Special Conditions: AmSafe Aviation; Inflatable Restraints Installation; Approved Model List of Normal and Utility Category Airplanes, and Agricultural Airplanes Certificated in the Normal/Utility/Restricted Category, 19-26 [E7-25465]

Download as PDF Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations and adding ‘‘§ 563.170 of this chapter’’ in its place. PART 567—CAPITAL 8. The authority citation for Part 567 continues to read as follows: I Authority: 12 U.S.C. 1462, 1462a, 1463, 1464, 1467a, 1828 (note). § 567.5 [Amended] 9. Amend § 567.5 by removing paragraphs (b)(1)(iv) and (v) and redesignating paragraphs (b)(1)(vi) and (vii) as paragraphs (b)(1)(iv) and (v). I § 567.12 [Amended] 10. Amend § 567.12 by removing paragraph (g) and redesignating paragraph (h) as paragraph (g). I PART 574—ACQUISITION OF CONTROL OF SAVINGS ASSOCIATIONS 11. The authority citation for Part 574 continues to read as follows: I Authority: 12 U.S.C. 1467a, 1817, 1831i. § 574.2 [Amended] 12. Amend § 574.2(c)(3) by removing ‘‘§ 563b.2(a)(39)’’ and adding ‘‘§ 563b.25 of this chapter’’ in its place. I Dated: December 19, 2007. By the Office of Thrift Supervision. John M. Reich, Director. [FR Doc. E7–25000 Filed 12–31–07; 8:45 am] BILLING CODE 6720–01–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 23 [Docket No. CE285; Special Conditions No. 23–225–SC] Special Conditions: AmSafe Aviation; Inflatable Restraints Installation; Approved Model List of Normal and Utility Category Airplanes, and Agricultural Airplanes Certificated in the Normal/Utility/Restricted Category Federal Aviation Administration (FAA), DOT. ACTION: Final special conditions; request for comments. pwalker on PROD1PC71 with RULES AGENCY: SUMMARY: These special conditions are issued for AmSafe Aviation for a list of approved models. These airplanes, as modified by AmSafe Aviation, will have novel and unusual design features associated with the lap belt or shoulder harness portion of the safety belt, which contains an integrated airbag device. VerDate Aug<31>2005 19:41 Dec 31, 2007 Jkt 214001 The applicable airworthiness regulations do not contain adequate and 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 airworthiness standards. DATES: The effective date of these special conditions is December 26, 2007. Comments must be received on or before February 1, 2008. ADDRESSES: Mail two copies of your comments on these special conditions to: Federal Aviation Administration (FAA), Regional Counsel, ACE–7, Attention: Rules Docket, Docket No. CE285, 901 Locust, Room 506, Kansas City, Missouri 64106, or you may deliver two copies to the Regional Counsel at the above address. Mark your comments: Docket No. CE285. You may inspect comments in the Rules Docket weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m. FOR FURTHER INFORMATION CONTACT: Mr. Bob Stegeman, Federal Aviation Administration, Small Airplane Directorate, Aircraft Certification Service, ACE–111, 901 Locust, Kansas City, Missouri, 816–329–4140, fax 816– 329–4090, e-mail Robert.Stegeman@faa.gov. SUPPLEMENTARY INFORMATION: The FAA has determined that notice and opportunity for prior public comment hereon are impracticable because these procedures would significantly delay issuance of the approval design 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 We invite interested persons to participate in the making of these proposed special conditions by submitting such written data, views, or arguments as they may desire. Identify the regulatory docket or notice number and submit the comments in duplicate to the address specified above. The most helpful comments reference a specific portion of the special conditions, explain the reason for any recommended change, and include supporting data. 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 PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 19 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 CE285.’’ The postcard will be date stamped and returned to the commenter. Background On March 8, 2007, AmSafe Aviation, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for a supplemental type certificate for the installation of inflatable restraints in additional airplane models included herein that were certificated prior to the dynamic seat rule specified in 14 CFR part 23, § 23.562 and in agricultural airplanes. AmSafe Aviation has previously applied for and obtained an Approved Model List (AML) Supplemental Type Certificate (STC) for the installation of Inflatable Two-, Three-, Four- or FivePoint Restraint Safety Belts with an Integrated Airbag Device in airplanes certificated in the Part 23 Normal/ Utility categories. The current AML STC does not allow airbags in agricultural aircraft. However, AmSafe recently provided the FAA data showing the installation of inflatable restraints in agricultural airplanes would have a positive safety effect. This special condition amends the existing AML STC to include additional normal category aircraft and to allow airbag installation in agricultural aircraft. 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. If an emergency landing occurs, 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. However, in this case, the airbag is integrated into the lap or shoulder belt. E:\FR\FM\02JAR1.SGM 02JAR1 pwalker on PROD1PC71 with RULES 20 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations While airbags and inflatable restraints are standard in the automotive industry, the use of an inflatable restraint system is novel for aircraft 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 it may 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. This consideration is of special concern for aircraft designated for agricultural use because these aircraft spend a majority of their flight time at low altitudes. 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 Aviation 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. Recent analysis provided to the FAA in a July 2006 AmSafe Aviation report based upon National Agricultural Aviation Association accident data shows that the risk of inadvertent deployment is outweighed by the potential safety improvement added by the enhanced restraint system. Given this data, the FAA believes that the improved restraint system will result in an increased margin of safety in comparison with existing designs. In addition, general aviation and agricultural aircraft are susceptible to a large amount of cumulative wear and tear on a restraint system. It is likely VerDate Aug<31>2005 19:41 Dec 31, 2007 Jkt 214001 that the potential for inadvertent deployment increases as a result of this cumulative damage. Therefore, the impact of wear and tear on inadvertent deployment must be considered. Due to the effects of this cumulative damage, a life limit must be established for the appropriate system components in the restraint system design. There are additional factors to be considered to minimize the chances of inadvertent deployment. General aviation airplanes are exposed to a unique operating environment, since the same airplane may be used by both experienced and student pilots. The effect of this environment on inadvertent deployment must be understood. Therefore, qualification testing of the firing hardware/software must consider the following: • The airplane vibration levels appropriate for general aviation and agricultural airplanes; and • The inertial loads that result from typical flight/ground maneuvers, gusts, hard landings and flight maneuvering unique to both general aviation and agricultural aircraft operations. 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 Aviation 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. If a 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 during crash conditions as specified in the original certification basis. Therefore, the test emergency landing loads identified in the original certification basis of the airplane must be used to satisfy this requirement. It must be shown that the inflatable restraint will deploy and provide PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 protection under crash conditions as specified in the original certification basis. Compliance will be demonstrated using the test condition specified in the original certification basis. It must 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 Aviation can 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 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 Aviation 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 gasses may accumulate if an airbag deploys. 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 E:\FR\FM\02JAR1.SGM 02JAR1 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations fire. Therefore, the inflatable restraint should be protected from the effects of fire, so that an additional hazard is not created by, for example, a rupture of the inflator. Finally, the airbag is likely to have a large volume displacement, and it may 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. Special conditions for the installation of AAIR systems on other 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 to allow AmSafe Aviation to proceed with the project. These previous special conditions were typically 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. Additionally, a previous AML STC was issued for AmSafe Aviation including numerous airplane models and manufacturers. Since AmSafe Aviation has previously demonstrated by dynamic testing, and has the supporting data, that the Electronics Module Assembly (EMA) 21 and 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. Type Certification Basis Under the provisions of 14 CFR part 21, § 21.101, AmSafe Aviation must show that 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 Make Model 1 Aerostar .................. 1 All American ........... American Champion (Champion). 1 American Champion (Bellanca), (Champion), (Aeronca). TC holder 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 .................................................................... A17WE, Revision 22 ... 14 CFR part 23. All American Aircraft, Inc. American Champion Aircraft Corp. American Champion Aircraft Corp. A–792 .......................... CAR 3. A3CE, Revision 5 ........ CAR 3. A–759, Revision 67 ..... CAR 4a. American Champion Aircraft Corp. A–761, Revision 17 ..... CAR 4a. 11CC, S11CC ................................................... American Champion Aircraft Corp. 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. Cessna Aircraft Company. Cessna Aircraft Company. 4A19, Revision 9 ......... A–773, Revision 10 ..... CAR 3. CAR 4a. TC716 ......................... CAR 4a. A–768, Revision 34 ..... CAR 4a. 5A2, Revision 21 ......... CAR 3. 3A19, Revision 44 ....... CAR 3. Cessna Aircraft Company. Cessna Aircraft Company. A–799, Revision 54 ..... CAR 3. 3A12, Revision 73 ....... CAR 3. Cessna Aircraft Company. 3A17, Revision 45 ....... CAR 3. Cessna Aircraft Company. A13CE, Revision 24 .... 14 CFR part 23. 402 .................................................................... 1 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 ........................... Bellanca ................. 14–9, 14–9L ...................................................... 1 Cessna ................... 120, 140 ............................................................ 1 Cessna ................... 140A .................................................................. 1 Cessna ................... 1 Cessna ................... 150, 150J, 150A, 150K, 150B, A150K, 150C, 150L, 150D, A150L, 150E, 150M, 150F, A150M, 150G, 152, 150H, A152. 170, 170A, 170B ............................................... 1 Cessna ................... 1 pwalker on PROD1PC71 with RULES 1 Cessna ................... 1 Cessna ................... VerDate Aug<31>2005 Certification basis Aerostar Aircraft Corporation. 1 American Champion (Bellanca), (Trytek), (Aeronca). 1 American Champion (Bellanca), (Trytek), (Aeronca). 1 VARGA (Morrisey) 1 Bellanca ................. TCDS 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. 177, 177A, 177B ............................................... 19:41 Dec 31, 2007 Jkt 214001 PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 E:\FR\FM\02JAR1.SGM 02JAR1 22 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... Cessna AgWagon ........ TC holder Cessna Aircraft Company. Cessna Aircraft Company. 5A6, Revision 66 ......... CAR 3. 3A13, Revision 64 ....... CAR 3. Com- 3A24, Revision 37 ....... CAR 3. Com- A9CE, Revision 27 ...... 14 CFR part 23. Com- A–790, Revision 36 ..... CAR 3. 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. 208, 208A, 208B ............................................... Cessna Aircraft pany. Cessna Aircraft pany. Cessna Aircraft pany. Cessna Aircraft pany. Com- A4CE, Revision 43 ...... CAR 3. Cessna Aircraft Company. Cessna Aircraft Company. A37CE, Revision 12 .... 14 CFR part 23. 3A21, Revision 46 ....... CAR 3. Cessna Aircraft Company. 3A10, Revision 62 ....... CAR 3. Cessna Aircraft pany. Cessna Aircraft pany. Cessna Aircraft pany. Cessna Aircraft pany. Com- 3A25, Revision 25 ....... CAR 3. Com- 3A11, Revision 6 ......... CAR 3. Com- A2CE, Revision 7 ........ CAR 3. Com- A6CE, Revision 40 ...... CAR 3/14 CFR part 23. Cessna Aircraft Company. A7CE, Revision 46 ...... CAR 3. Cessna Aircraft Company. Cessna Aircraft Company. Commander Aircraft Company. A25CE, Revision 11 .... 14 CFR part 23. A28CE, Revision 12 .... 14 CFR part 23. A12SO, Revision 21 .... 14 CFR part 23. Diamond Aircraft Industries, Inc. Great Lakes Aircraft Company, LLC. Helio Aircraft Corporation. Learjet Inc ................... Lockheed Aircraft International. Luscombe Aircraft Corporation. TA4CH, Revision 14 ... 14 CFR part 23. A18EA, Revision 10 .... 3A3, Revision 7 ........... Aeronautical Bulletin No. 7–A. CAR 4a. A5CE, Revision 10 ...... 2A11, Revision 4 ......... CAR 3. CAR 3. A–804, Revision 14 ..... CAR 3. Cessna ................... 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... 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). 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. 320, 320F, 320–1, 335, 320A, 340, 320B, 340A, 320C, 320D, 320E. 321 (Navy OE–2) .............................................. 1 Cessna ................... 336 .................................................................... 1 Cessna ................... 1 Cessna ................... 1 Cessna ................... 337A (USAF 02B), T337E, 337B, 337F, M337B (USAF 02A), T337F, T337B, 337G, 337C, T337G, T337C, 337H, 337D, P337H, T337D, T337H, T337H–SP. 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425. 404, 406 ............................................................ 1 Cessna ................... 441 .................................................................... 1 Commander Aircraft Diamond ...................... Model 112, Model 114, Model 112TC, Model 112B, Model 112TCA, Model 114A, Model 114B, Model 114TC. DA20–A1, DA20–C1 ......................................... 1 Great Lakes ........... 2T–1A, 2T–1A–1, 2T–1A–2 .............................. 1 Helio (Taylorcraft) .. 15A, 20 ............................................................. 1 1 Learjet .................... Lockheed ................ 23 ...................................................................... 402–2 ................................................................ pwalker on PROD1PC71 with RULES Land-Air (TEMCO), (Luscombe). VerDate Aug<31>2005 Certification basis 180, 180E, 180A, 180F, 180B, 180G, 180C, 180H, 180D, 180J, 180E, 180K. 182, 182K, 182A, 182L, 182B, 182M, 182C, 182N, 182D, 182P, 182E, 182Q, 182F, 182R, 182G, R182, 182H, T182, 182J, TR182. 185, A185E, 185A, A185F, 185B, 185C, 185D, 185E. 188, 188A, 188B, A188, A188A, A188B, T188C. 190 (LC–126A,B,C), 195, 195A, 195B ............. 1 1 TCDS 11A, 11E ........................................................... 19:41 Dec 31, 2007 Jkt 214001 PO 00000 Frm 00022 Fmt 4700 Sfmt 4700 E:\FR\FM\02JAR1.SGM 02JAR1 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations 23 LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model 1 Maule ..................... 1 Mooney .................. TC holder 1 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 ................. 1 Beech ..................... 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) 1 Beech ..................... 1 Beech ..................... 1 Beech ..................... 1 Raytheon ................ 1 Beech ..................... 1 Beech ..................... 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 ..................................................... 1 Beech ..................... 58P, 58PA, 58TC, 58TCA ................................ 1 Cessna ................... 1 Socata .................... 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 ................ 1 Pitts ........................ S–1S, S–1T, S–2, S–2A, S–2S, S–2B, S–2C .. 1 Taylorcraft .............. 1 Taylorcraft .............. 1 Taylorcraft .............. 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. pwalker on PROD1PC71 with RULES Interceptor (Aero Commander) (Meyers). 1 Beech ..................... VerDate Aug<31>2005 19A, B23, B19, C23, M19A, A24, 23, A24R, A23, B24R, A23A, C24R, A23–19, A23–24. 3N, 3NM, 3TM, JRB–6, D18C, D18S, E18S, E18S–9700, G18S, H18, C–45G, TC–45G, C–45H, TC–45H, TC–45J or UC–45J (SNB– 5), RC–45J (SNB–5P). 35, A35, E35, B35, F35, C35, G35, D35, 35R 19:41 Dec 31, 2007 Jkt 214001 PO 00000 Frm 00023 Fmt 4700 TCDS Certification basis Maule Aerospace Technology, Inc. 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. Raytheon Aircraft Company. Raytheon Aircraft Company. 5A3, Revision 25 ......... CAR 03. A1CE, Revision 34 ...... CAR 3. A–765, Revision 74 ..... CAR 03. Raytheon Aircraft Company. Raytheon Aircraft Company. A–777, Revision 57 ..... CAR 03. 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 .... 14 CFR part 23. A23CE, Revision 14 .... 14 CFR part 23. A4EU, Revision 11 ...... CAR 10/CAR 3. SOCATA—GROUPE AEROSPATIALE. Sky International Inc. (Aviat Aircraft, Inc.). Taylorcraft Aviation LLC. Taylorcraft Aviation, LLC. A51EU, Revision 14 .... 14 CFR part 23. A8SO, Revision 21 ...... 14 CFR part 23. 1A9, Revision 19 ......... CAR 3. A–696, Revision 22 ..... CAR 04. A–699, Revision 5 ....... CAR 4a. Taylorcraft, Inc ............ Sfmt 4700 E:\FR\FM\02JAR1.SGM 02JAR1 24 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make 1 Model Luscombe ............... Sierra Hotel Aero, Inc. (Navion). Piper ............................ Piper ............................ FS 2003 Corporation (Piper). FS 2002 Corporation (Piper). Piper ............................ Piper ............................ Piper ............................ 2 Piper ....................... Piper ............................ Piper ............................ Piper ............................ Piper ............................ 1 Piper ....................... TC holder 8, 8D, 8A, 8E, 8B, 8F, 8C, T–8F ...................... A–694, Revision 23 ..... CAR 4a. A–782, Revision 51 ..... CAR 3. Piper Aircraft Inc ......... Piper Aircraft Inc ......... ATC 660, Revision 0 ... A–691, Revision 33 ..... Not listed. CAR 4a. FS 2003 Corporation .. A–780, Revision 13 ..... CAR 3. PA–14 ............................................................... FS 2002 Corporation .. A–797, Revision 11 ..... CAR 3. PA–15 ............................................................... PA–16, PA–16S ................................................ PA–17 ............................................................... PA–18, PA–18S, PA–18A, PA–18S ‘‘125’’, PA–18AS ‘‘125’’, PA–18A ‘‘135’’, PA–18S ‘‘135’’, PA–18AS ‘‘135’’, PA–18 ‘‘150’’, PA– 18A ‘‘150’’, PA–18S ‘‘150’’, PA–18AS ‘‘150’’, PA–19S. PA–20, PA–20–115, PA–20–135, PA–20S, PA–20S–115, PA–20S–135. PA–22, PA–22–108, PA–22–135, PA–22–150, PA–22–160, PA–22S–135, PA–22S–150, PA–22S–160. PA–23, PA–23–160, PA–23–235, PA–23–250 PA–24, PA–24–250, PA–24–260, PA–24–400 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 ..................................... Piper Aircraft Inc ......... Piper Aircraft Inc ......... Piper Aircraft Inc ......... The New Piper Aircraft, Inc. A–800, Revision 11 ..... 1A1, Revision 13 ......... A–805, Revision 12 ..... 1A2, Revision 37 ......... CAR CAR CAR CAR Piper Aircraft Inc ......... 1A4, Revision 24 ......... CAR 3. Piper Aircraft Inc ......... 1A6, Revision 34 ......... CAR 3. Piper Aircraft Inc ......... Piper Aircraft Inc ......... The New Piper Aircraft, Inc. 1A10, Revision 51 ....... 1A15, Revision 34 ....... 2A13, Revision 47 ....... CAR 3. CAR 3. CAR 3. The New Piper Aircraft, Inc. The New Piper Aircraft, Inc. A1EA, Revision 16 ...... CAR 3. A3SO, Revision 29 ...... CAR 3. The New Inc. The New Inc. The New Inc. The New Inc. Piper Aircraft, A7SO, Revision 16 ..... 14 CFR part 23. Piper Aircraft, A8EA, Revision 22 ...... CAR 3. Piper Aircraft, A9SO, Revision 9 ........ 14 CFR part 23. Piper Aircraft, A10SO, Revision 12 .... The New Piper Aircraft, Inc. The New Piper Aircraft, Inc. The New Piper Aircraft, Inc. The New Piper Aircraft, Inc. The New Piper Aircraft, Inc. Tiger Aircraft LLC ........ A18SO, Revision 4 ...... 14 CFR part 21/ 14 CFR part 23. 14 CFR part 23. A19SO, Revision 9 ...... 14 CFR part 23. A20SO, Revision 10 .... CAR 3. A23SO, Revision 17 ... 14 CFR part 23. A25SO, Revision 14 ... 14 CFR part 23. A11EA, Revision 10 .... 14 CFR part 23. A16EA, Revision 13 .... 6A1, Revision 45 ......... CFR part 23. CAR 3. 2A4, Revision 46 ......... CAR 3. A–767, Revision 27 ..... CAR 3. Navion (L–17A), Navion A (L–17B) (L–17C), Navion B, Navion D, Navion E, Navion F, Navion G, Navion H. J–3 .................................................................... J3C–40, J3C–50, J3C–50S, J3C–65, J3C– 65S, PA–11, PA–11S. PA–12, PA–12S ................................................ Piper ....................... 1 Piper ....................... 1 Piper ....................... 1 Piper ....................... 1 Piper ....................... PA–31P, PA–31T, PA–31T1, PA–31T2, PA– 31T3, PA–31P–350. PA–36–285, PA–36–300, PA–36–375 ............. 1 Piper ....................... PA–36–285, PA–36–300, PA–36–375 ............. 1 Piper ....................... PA–38–112 ....................................................... 1 Piper ....................... PA–44–180, PA–44–180T ................................ 1 Piper ....................... PA–31, PA–31–300, PA–31–325, PA–31–350 1 Piper ....................... PA–42, PA–42–720, PA–42–1000 ................... 1 Piper ....................... PA–46–310P, PA–46–350P, PA–46–500TP .... 1 Tiger Aircraft LLC (American General). 1 Tiger Aircraft .......... 1 Twin Commander ... pwalker on PROD1PC71 with RULES Certification basis The Don Luscombe Aviation History Foundation, Inc. Sierra Hotel Aero, Inc 1 AA–1, AA–1A, AA–1B, AA–1C ......................... 1 Twin Commander ... 1 Univair (Stinson) .... 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 ................... VerDate Aug<31>2005 TCDS 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 ......... 19:41 Dec 31, 2007 Jkt 214001 PO 00000 Frm 00024 Fmt 4700 Tiger Aircraft LLC ........ Twin Commander Aircraft Corporation. Twin Commander Aircraft Corporation. Univair Aircraft Corporation. Sfmt 4700 E:\FR\FM\02JAR1.SGM 02JAR1 3. 3. 3. 3. Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations 25 LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS—Continued Make Model 1 Univair .................... 1 Univair (Mooney) .... TC holder (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 .................... TCDS Certification basis Univair Aircraft Corporation. A–787, Revision 33 ..... CAR 3. Univair Aircraft Corporation. A–718, Revision 29 ..... CAR 4a. The following aircraft are certified in the restricted category: LIST OF ALL AIRPLANE MODELS AND APPLICABLE TCDS Make Model TC holder TCDS Air Tractor .................... Air Tractor, Inc ............ A9SW, Revision 12 ..... 14 CFR part 23. Air Tractor, Inc ............ A17SW, Revision 10 ... 14 CFR part 23. Air Tractor, Inc ............ Allied Ag Cat Productions, Inc. A19SW, Revision 4 ..... 1A16, Revision 24 ....... 14 CFR part 23. CAR 8. Gippsland Aeronautics AT–250, AT–300, AT–301, AT–302, AT–400, AT–400A. AT–401, AT–401A, AT–401B, AT–402, AT– 402A, AT–402B, AT–501, AT–502, AT– 502A, AT–502B, AT–503, AT–503A. AT–802A, AT–802, AT–602 ............................. G–164, G–164A, G–164B, G–164B with 73’’, G–164B–15T, G–164B–34T, G–164B–20T, G–164C, G–164D, G–164D with 73’’ wing gap. GA200 ............................................................... A00001LA, Revision 1 14 CFR part 23. 2 Piper ....................... PA–18A, PA–18A ‘‘135’’, PA–18A ‘‘150’’ ......... AR–7, Revision 11 ...... CAR 8. LAVIA S.A. (Piper) ....... PA–25, PA–25–235, PA–25–260 ..................... 2A10, Revision 24 ....... CAR 8. Thrush Aircraft, Inc. (Snow, Rockwell, Ayres). Thrush Aircraft, Inc. (Snow, Rockwell, Ayres). Thrush Aircraft, Inc. (Snow, Rockwell, Ayres). S–2B, S–2C, 600–S2C ..................................... Gippsland Aeronautics Pty. Ltd. The New Piper Aircraft, Inc. Latino Americana De ´ Aviacion (LAVIA) S.A. Thrush Aircraft, Inc ...... 2A7, Revision 16 ......... CAR 8. 600 S–2D, S–2R, S2R–T34, S2R–T15, S2R– T11, S2R–R3S, S2R–R1340. Thrush Aircraft, Inc ...... A3SW, Revision 18 ..... CAR 3. 600 S2D, S2R–R1340, S2R–G10, S–2R, S2R–R1820, S2R–G5, S2R–T34, S2R–T65, S2R–G1, S2R–T15, S2RHG–T65, S2RHG– T34, S2R–R3S, S2R–T45, S2R–T660, S2R–T11, S2R–G6. 620, 620TP, 620A, 620B, 620B–TG ................ Thrush Aircraft, Inc ...... A4SW, Revision 28 ..... CAR 8. Weatherly Aircraft Company. A26WE, Revision 7 ..... 14 CFR part 23. Air Tractor .................... Air Tractor .................... Allied Ag Cat ................ Weatherly ..................... Certification basis pwalker on PROD1PC71 with RULES Aircraft identified with a 1 have special conditions for AmSafe Aviation Inflatable Restraints published under Special Conditions 23–182–SC. Piper PA–18A, PA–18A ‘‘135’’ and PA–18A ‘‘150’’ (identified with a 2) are type certificated in Normal/Utility Category on TCDS 1A2 and in Restricted Category on TCDS AR–7. The same aircraft may be operated under either TCDS in accordance with the restrictions listed on TCDS AR– 7. 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. The Administrator has determined that the applicable airworthiness regulations (i.e., part 23 as amended) do not contain adequate or appropriate safety standards for the AmSafe Aviation, inflatable restraint as installed on these models because of a novel or unusual design feature. Therefore, special conditions are prescribed under the provisions of § 21.16. Special conditions, as appropriate, as defined in § 11.19, are issued in VerDate Aug<31>2005 19:41 Dec 31, 2007 Jkt 214001 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 various airplane models will incorporate the following novel or unusual design feature: PO 00000 Frm 00025 Fmt 4700 Sfmt 4700 The AmSafe Aviation 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. E:\FR\FM\02JAR1.SGM 02JAR1 26 Federal Register / Vol. 73, No. 1 / Wednesday, January 2, 2008 / Rules and Regulations 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 Aviation, two-, three-, four-, or fivepoint 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 Approved Model List (AML) above. Should AmSafe Aviation apply at a later date for a supplemental type certificate to modify any other model included on the type certificates listed above to incorporate the same novel or unusual design feature, the special conditions would apply to that model as well. 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 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, as the certification date for these airplane models, as modified by AmSafe Aviation, is imminent, the FAA finds that good cause exists to make these special conditions effective upon issuance. List of Subjects in 14 CFR Part 23 Aircraft, Aviation safety, Signs and symbols. Citation The authority citation for these special conditions is as follows: I pwalker on PROD1PC71 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, the FAA is issuing the following special conditions as part of the type VerDate Aug<31>2005 19:41 Dec 31, 2007 Jkt 214001 certification basis for these models, as modified by AmSafe, Aviation. Inflatable Two-, Three-, Four-, or FivePoint 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 para. 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 para. 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. PO 00000 Frm 00026 Fmt 4700 Sfmt 4700 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 restraints are 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. Issued in Kansas City, Missouri on December 26, 2007. John Colomy, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–25465 Filed 12–31–07; 8:45 am] BILLING CODE 4910–13–P E:\FR\FM\02JAR1.SGM 02JAR1

Agencies

[Federal Register Volume 73, Number 1 (Wednesday, January 2, 2008)]
[Rules and Regulations]
[Pages 19-26]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-25465]

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE285; Special Conditions No. 23-225-SC]

Special Conditions: AmSafe Aviation; Inflatable Restraints
Installation; Approved Model List of Normal and Utility Category
Airplanes, and Agricultural Airplanes Certificated in the Normal/
Utility/Restricted Category

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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

SUMMARY: These special conditions are issued for AmSafe Aviation for a
list of approved models. These airplanes, as modified by AmSafe
Aviation, will have novel and unusual design features 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 and 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
airworthiness standards.

DATES: The effective date of these special conditions is December 26,
2007. Comments must be received on or before February 1, 2008.

ADDRESSES: Mail two copies of your comments on these special conditions
to: Federal Aviation Administration (FAA), Regional Counsel, ACE-7,
Attention: Rules Docket, Docket No. CE285, 901 Locust, Room 506, Kansas
City, Missouri 64106, or you may deliver two copies to the Regional
Counsel at the above address. Mark your comments: Docket No. CE285. You
may inspect comments in the Rules Docket weekdays, except Federal
holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Mr. Bob Stegeman, Federal Aviation
Administration, Small Airplane Directorate, Aircraft Certification
Service, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4140, fax
816-329-4090, e-mail Robert.Stegeman@faa.gov.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the approval
design 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

We invite interested persons to participate in the making of these
proposed special conditions by submitting such written data, views, or
arguments as they may desire. Identify the regulatory docket or notice
number and submit the comments in duplicate to the address specified
above. The most helpful comments reference a specific portion of the
special conditions, explain the reason for any recommended change, and
include supporting data. 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 CE285.'' The postcard will be date stamped and returned
to the commenter.

Background

On March 8, 2007, AmSafe Aviation, 1043 North 47th Avenue, Phoenix,
AZ 85043, applied for a supplemental type certificate for the
installation of inflatable restraints in additional airplane models
included herein that were certificated prior to the dynamic seat rule
specified in 14 CFR part 23, Sec. 23.562 and in agricultural
airplanes.
AmSafe Aviation has previously applied for and obtained an Approved
Model List (AML) Supplemental Type Certificate (STC) for the
installation of Inflatable Two-, Three-, Four- or Five-Point Restraint
Safety Belts with an Integrated Airbag Device in airplanes certificated
in the Part 23 Normal/Utility categories.
The current AML STC does not allow airbags in agricultural
aircraft. However, AmSafe recently provided the FAA data showing the
installation of inflatable restraints in agricultural airplanes would
have a positive safety effect. This special condition amends the
existing AML STC to include additional normal category aircraft and to
allow airbag installation in agricultural aircraft.
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.
If an emergency landing occurs, 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. However, in this case, the airbag is integrated into
the lap or shoulder belt.

[[Page 20]]

While airbags and inflatable restraints are standard in the automotive
industry, the use of an inflatable restraint system is novel for
aircraft 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 it may 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. This consideration is of special concern
for aircraft designated for agricultural use because these aircraft
spend a majority of their flight time at low altitudes. 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 Aviation 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. Recent analysis
provided to the FAA in a July 2006 AmSafe Aviation report based upon
National Agricultural Aviation Association accident data shows that the
risk of inadvertent deployment is outweighed by the potential safety
improvement added by the enhanced restraint system. Given this data,
the FAA believes that the improved restraint system will result in an
increased margin of safety in comparison with existing designs.
In addition, general aviation and agricultural aircraft are
susceptible to a large amount of cumulative wear and tear on a
restraint system. It is likely that the potential for inadvertent
deployment increases as a result of this cumulative damage. Therefore,
the impact of wear and tear on inadvertent deployment must be
considered. Due to the effects of this cumulative damage, a life limit
must be established for the appropriate system components in the
restraint system design.
There are additional factors to be considered to minimize the
chances of inadvertent deployment. General aviation airplanes are
exposed to a unique operating environment, since the same airplane may
be used by both experienced and student pilots. The effect of this
environment on inadvertent deployment must be understood. Therefore,
qualification testing of the firing hardware/software must consider the
following:
The airplane vibration levels appropriate for general
aviation and agricultural airplanes; and
The inertial loads that result from typical flight/ground
maneuvers, gusts, hard landings and flight maneuvering unique to both
general aviation and agricultural aircraft operations.
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 Aviation 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. If a 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 during crash conditions as specified in the original
certification basis. Therefore, the test emergency landing loads
identified in the original certification basis of the airplane must be
used to satisfy this requirement. It must be shown that the inflatable
restraint will deploy and provide protection under crash conditions as
specified in the original certification basis. Compliance will be
demonstrated using the test condition specified in the original
certification basis. It must 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 Aviation can 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 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 Aviation 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 gasses may accumulate if an airbag deploys. 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

[[Page 21]]

fire. Therefore, the inflatable restraint should be protected from the
effects of fire, so that an additional hazard is not created by, for
example, a rupture of the inflator.
Finally, the airbag is likely to have a large volume displacement,
and it may 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.
Special conditions for the installation of AAIR systems on other
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 to allow AmSafe Aviation to proceed with
the project.
These previous special conditions were typically 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. Additionally, a previous AML STC
was issued for AmSafe Aviation including numerous airplane models and
manufacturers. Since AmSafe Aviation has previously demonstrated by
dynamic testing, and has the supporting data, that the Electronics
Module Assembly (EMA) and 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.

Type Certification Basis

Under the provisions of 14 CFR part 21, Sec. 21.101, AmSafe
Aviation must show that 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
----------------------------------------------------------------------------------------------------------------
Make Model TC holder TCDS Certification basis
----------------------------------------------------------------------------------------------------------------
1 Aerostar................... PA-60-600 (Aerostar Aerostar A17WE, Revision 14 CFR part 23.
600), PA-60-601 Aircraft 22.
(Aerostar 601), PA- Corporation.
60-601P (Aerostar
601P), PA-60-602P
(Aerostar 602P), PA-
60-700P (Aerostar
700P).
1 All American............... 10A.................. All American A-792........... CAR 3.
Aircraft, Inc.
1 American Champion 402.................. American A3CE, Revision 5 CAR 3.
(Champion). Champion
Aircraft Corp.
1 American Champion 7AC, 7ACA, 7EC, 7GCB, American A-759, Revision CAR 4a.
(Bellanca), (Champion), S7AC, S7EC, 7GCBA (L- Champion 67.
(Aeronca). 16A), 7BCM, 7ECA, Aircraft Corp.
7GCBC (L-16B), 7CCM,
7FC, 7HC, S7CCM,
7GC, 7JC, 7DC, 7GCA,
7KC, S7DC, 7GCAA,
7KCAB.
1 American Champion 11AC, S11AC, 11BC, American A-761, Revision CAR 4a.
(Bellanca), (Trytek), S11BC. Champion 17.
(Aeronca). Aircraft Corp.
1 American Champion 11CC, S11CC.......... American A-796, Revision CAR 3.
(Bellanca), (Trytek), Champion 14.
(Aeronca). Aircraft Corp.
1 VARGA (Morrisey)........... 2150, 2150A, 2180.... Augustair, Inc.. 4A19, Revision 9 CAR 3.
1 Bellanca................... 14-13, 14-13-2, 14-13- Bellanca A-773, Revision CAR 4a.
3, 14-13-3W. Aircraft 10.
Corporation.
1 Bellanca................... 14-9, 14-9L.......... Bellanca TC716........... CAR 4a.
Aircraft
Corporation.
1 Cessna..................... 120, 140............. Cessna Aircraft A-768, Revision CAR 4a.
Company. 34.
1 Cessna..................... 140A................. Cessna Aircraft 5A2, Revision 21 CAR 3.
Company.
1 Cessna..................... 150, 150J, 150A, Cessna Aircraft 3A19, Revision CAR 3.
150K, 150B, A150K, Company. 44.
150C, 150L, 150D,
A150L, 150E, 150M,
150F, A150M, 150G,
152, 150H, A152.
1 Cessna..................... 170, 170A, 170B...... Cessna Aircraft A-799, Revision CAR 3.
Company. 54.
1 Cessna..................... 172, 172I, 172A, Cessna Aircraft 3A12, Revision CAR 3.
172K, 172B, 172L, Company. 73.
172C, 172M, 172D,
172N, 172E, 172P,
172F (USAF T-41A),
172Q, 172G, 172H
(USAF T-41A).
1 Cessna..................... 175, 175A, 175B, Cessna Aircraft 3A17, Revision CAR 3.
175C, P172D, R172E Company. 45.
(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.
1 Cessna..................... 177, 177A, 177B...... Cessna Aircraft A13CE, Revision 14 CFR part 23.
Company. 24.

[[Page 22]]

1 Cessna..................... 180, 180E, 180A, Cessna Aircraft 5A6, Revision 66 CAR 3.
180F, 180B, 180G, Company.
180C, 180H, 180D,
180J, 180E, 180K.
1 Cessna..................... 182, 182K, 182A, Cessna Aircraft 3A13, Revision CAR 3.
182L, 182B, 182M, Company. 64.
182C, 182N, 182D,
182P, 182E, 182Q,
182F, 182R, 182G,
R182, 182H, T182,
182J, TR182.
1 Cessna..................... 185, A185E, 185A, Cessna Aircraft 3A24, Revision CAR 3.
A185F, 185B, 185C, Company. 37.
185D, 185E.
Cessna AgWagon............... 188, 188A, 188B, Cessna Aircraft A9CE, Revision 14 CFR part 23.
A188, A188A, A188B, Company. 27.
T188C.
1 Cessna..................... 190 (LC-126A,B,C), Cessna Aircraft A-790, Revision CAR 3.
195, 195A, 195B. Company. 36.
1 Cessna..................... 206, U206B, TP206D, Cessna Aircraft A4CE, Revision CAR 3.
P206, U206C, TP206E, Company. 43.
P206A, U206D,
TU206A, P206B,
U206E, TU206B,
P206C, U206F,
TU206C, P206D,
U206G, TU206D,
P206E, TP206A,
TU206E, U206,
TP206B, TU206F,
U206A, TP206C,
TU206G.
1 Cessna..................... 208, 208A, 208B...... Cessna Aircraft A37CE, Revision 14 CFR part 23.
Company. 12.
1 Cessna..................... 210, 210K, 210A, Cessna Aircraft 3A21, Revision CAR 3.
T210K, 210B, 210L, Company. 46.
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).
1 Cessna..................... 310, 310J, 310A (USAF Cessna Aircraft 3A10, Revision CAR 3.
U-3A), 310J-1, 310B, Company. 62.
E310J, 310C, 310K,
310D, 310L, 310E
(USAF U-3B), 310N,
310F, 310P, 310G,
T310P, 310H, 310Q,
E310H, T310Q, 310I,
310R, T310R.
1 Cessna..................... 320, 320F, 320-1, Cessna Aircraft 3A25, Revision CAR 3.
335, 320A, 340, Company. 25.
320B, 340A, 320C,
320D, 320E.
1 Cessna..................... 321 (Navy OE-2)...... Cessna Aircraft 3A11, Revision 6 CAR 3.
Company.
1 Cessna..................... 336.................. Cessna Aircraft A2CE, Revision 7 CAR 3.
Company.
1 Cessna..................... 337A (USAF 02B), Cessna Aircraft A6CE, Revision CAR 3/14 CFR part 23.
T337E, 337B, 337F, Company. 40.
M337B (USAF 02A),
T337F, T337B, 337G,
337C, T337G, T337C,
337H, 337D, P337H,
T337D, T337H, T337H-
SP.
1 Cessna..................... 401, 401A, 401B, 402, Cessna Aircraft A7CE, Revision CAR 3.
402A, 402B, 402C, Company. 46.
411, 411A, 414,
414A, 421, 421A,
421B, 421C, 425.
1 Cessna..................... 404, 406............. Cessna Aircraft A25CE, Revision 14 CFR part 23.
Company. 11.
1 Cessna..................... 441.................. Cessna Aircraft A28CE, Revision 14 CFR part 23.
Company. 12.
1 Commander Aircraft......... Model 112, Model 114, Commander A12SO, Revision 14 CFR part 23.
Model 112TC, Model Aircraft 21.
112B, Model 112TCA, Company.
Model 114A, Model
114B, Model 114TC.
Diamond...................... DA20-A1, DA20-C1..... Diamond Aircraft TA4CH, Revision 14 CFR part 23.
Industries, Inc. 14.
1 Great Lakes................ 2T-1A, 2T-1A-1, 2T-1A- Great Lakes A18EA, Revision Aeronautical Bulletin
2. Aircraft 10. No. 7-A.
Company, LLC.
1 Helio (Taylorcraft)........ 15A, 20.............. Helio Aircraft 3A3, Revision 7. CAR 4a.
Corporation.
1 Learjet.................... 23................... Learjet Inc..... A5CE, Revision CAR 3.
10.
1 Lockheed................... 402-2................ Lockheed 2A11, Revision 4 CAR 3.
Aircraft
International.
1 Land-Air (TEMCO), 11A, 11E............. Luscombe A-804, Revision CAR 3.
(Luscombe). Aircraft 14.
Corporation.

[[Page 23]]

1 Maule...................... Bee Dee M-4, M-5- Maule Aerospace 3A23, Revision CAR 3.
180C, MXT-7-160, M-4- Technology, Inc. 30.
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.
1 Mooney..................... M20, M20A, M20B, Mooney Airplane 2A3, Revision 47 CAR 3.
M20C, M20D, M20E, Company, Inc.
M20F, M20G, M20J,
M20K (Up to S/N 25-
2000), M20L.
1 Interceptor (Aero 200, 200A, 200B, Prop-Jets, Inc.. 3A18, Revision CAR 3.
Commander) (Meyers). 200C, 200D, 400. 16.
1 Beech...................... 35-33, J35, 35-A33, Raytheon 3A15, Revision CAR 3.
K35, 35-B33, M35, 35- Aircraft 90.
C33, N35, 35-C33A, Company.
P35, E33, S35, E33A,
V35, E33C, V35A,
F33, V35B, F33A, 36,
F33C, A36, G33,
A36TC, H35, B36TC,
G36.
1 Beech...................... 45 (YT-34), A45 (T- Raytheon 5A3, Revision 25 CAR 03.
34A, B-45), D45 (T- Aircraft
34B). Company.
1 Beech...................... 19A, B23, B19, C23, Raytheon A1CE, Revision CAR 3.
M19A, A24, 23, A24R, Aircraft 34.
A23, B24R, A23A, Company.
C24R, A23-19, A23-24.
1 Beech...................... 3N, 3NM, 3TM, JRB-6, Raytheon A-765, Revision CAR 03.
D18C, D18S, E18S, Aircraft 74.
E18S-9700, G18S, Company.
H18, C-45G, TC-45G,
C-45H, TC-45H, TC-
45J or UC-45J (SNB-
5), RC-45J (SNB-5P).
1 Beech...................... 35, A35, E35, B35, Raytheon A-777, Revision CAR 03.
F35, C35, G35, D35, Aircraft 57.
35R. Company.
1 Raytheon................... 200, A100-1 (U-21J), Raytheon A24CE, Revision 14 CFR part 23.
200C, A200 (C-12A), Aircraft 91.
200CT, A200 (C-12C), Company.
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).
1 Beech...................... B95A, D55, D95A, Raytheon 3A16, Revision CAR 3.
D55A, E95, E55, 95- Aircraft 81.
55, E55A, 95-A55, Company.
56TC, 95-B55, A56TC,
95-B55A, 58, 95-B55B
(T-42A), 58A, 95-
C55, 95, 95-C55A,
B95, G58.
1 Beech...................... 60, A60, B60......... Raytheon A12CE, Revision 14 CFR part 23.
Aircraft 23.
Company.
1 Beech...................... 58P, 58PA, 58TC, Raytheon A23CE, Revision 14 CFR part 23.
58TCA. Aircraft 14.
Company.
1 Cessna..................... CESSNA F172D, CESSNA Reims Aviation A4EU, Revision CAR 10/CAR 3.
F172E, CESSNA F172F, S.A. 11.
CESSNA F172G, CESSNA
F172H, CESSNA F172K,
CESSNA F172L, CESSNA
F172M, CESSNA F172N,
CESSNA F172P.
1 Socata..................... TB 9, TB 10, TB 20, SOCATA--GROUPE A51EU, Revision 14 CFR part 23.
TB 21, TB 200. AEROSPATIALE. 14.
1 Pitts...................... S-1S, S-1T, S-2, S- Sky A8SO, Revision 14 CFR part 23.
2A, S-2S, S-2B, S-2C. International 21.
Inc. (Aviat
Aircraft, Inc.).
1 Taylorcraft................ 19, F19, F21, F21A, Taylorcraft 1A9, Revision 19 CAR 3.
F21B, F22, F22A, Aviation LLC.
F22B, F22C.
1 Taylorcraft................ BC, BCS12-D, BCS, Taylorcraft A-696, Revision CAR 04.
BC12-D1, BC-65, Aviation, LLC. 22.
BCS12-D1, BCS-65,
BC12D-85, BC12-65
(Army L-2H), BCS12D-
85, BCS12-65, BC12D-
4-85, BC12-D, BCS12D-
4-85.
1 Taylorcraft................ (Army L-2G) BF, BFS, Taylorcraft, Inc A-699, Revision CAR 4a.
BF-60, BFS-60, BF- 5.
65, BFS-65, (Army L-
2K) BF 12-65, BFS-65.

[[Page 24]]

1 Luscombe................... 8, 8D, 8A, 8E, 8B, The Don Luscombe A-694, Revision CAR 4a.
8F, 8C, T-8F. Aviation 23.
History
Foundation, Inc.
Sierra Hotel Aero, Inc. Navion (L-17A), Sierra Hotel A-782, Revision CAR 3.
(Navion). Navion A (L-17B) (L- Aero, Inc. 51.
17C), Navion B,
Navion D, Navion E,
Navion F, Navion G,
Navion H.
Piper........................ J-3.................. Piper Aircraft ATC 660, Not listed.
Inc. Revision 0.
Piper........................ J3C-40, J3C-50, J3C- Piper Aircraft A-691, Revision CAR 4a.
50S, J3C-65, J3C- Inc. 33.
65S, PA-11, PA-11S.
FS 2003 Corporation (Piper).. PA-12, PA-12S........ FS 2003 A-780, Revision CAR 3.
Corporation. 13.
FS 2002 Corporation (Piper).. PA-14................ FS 2002 A-797, Revision CAR 3.
Corporation. 11.
Piper........................ PA-15................ Piper Aircraft A-800, Revision CAR 3.
Inc. 11.
Piper........................ PA-16, PA-16S........ Piper Aircraft 1A1, Revision 13 CAR 3.
Inc.
Piper........................ PA-17................ Piper Aircraft A-805, Revision CAR 3.
Inc. 12.
2 Piper...................... PA-18, PA-18S, PA- The New Piper 1A2, Revision 37 CAR 3.
18A, PA-18S ``125'', Aircraft, Inc.
PA-18AS ``125'', PA-
18A ``135'', PA-18S
``135'', PA-18AS
``135'', PA-18
``150'', PA-18A
``150'', PA-18S
``150'', PA-18AS
``150'', PA-19S.
Piper........................ PA-20, PA-20-115, PA- Piper Aircraft 1A4, Revision 24 CAR 3.
20-135, PA-20S, PA- Inc.
20S-115, PA-20S-135.
Piper........................ PA-22, PA-22-108, PA- Piper Aircraft 1A6, Revision 34 CAR 3.
22-135, PA-22-150, Inc.
PA-22-160, PA-22S-
135, PA-22S-150, PA-
22S-160.
Piper........................ PA-23, PA-23-160, PA- Piper Aircraft 1A10, Revision CAR 3.
23-235, PA-23-250. Inc. 51.
Piper........................ PA-24, PA-24-250, PA- Piper Aircraft 1A15, Revision CAR 3.
24-260, PA-24-400. Inc. 34.
1 Piper...................... PA-28-140, PA-28-151, The New Piper 2A13, Revision CAR 3.
PA-28-150, PA-28- Aircraft, Inc. 47.
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.
1 Piper...................... PA-30, PA-39, PA-40.. The New Piper A1EA, Revision CAR 3.
Aircraft, Inc. 16.
1 Piper...................... PA-32-260, PA-32R-301 The New Piper A3SO, Revision CAR 3.
(SP), PA-32-300, PA- Aircraft, Inc. 29.
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.
1 Piper...................... PA-34-200, PA-34- The New Piper A7SO, Revision 14 CFR part 23.
200T, PA-34-220T. Aircraft, Inc. 16.
1 Piper...................... PA-31P, PA-31T, PA- The New Piper A8EA, Revision CAR 3.
31T1, PA-31T2, PA- Aircraft, Inc. 22.
31T3, PA-31P-350.
1 Piper...................... PA-36-285, PA-36-300, The New Piper A9SO, Revision 9 14 CFR part 23.
PA-36-375. Aircraft, Inc.
1 Piper...................... PA-36-285, PA-36-300, The New Piper A10SO, Revision 14 CFR part 21/14 CFR
PA-36-375. Aircraft, Inc. 12. part 23.
1 Piper...................... PA-38-112............ The New Piper A18SO, Revision 14 CFR part 23.
Aircraft, Inc. 4.
1 Piper...................... PA-44-180, PA-44-180T The New Piper A19SO, Revision 14 CFR part 23.
Aircraft, Inc. 9.
1 Piper...................... PA-31, PA-31-300, PA- The New Piper A20SO, Revision CAR 3.
31-325, PA-31-350. Aircraft, Inc. 10.
1 Piper...................... PA-42, PA-42-720, PA- The New Piper A23SO, Revision 14 CFR part 23.
42-1000. Aircraft, Inc. 17.
1 Piper...................... PA-46-310P, PA-46- The New Piper A25SO, Revision 14 CFR part 23.
350P, PA-46-500TP. Aircraft, Inc. 14.
1 Tiger Aircraft LLC AA-1, AA-1A, AA-1B, Tiger Aircraft A11EA, Revision 14 CFR part 23.
(American General). AA-1C. LLC. 10.
1 Tiger Aircraft............. AA-5, AA-5A, AA-5B, Tiger Aircraft A16EA, Revision CFR part 23.
AG-5B. LLC. 13.
1 Twin Commander............. 500, 500-A, 500-B, Twin Commander 6A1, Revision 45 CAR 3.
500-U, 520, 560, 560- Aircraft
A, 560-E, 500-S. Corporation.
1 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.
1 Univair (Stinson).......... 108, 108-1, 108-2, Univair Aircraft A-767, Revision CAR 3.
108-3, 108-5. Corporation. 27.

[[Page 25]]

1 Univair.................... (ERCO) 415-D, (ERCO) Univair Aircraft A-787, Revision CAR 3.
E, (ERCO) G, Corporation. 33.
(Forney) F-1,
(Forney) F-1A,
(Alon) A-2, (Alon)
A2-A, (Mooney) M10.
1 Univair (Mooney)........... (ERCO) 415-C, (ERCO) Univair Aircraft A-718, Revision CAR 4a.
415-CD. Corporation. 29.
----------------------------------------------------------------------------------------------------------------

The following aircraft are certified in the restricted category:

List of All Airplane Models and Applicable TCDS
----------------------------------------------------------------------------------------------------------------
Make Model TC holder TCDS Certification basis
----------------------------------------------------------------------------------------------------------------
Air Tractor.................. AT-250, AT-300, AT- Air Tractor, Inc A9SW, Revision 14 CFR part 23.
301, AT-302, AT-400, 12.
AT-400A.
Air Tractor.................. AT-401, AT-401A, AT- Air Tractor, Inc A17SW, Revision 14 CFR part 23.
401B, AT-402, AT- 10.
402A, AT-402B, AT-
501, AT-502, AT-
502A, AT-502B, AT-
503, AT-503A.
Air Tractor.................. AT-802A, AT-802, AT- Air Tractor, Inc A19SW, Revision 14 CFR part 23.
602. 4.
Allied Ag Cat................ G-164, G-164A, G- Allied Ag Cat 1A16, Revision CAR 8.
164B, G-164B with Productions, 24.
73'', G-164B-15T, G- Inc.
164B-34T, G-164B-
20T, G-164C, G-164D,
G-164D with 73''
wing gap.
Gippsland Aeronautics........ GA200................ Gippsland A00001LA, 14 CFR part 23.
Aeronautics Revision 1.
Pty. Ltd.
2 Piper...................... PA-18A, PA-18A The New Piper AR-7, Revision CAR 8.
``135'', PA-18A Aircraft, Inc. 11.
``150''.
LAVIA S.A. (Piper)........... PA-25, PA-25-235, PA- Latino Americana 2A10, Revision CAR 8.
25-260. De 24.
Aviaci[oacute]n
(LAVIA) S.A.
Thrush Aircraft, Inc. (Snow, S-2B, S-2C, 600-S2C.. Thrush Aircraft, 2A7, Revision 16 CAR 8.
Rockwell, Ayres). Inc.
Thrush Aircraft, Inc. (Snow, 600 S-2D, S-2R, S2R- Thrush Aircraft, A3SW, Revision CAR 3.
Rockwell, Ayres). T34, S2R-T15, S2R- Inc. 18.
T11, S2R-R3S, S2R-
R1340.
Thrush Aircraft, Inc. (Snow, 600 S2D, S2R-R1340, Thrush Aircraft, A4SW, Revision CAR 8.
Rockwell, Ayres). S2R-G10, S-2R, S2R- Inc. 28.
R1820, S2R-G5, S2R-
T34, S2R-T65, S2R-
G1, S2R-T15, S2RHG-
T65, S2RHG-T34, S2R-
R3S, S2R-T45, S2R-
T660, S2R-T11, S2R-
G6.
Weatherly.................... 620, 620TP, 620A, Weatherly A26WE, Revision 14 CFR part 23.
620B, 620B-TG. Aircraft 7.
Company.
----------------------------------------------------------------------------------------------------------------
Aircraft identified with a 1 have special conditions for AmSafe Aviation Inflatable Restraints published under
Special Conditions 23-182-SC.
Piper PA-18A, PA-18A ``135'' and PA-18A ``150'' (identified with a 2) are type certificated in Normal/Utility
Category on TCDS 1A2 and in Restricted Category on TCDS AR-7. The same aircraft may be operated under either
TCDS in accordance with the restrictions listed on TCDS AR-7.

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.
The Administrator has determined that the applicable airworthiness
regulations (i.e., part 23 as amended) do not contain adequate or
appropriate safety standards for the AmSafe Aviation, inflatable
restraint as installed on these models because of a novel or unusual
design feature. Therefore, special conditions are prescribed under the
provisions of Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.101.
Special conditions are initially applicable to the model for which
they 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 Aviation 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.

[[Page 26]]

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 Aviation, 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.

Applicability

As discussed above, these special conditions are applicable to the
Approved Model List (AML) above. Should AmSafe Aviation apply at a
later date for a supplemental type certificate to modify any other
model included on the type certificates listed above to incorporate the
same novel or unusual design feature, the special conditions would
apply to that model as well.

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 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, as the certification date for these airplane
models, as modified by AmSafe Aviation, is imminent, the FAA finds that
good cause exists to make these special conditions effective upon
issuance.

List of Subjects in 14 CFR Part 23

Aircraft, Aviation safety, Signs and symbols.

Citation

0
The authority citation for these special conditions is as follows:

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, the FAA is issuing the following special
conditions as part of the type certification basis for these models, as
modified by AmSafe, Aviation.

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 para. 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 para. 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 will not result in injuries
that could impede rapid egress. This assessment should include
occupants whose restraints are 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.

Issued in Kansas City, Missouri on December 26, 2007.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-25465 Filed 12-31-07; 8:45 am]
BILLING CODE 4910-13-P

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.