
inspection of the anti-stall valve sleeve
of the ram air turbine (RAT) for proper
installation, determining the part
number of the modification plate on the
hydraulic pump of the RAT, and followon corrective actions if necessary. This
AD results from reports of failure of the
anti-stall valve on the hydraulic pump
of the RAT during scheduled ground
tests. We are issuing this AD to prevent
failure of the RAT hydraulic pump to
supply adequate pressure to activate the
RAT, and consequent loss of the RAT as
a source of hydraulic and electrical
power in an emergency situation.
DATES: This AD becomes effective
September 21, 2006.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of September 21, 2006.
We must receive comments on this
AD by November 6, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France,
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]]>Agencies
[Federal Register Volume 71, Number 172 (Wednesday, September 6, 2006)]
[Rules and Regulations]
[Pages 52407-52410]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-14750]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE259; Special Conditions No. 23-199-SC]
Special Conditions: AmSafe, Incorporated; Diamond Aircraft
Industries, Incorporated, Model DA40 and DA42; Inflatable Three-Point
Restraint Safety Belt With an Integrated Airbag Device
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the installation of an
AmSafe, Inc., Inflatable Three-Point Restraint Safety Belt with an
Integrated Airbag Device on Diamond models DA40 and DA42. These
airplanes, as modified by the installation of this Inflatable Safety
Belt, will have novel and unusual design features associated with the
upper-torso restraint portions of the three-point safety belt, which
contains an integrated airbag device. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: The effective date of these special conditions is August 29,
2006. Comments must be received on or before October 6, 2006.
ADDRESSES: Comments on these special conditions may be mailed in
duplicate to: Federal Aviation Administration (FAA), Regional Counsel,
ACE-7, Attention: Rules Docket, Docket No. CE259, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: CE259. Comments
may be inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Mr. Mark James, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4137,
fax 816-329-4090, e-mail mark.james@faa.gov.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment is
[[Page 52408]]
impractical because these procedures would significantly delay issuance
of approval and thus delivery of the affected aircraft. In addition,
the substance of these special conditions has been subject to the
public comment process in several prior instances with no substantive
comments received. The FAA, therefore, finds that good cause exists for
making these special conditions effective upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments, as they may desire. Communications should identify the
regulatory docket or special condition number and be submitted in
duplicate to the address specified above. All communications received
on or before the closing date for comments will be considered by the
Administrator. The special conditions may be changed in light of the
comments received. All comments received will be available in the Rules
Docket for examination by interested persons, both before and after the
closing date for comments. A report summarizing each substantive public
contact with FAA personnel concerning this rulemaking will be filed in
the docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to CE259.'' The postcard will be date stamped and returned
to the commenter.
Background
On February 13, 2006, AmSafe, Inc., applied for a supplemental type
certificate, for the installation of a three-point safety belt
restraint system incorporating an inflatable airbag for the pilot, co-
pilot, and passenger seats of the Diamond Aircraft Industries, Inc.,
model DA40 and DA42 airplanes. The Diamond model DA40 is a single
engine, four-place airplane, and the model DA42 is a twin engine, four-
place airplane.
The inflatable restraint system is a three-point safety belt
restraint system consisting of a lap belt and shoulder harness. An
inflatable airbag is attached to 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 installed on the pilot, co-pilot, and passenger seats.
If an emergency landing occurs, the airbag will inflate and provide
a protective cushion between the occupant's head and the structure
within the airplane. This will reduce the potential for head and torso
injury. The inflatable restraint behaves in a manner similar to an
automotive airbag; however, in this case, the airbag is integrated into
the shoulder harness. While airbags and inflatable restraints are
standard in the automotive industry, the use of an inflatable three-
point restraint system is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of providing the same current level of safety as the Diamond
Aircraft Industries, Inc., model DA40 and DA42 occupant restraint
systems. The FAA has two primary safety concerns with the installation
of airbags or inflatable restraints:
That they perform properly under foreseeable operating
conditions; and
That they do not perform in a manner or at such times as
to impede the pilot's ability to maintain control of the airplane or
constitute a hazard to the airplane or occupants.
The latter point has the potential to be the more rigorous of the
requirements. An unexpected deployment while conducting the takeoff or
landing phases of flight may result in an unsafe condition. The
unexpected deployment may either startle the pilot or generate a force
sufficient to cause a sudden movement of the control yoke. Either
action could result in a loss of control of the airplane, the
consequences of 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. The potential for inadvertent
deployment may increase as a result of this cumulative damage.
Therefore, the impact of wear and tear on inadvertent deployment must
be considered. The effect of this cumulative damage means a life limit
must be established for the appropriate system components in the
restraint system design.
There are additional factors to be considered to minimize the
chances of inadvertent deployment. General aviation airplanes are
exposed to a unique operating environment, since the same airplane may
be used by both experienced and student pilots. The effect of this
environment on inadvertent deployment must be understood. Therefore,
qualification testing of the firing hardware/software must consider the
following:
The airplane vibration levels appropriate for a general
aviation airplane; and
The inertial loads that result from typical flight or
ground maneuvers, including gusts and hard landings.
Any tendency for the firing mechanism to activate as a result of
these loads or acceleration levels is unacceptable.
Other influences on inadvertent deployment include high intensity
electromagnetic fields (HIRF) and lightning. Since the sensors that
trigger deployment are electronic, they must be protected from the
effects of these threats. To comply with HIRF and lightning
requirements, the AmSafe, Inc., inflatable restraint system is
considered a critical system, since its inadvertent deployment could
have a hazardous effect on the airplane.
Given the level of safety of the current Diamond Aircraft
Industries, Inc., DA40 and DA42 occupant restraints, the inflatable
restraint system must show that it will offer an equivalent level of
protection for an emergency landing. If an inadvertent deployment
occurs, the restraint must still be at least as strong as a Technical
Standard Order approved belt and shoulder harnesses. There is no
requirement for the inflatable portion of the restraint to offer
protection during multiple impacts, where more than one impact would
require protection.
The inflatable restraint system must deploy and provide protection
for each occupant under an emergency landing condition. The seats of
the models DA40 and DA42 are certificated to the structural
requirements of Sec. 23.562; therefore, the test emergency landing
pulses identified in Sec. 23.562 must be used to satisfy this
requirement.
A wide range of occupants may use the inflatable restraint;
therefore, the protection offered by this restraint should be effective
for occupants that range from the fifth percentile female to the
ninety-fifth percentile male. Energy absorption must be performed in a
consistent manner for this occupant range.
In support of this operational capability, there must be a means to
verify the integrity of this system before
[[Page 52409]]
each flight. AmSafe, Inc., may establish inspection intervals where
they have demonstrated the system to be reliable between these
intervals.
An inflatable restraint may 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 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. AmSafe, Inc., may show that such deployment is not
hazardous to the occupant and will still provide the required
protection.
The cabins of the Diamond model airplanes identified in these
special conditions are confined areas, and the FAA is concerned that
noxious gasses may accumulate if the airbag deploys. When deployment
occurs, 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 to avoid creating an additional
hazard by, for example, a rupture of the inflator.
Finally, the airbag is likely to have a large volume displacement,
and possibly impede the egress of an occupant. Since the bag deflates
to absorb energy, it is likely that the inflatable restraint would be
deflated at the time an occupant would attempt egress. However, it is
appropriate to specify a time interval after which the inflatable
restraint may not impede rapid egress. Ten seconds has been chosen as
reasonable time. This time limit will offer a level of protection
throughout the impact event.
Type Certification Basis
Under the provisions of Sec. 21.101, AmSafe, Inc., must show that
the Diamond model DA40 and DA42, as changed, continue to meet the
applicable provisions of the regulations incorporated by reference in
Type Certificate No. A47CE (DA40), A57CE (DA42) or the applicable
regulations in effect on the date of application for the change. The
regulations incorporated by reference in the type certificate are
commonly referred to as the ``original type certification basis.'' The
following models are covered by this special condition:
Diamond DA40
Type Certificate No. A47CE, Revision 6, dated January 12, 2006.
Diamond DA42
Type Certificate No. A57CE, Revision 4, dated June 30, 2006.
For 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 determines that the applicable airworthiness
regulations (i.e., part 23 as amended) do not contain adequate or
appropriate safety standards for the AmSafe, Inc., inflatable restraint
as installed on these Diamond Aircraft Industries, Inc., 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 Diamond Aircraft Industries, Inc., models DA40 and DA42 will
incorporate the following novel or unusual design feature:
The AmSafe, Inc., Three-Point Safety Belt Restraint System
incorporating an inflatable airbag for the pilot, co-pilot, and
passenger seats. The purpose of the airbag is to reduce the potential
for injury in the event of an accident. In a severe impact, an airbag
will deploy from one shoulder harness, in a manner similar to an
automotive airbag. The airbag will deploy between the head of the
occupant and airplane interior structure, which will provide some
protection to the head of the occupant. The restraint will rely on
sensors to electronically activate the inflator for deployment.
The Code of Federal Regulations state performance criteria for
seats and restraints in an objective manner. However, none of these
criteria are adequate to address the specific issues raised concerning
inflatable restraints. Therefore, the FAA has determined that, in
addition to the requirements of part 21 and part 23, special conditions
are needed to address the installation of this inflatable restraint.
Accordingly, these special conditions are adopted for the Diamond
Aircraft Industries, Inc., models equipped with the AmSafe, Inc.,
three-point inflatable restraint. Other conditions may be developed, as
needed, based on further FAA review and discussions with the
manufacturer and civil aviation authorities.
Applicability
As discussed above, these special conditions are applicable to the
Diamond Aircraft Industries, Inc., models DA40 and DA42 equipped with
the AmSafe, Inc., three-point inflatable restraint system.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Diamond models. It is not a rule of
general applicability, and it affects only the applicant who applied to
the FAA for approval of these features on the airplane.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, the substance of these special conditions
has been subjected to the notice and comment period in several prior
instances and has been derived without substantive change from those
previously issued. It is unlikely that prior public comment would
result in a significant change from the substance contained herein. For
this reason, and because a delay would significantly affect the
delivery of the airplane(s), the FAA has determined that prior public
notice and comment are unnecessary and impracticable, and good cause
exists for adopting these special conditions upon issuance. The FAA is
requesting comments to allow interested persons to submit views that
may not have been submitted in response to the prior opportunities for
comment described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
[[Page 52410]]
Citation
0
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
0
The FAA has determined that this project will be accomplished on the
basis of not lowering the current level of safety of the Diamond
Aircraft Industries, Inc., models DA40 and DA42 occupant restraint
system. Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for these models, as modified by AmSafe,
Incorporated.
Inflatable Three-Point Restraint Safety Belt with an Integrated
Airbag Device on the Pilot, Co-pilot, and Passenger Seats of the
Diamond Aircraft Industries, Inc., Models DA40 and DA42.
1. It must be shown that the inflatable restraint will deploy and
provide protection under emergency landing conditions. Compliance will
be demonstrated using the dynamic test condition specified in 14 CFR,
part 23, Sec. 23.562(b)(2). It is not necessary to account for floor
warpage, as required by Sec. 23.562(b)(3), or vertical dynamic loads,
as required by Sec. 23.562(b)(1). The means of protection must take
into consideration a range of stature from a 5th percentile female to a
95th percentile male. The inflatable restraint must provide a
consistent approach to energy absorption throughout that range.
2. The inflatable restraint must provide adequate protection for
each occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
3. The design must prevent the inflatable restraint from being
incorrectly buckled and/or incorrectly installed such that the airbag
would not properly deploy. Alternatively, it must be shown that such
deployment is not hazardous to the occupant and will provide the
required protection.
4. It must be shown that the inflatable restraint system is not
susceptible to inadvertent deployment as a result of wear and tear or
the inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings) that are likely to be experienced
in service.
5. It must be extremely improbable for an inadvertent deployment of
the restraint system to occur, or an inadvertent deployment must not
impede the pilot's ability to maintain control of the airplane or cause
an unsafe condition (or hazard to the airplane). In addition, a
deployed inflatable restraint must be at least as strong as a Technical
Standard Order (C114) certificated belt and shoulder harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or will not result in injuries
that could impede rapid egress. This assessment should include
occupants whose restraint is loosely fastened.
7. It must be shown that an inadvertent deployment that could cause
injury to a standing or sitting person is improbable. In addition, the
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
8. It must be shown that the inflatable restraint will not impede
rapid egress of the occupants 10 seconds after its deployment.
9. To comply with HIRF and lightning requirements, the inflatable
restraint system is considered a critical system since its deployment
could have a hazardous effect on the airplane.
10. It must be shown that the inflatable restraints will not
release hazardous quantities of gas or particulate matter into the
cabin.
11. The inflatable restraint system installation must be protected
from the effects of fire such that no hazard to occupants will result.
12. There must be a means to verify the integrity of the inflatable
restraint activation system before each flight or it must be
demonstrated to reliably operate between inspection intervals.
13. A life limit must be established for appropriate system
components.
14. Qualification testing of the internal firing mechanism must be
performed at vibration levels appropriate for a general aviation
airplane.
Issued in Kansas City, Missouri on August 29, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-14750 Filed 9-5-06; 8:45 am]
BILLING CODE 4910-13-P
