Special Conditions: Cessna Aircraft Company, Model LC40-550FG, LC41-550FG, and LC42-550FG; AmSafe Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag Device, 45399-45402 [2011-19157]
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Federal Register / Vol. 76, No. 146 / Friday, July 29, 2011 / Rules and Regulations
List of Subjects in 7 CFR Part 800
Administrative practice and
procedure, Export, Grain.
For reasons set out in the preamble,
7 CFR part 800 is amended as follows:
PART 800—GENERAL PROVISIONS
1. The authority citation for Part 800
continues to read as follows:
■
Authority: 7 U.S.C. 71–87k.
2. In § 800.0, paragraph (b)(44) is
revised to read as follows:
■
§ 800.0
Meaning of terms.
*
*
*
*
*
(b) * * *
(44) High quality specialty grain.
Grain sold under contract terms that
specify all factors exceed the grade
limits for U.S. No. 1 grain, except for the
factor test weight, or specify ‘‘organic’’
as defined by 7 CFR part 205.
*
*
*
*
*
■ 3. In § 800.18, paragraph (b)(8) is
revised to read as follows:
§ 800.18 Waivers of the official inspection
and Class X weighing requirements.
*
*
*
*
*
(b) * * *
(8) High quality specialty grain
shipped in containers. Official
inspection and weighing requirements
do not apply to high quality specialty
grain exported in containers. Records
generated during the normal course of
business that pertain to these shipments
must be made available to the Service
upon request, for review or copying.
These records must be maintained for a
period of 3 years.
J. Dudley Butler,
Administrator, Grain Inspection, Packers and
Stockyards Administration.
[FR Doc. 2011–19250 Filed 7–28–11; 8:45 am]
BILLING CODE 3410–KD–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
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[Docket No. CE312; Special Conditions No.
23–252–SC]
Special Conditions: Cessna Aircraft
Company, Model LC40–550FG, LC41–
550FG, and LC42–550FG; AmSafe
Inflatable Three-Point Restraint Safety
Belt With an Integrated Airbag Device
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
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These special conditions are
issued for the installation of an
inflatable three-point restraint safety
belt with an integrated airbag device at
the pilot, co-pilot and passenger seats
on the Cessna Aircraft Company
airplane models LC40–550FG, LC41–
550FG, and LC42–550FG. These
airplanes, as modified by the
installation of these inflatable safety
belts, will have novel and unusual
design features associated with the
upper-torso restraint portions of the
three-point safety belts, which contain
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 July 21, 2011.
We must receive your comments on or
before August 29, 2011.
ADDRESSES: Mail two copies of your
comments to: Federal Aviation
Administration (FAA), Regional
Counsel, ACE–7, Attention: Rules
Docket, Docket No. CE312, 901 Locust,
Room 506, Kansas City, Missouri 64106.
You may deliver two copies to the
Regional Counsel at the above address.
Mark your comments: Docket No.
CE312. 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, Aircraft Certification
Service, Small Airplane Directorate,
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.
SUMMARY:
Comments Invited
We invite interested persons to
submit such written data, views, or
arguments, as they desire. The most
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45399
helpful comments reference a specific
portion of the special conditions,
explain the reason for any
recommended change, and include
supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all
comments we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
about these special conditions. You may
inspect the docket before and after the
comment closing date. If you wish to
review the docket in person, go to the
address in the ADDRESSES section of this
preamble between 7:30 a.m. and 4 p.m.,
Monday through Friday, except Federal
holidays.
We will consider all comments we
receive by the closing date for
comments. We will consider comments
filed late if it is possible to do so
without incurring expense or delay. We
may change these special conditions
based on the comments we receive.
If you want us to let you know we
received your comments on these
special conditions, send us a preaddressed stamped postcard on which
the docket number appears. We will
stamp the date on the postcard and mail
it back to you.
Background
On February 3, 2011, AmSafe, Inc.
applied for a Supplemental Type
Certificate (STC), for the installation of
a three-point safety belt restraint system
for the pilot, co-pilot and the passenger
seats, each incorporating inflatable
airbags, for model LC40–550FG, LC41–
550FG, and LC42–550FG airplanes.
The inflatable restraint systems are:
Three-point safety belt restraint systems
consisting of a lap belt and shoulder
harness with an inflatable airbag
attached to the lap belt. The inflatable
portion of the restraint system will rely
on sensors to electronically activate the
inflator for deployment.
If an emergency landing occurs, the
airbags 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 lap belt. While
airbags and inflatable restraints are
standard in the automotive industry, the
use of an inflatable restraint system is
novel for general aviation operations.
The FAA has determined that this
project will be accomplished on the
basis of providing the same current level
of safety as the conventional
certification basis airplane occupant
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Federal Register / Vol. 76, No. 146 / Friday, July 29, 2011 / Rules and Regulations
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
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• 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
occupant restraints currently installed,
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 LC40–550FG,
LC41–550FG, and LC42–550FG model
airplanes 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
each flight. AmSafe, Inc. must 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
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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. must show that
such deployment is not hazardous to the
occupant and will still provide the
required protection.
The cabins of the Cessna 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 must not
increase the risk already associated with
fire. Therefore, the inflatable restraint
must 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 LC40–
550FG, LC41–550FG, and LC42–550FG
model airplanes continue to meet the
applicable provisions of the applicable
regulations in effect on the date of
application for the type certificate. The
regulations incorporated by reference in
the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The following
model is covered by this special
condition:
Cessna Aircraft Company Models LC40–
550FG, LC41–550FG, and LC42–550FG
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.
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Federal Register / Vol. 76, No. 146 / Friday, July 29, 2011 / Rules and Regulations
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 Cessna Aircraft
Company 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 models 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.
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Novel or Unusual Design Features
The Cessna Aircraft Company LC40–
550FG, LC41–550FG, and LC42–550FG
model airplanes will incorporate the
following novel or unusual design
feature: A 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 the lap belt. 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
states 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 Cessna Aircraft
Company LC40–550FG, LC41–550FG,
and LC42–550FG model airplanes
equipped with three-point inflatable
restraints. Other conditions may be
developed, as needed, based on further
FAA review and discussions with the
manufacturer and civil aviation
authorities.
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Applicability
As discussed above, these special
conditions are applicable to the Cessna
Aircraft Company, LC40–550FG, LC41–
550FG, and LC42–550FG model
airplanes equipped with the three or
four-point inflatable restraint systems.
Conclusion
This action affects only certain novel
or unusual design features on the
previously identified Cessna Aircraft
Company model airplanes. 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.
Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.101; and 14 CFR
11.38 and 11.19.
The Special Conditions
The FAA has determined that this
project will be accomplished on the
basis of not lowering the current level
of safety of the Cessna Aircraft Company
LC40–550FG, LC41–550FG, and LC42–
550FG model occupant restraint
systems. 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 this model.
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45401
Inflatable Three-Point Restraint Safety
Belt With an Integrated Airbag Device
on the Pilot, Co-Pilot, and Passenger
Seats of the Cessna Aircraft Company
LC40–550FG, LC41–550FG, and LC42–
550FG Model Airplanes
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. 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 must
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
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Federal Register / Vol. 76, No. 146 / Friday, July 29, 2011 / Rules and Regulations
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 July 21,
2011.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2011–19157 Filed 7–28–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF HEALTH AND
HUMAN SERVICES
Food and Drug Administration
21 CFR Part 14
[Docket No. FDA–2010–N–0002]
Advisory Committee; Medical Imaging
Drugs Advisory Committee; ReEstablishment
AGENCY:
Food and Drug Administration,
HHS.
ACTION:
Final rule.
The Food and Drug
Administration (FDA) is announcing the
re-establishment of the Medical Imaging
Drugs Advisory Committee in FDA’s
Center for Drug Evaluation and
Research. This rule amends the current
language for the Medical Imaging Drugs
Advisory Committee in the Agency’s list
of standing advisory committees in
FDA’s regulations.
DATES: Effective date: This rule is
effective August 5, 2011. Applicability
date: Authority for the committee being
established will end on May 18, 2013,
unless the Commissioner of Food and
Drugs (the Commissioner) formally
determines that renewal is in the public
interest.
FOR FURTHER INFORMATION CONTACT:
Minh Doan, Center for Drug Evaluation
and Research, Food and Drug
Administration, Division of Advisory
Committee and Consultant
Management, Bldg. 31, rm. 2417, 10903
New Hampshire Ave., Silver Spring, MD
20993–0002, 301–796–9001, Fax: 301–
847–8533 or e-mail:
MIDAC@fda.hhs.gov.
SUMMARY:
Under the
Federal Advisory Committee Act of
October 6, 1972 (Pub. L. 92–463 (5
U.S.C. app.2)); section 1004 of the
Federal Food, Drug, and Cosmetic Act
(21 U.S.C. 394); and 21 CFR 14.40(b),
FDA is announcing the establishment of
the Medical Imaging Drugs Advisory
Committee by the Commissioner. The
Committee advises the Commissioner
and designee in discharging
responsibilities as they relate to helping
to ensure safe and effective drugs for
human use and, as required, any other
product for which the Food and Drug
Administration has regulatory
responsibility. The Committee reviews
and evaluates data concerning the safety
and effectiveness of marketed and
investigational human drug products for
use in diagnostic and therapeutic
procedures using radioactive
pharmaceuticals and contrast media
used in diagnostic radiology and makes
SUPPLEMENTARY INFORMATION:
DEPARTMENT OF HOMELAND
SECURITY
U.S. Customs and Border Protection
19 CFR Part 102
Rules of Origin
CFR Correction
In Title 19 of the Code of Federal
Regulations, Parts 0 to 140, revised as of
April 1, 2011, on page 578, in § 102.20,
in the table, the second entry for
8708.99 is removed.
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[FR Doc. 2011–19372 Filed 7–28–11; 8:45 am]
BILLING CODE 1505–01–D
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appropriate recommendations to the
Commissioner.
The Medical Imaging Drugs Advisory
Committee will be composed of a core
of 12 voting members including the
Chair. Members and the Chair are
selected by the Commissioner or
designee from among authorities
knowledgeable in the fields of nuclear
medicine, radiology, epidemiology or
statistics, and related specialties.
Members will be invited to serve for
overlapping terms of up to 4 years.
Almost all non-Federal members of this
committee serve as Special Government
Employees. The core of voting members
may include one technically qualified
member, selected by the Commissioner
or designee, who is identified with
consumer interests and is recommended
by either a consortium of consumeroriented organizations or other
interested persons. In addition to the
voting members, the Committee may
include one non-voting member who is
identified with industry interests.
Elsewhere in this issue of the Federal
Register, FDA is publishing notices
requesting nominations for membership
of members as well as a consumer and
industry representative on this
committee.
Under 5 U.S.C. 553(b)(3)(B) and (d)
and 21 CFR 10.40(d) and (e), the agency
finds good cause to dispense with notice
and public comment procedures and to
proceed to an immediate effective date
on this rule. Notice and public comment
and a delayed effective date are
unnecessary and are not in the public
interest as this final rule merely adds
the name of the Medical Imaging Drugs
Advisory Committee, already
established by charter, to the list of
standing advisory committees in 21 CFR
14.100.
Therefore the Agency is amending 21
CFR 14.100(a) as set forth below.
List of Subjects in 21 CFR Part 14
Administrative practice and
procedure, Advisory committees, Color
additives, Drugs, Radiation protection.
Therefore, under the Federal Food,
Drug, and Cosmetic Act and under
authority delegated to the Commissioner
of Food and Drugs, 21 CFR part 14 is
amended as follows:
PART 14—PUBLIC HEARING BEFORE
A PUBLIC ADVISORY COMMITTEE
1. The authority citation for 21 CFR
part 14 continues to read as follows:
■
Authority: 5 U.S.C. App. 2; 15 U.S.C.
1451–1461, 21 U.S.C. 41–50, 141–149, 321–
394, 467f, 679, 821, 1034; 28 U.S.C. 2112; 42
U.S.C. 201, 262, 263b, 264; Pub. L. 107–109;
Pub. L. 108–155.
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]]>Agencies
[Federal Register Volume 76, Number 146 (Friday, July 29, 2011)]
[Rules and Regulations]
[Pages 45399-45402]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-19157]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE312; Special Conditions No. 23-252-SC]
Special Conditions: Cessna Aircraft Company, Model LC40-550FG,
LC41-550FG, and LC42-550FG; AmSafe 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
inflatable three-point restraint safety belt with an integrated airbag
device at the pilot, co-pilot and passenger seats on the Cessna
Aircraft Company airplane models LC40-550FG, LC41-550FG, and LC42-
550FG. These airplanes, as modified by the installation of these
inflatable safety belts, will have novel and unusual design features
associated with the upper-torso restraint portions of the three-point
safety belts, which contain 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 July 21, 2011.
We must receive your comments on or before August 29, 2011.
ADDRESSES: Mail two copies of your comments to: Federal Aviation
Administration (FAA), Regional Counsel, ACE-7, Attention: Rules Docket,
Docket No. CE312, 901 Locust, Room 506, Kansas City, Missouri 64106.
You may deliver two copies to the Regional Counsel at the above
address. Mark your comments: Docket No. CE312. 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, Aircraft Certification Service, Small Airplane
Directorate, 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 submit such written data, views, or
arguments, as they desire. The most helpful comments reference a
specific portion of the special conditions, explain the reason for any
recommended change, and include supporting data. We ask that you send
us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You may inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On February 3, 2011, AmSafe, Inc. applied for a Supplemental Type
Certificate (STC), for the installation of a three-point safety belt
restraint system for the pilot, co-pilot and the passenger seats, each
incorporating inflatable airbags, for model LC40-550FG, LC41-550FG, and
LC42-550FG airplanes.
The inflatable restraint systems are: Three-point safety belt
restraint systems consisting of a lap belt and shoulder harness with an
inflatable airbag attached to the lap belt. The inflatable portion of
the restraint system will rely on sensors to electronically activate
the inflator for deployment.
If an emergency landing occurs, the airbags 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 lap belt. While airbags and inflatable restraints
are standard in the automotive industry, the use of an inflatable
restraint system is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of providing the same current level of safety as the
conventional certification basis airplane occupant
[[Page 45400]]
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 occupant restraints currently
installed, 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
LC40-550FG, LC41-550FG, and LC42-550FG model airplanes 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 each flight. AmSafe, Inc.
must 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. must show that such deployment is not
hazardous to the occupant and will still provide the required
protection.
The cabins of the Cessna 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 must not increase the risk already
associated with fire. Therefore, the inflatable restraint must 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 LC40-550FG, LC41-550FG, and LC42-550FG model airplanes continue to
meet the applicable provisions of the applicable regulations in effect
on the date of application for the type certificate. The regulations
incorporated by reference in the type certificate are commonly referred
to as the ``original type certification basis.'' The following model is
covered by this special condition:
Cessna Aircraft Company Models LC40-550FG, LC41-550FG, and LC42-550FG
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.
[[Page 45401]]
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 Cessna Aircraft Company 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 models 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 Cessna Aircraft Company LC40-550FG, LC41-550FG, and LC42-550FG
model airplanes will incorporate the following novel or unusual design
feature: A 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 the lap belt. 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 states 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 Cessna
Aircraft Company LC40-550FG, LC41-550FG, and LC42-550FG model airplanes
equipped with three-point inflatable restraints. 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
Cessna Aircraft Company, LC40-550FG, LC41-550FG, and LC42-550FG model
airplanes equipped with the three or four-point inflatable restraint
systems.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Cessna Aircraft Company model airplanes.
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.
Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
The FAA has determined that this project will be accomplished on
the basis of not lowering the current level of safety of the Cessna
Aircraft Company LC40-550FG, LC41-550FG, and LC42-550FG model occupant
restraint systems. 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 this model.
Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag
Device on the Pilot, Co-Pilot, and Passenger Seats of the Cessna
Aircraft Company LC40-550FG, LC41-550FG, and LC42-550FG Model Airplanes
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. 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 must 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
[[Page 45402]]
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 July 21, 2011.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2011-19157 Filed 7-28-11; 8:45 am]
BILLING CODE 4910-13-P
