Special Conditions: DAHER-SOCATA, Model TBM 700; Inflatable Four-Point Restraint Safety Belt With an Integrated Airbag Device, 89843-89846 [2016-29769]
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Federal Register / Vol. 81, No. 239 / Tuesday, December 13, 2016 / Rules and Regulations
may require a corrective action plan
consistent with 7 CFR 275.16 to reduce
or eliminate deficiencies. If a State does
not take appropriate actions to address
the deficiencies, FNS would consider
possible actions such as requiring an
updated photo EBT Implementation
Plan, suspension of the photo EBT
policy and/or withholding funds in
accordance with 7 CFR 276.4.
PART 278—PARTICIPATION OF
RETAIL FOOD STORES, WHOLESALE
FOOD CONCERNS AND INSURED
FINANCIAL INSTITUTIONS
6. In § 278.2, revise paragraph (h) and
remove and reserve paragraphs (i) and
(k).
The revision reads as follows:
■
§ 278.2
Participation of retail food stores.
*
*
*
*
*
(h) Identifying benefit users. Retailers
must accept payment from EBT
cardholders who have a valid PIN
regardless of which State the card is
from or whether the individual is
pictured on the card. Where photo EBT
cards are in use, the person presenting
the photo EBT card need not be pictured
on the card, nor does the individual’s
name need to match the one on the card
if the State includes names on the card.
However, benefits may not knowingly
be accepted from persons who have no
right to possession of benefits. If fraud
is suspected, retailers shall report the
individual to the USDA OIG Fraud
Hotline.
*
*
*
*
*
Dated: December 7, 2016.
Audrey Rowe,
Acting Under Secretary for Food, Nutrition,
and Consumer Services.
[FR Doc. 2016–29841 Filed 12–12–16; 8:45 am]
BILLING CODE 3410–30–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
pmangrum on DSK3GDR082PROD with RULES
[Docket No. FAA–2016–9172; Special
Conditions No. 23–276–SC]
Special Conditions: DAHER–SOCATA,
Model TBM 700; Inflatable Four-Point
Restraint Safety Belt With an
Integrated Airbag Device
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for the installation of an
inflatable four-point restraint safety belt
SUMMARY:
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17:20 Dec 12, 2016
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with an integrated airbag device at the
pilot and copilot seats on the DAHER–
SOCATA, Model TBM 700 airplane.
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
four-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: These special conditions are
effective December 13, 2016 and are
applicable on December 6, 2016.
FOR FURTHER INFORMATION CONTACT: Mr.
Bob Stegeman, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Room 301,
Kansas City, MO; telephone (816)–329–
4140; facsimile (816)–329–4090.
SUPPLEMENTARY INFORMATION:
Background
On January 5, 2016, DAHER–
SOCATA (SOCATA) applied for FAA
validation for the optional installation
of a four-point safety belt restraint
system for the pilot and copilot seats
and incorporating integrated inflatable
airbags for both on the Model TBM 700
airplane. The Model TBM 700 airplane
is a single-engine powering a four
bladed turbopropellor. It has a
maximum takeoff weight of 6578
pounds (2984 kg). In addition to a pilot
and copilot, it can seat up to five
passengers.
The inflatable restraint systems are
four-point safety belt restraint systems
consisting of a lap belt and shoulder
harness with an inflatable airbag
attached to the shoulder harness straps.
The inflatable portion of the restraint
system will rely on sensors
electronically activating the inflator for
deployment.
If an emergency landing occurs, the
airbags will inflate and provide a
protective cushion between the head of
the occupant (pilot and copilot) and the
structure of 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, the airbag is integrated
into the shoulder harness straps.
Airbags and inflatable restraints are
standard in the automotive industry; the
use of an inflatable restraint system is
novel for general aviation.
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89843
The FAA has determined that this
project will be accomplished on the
basis of providing the same level of
safety as the current certification
requirements of airplane occupant
restraint systems. The FAA has the
following two primary safety concerns
with the installation of airbags or
inflatable restraints that—
1. They perform properly under
foreseeable operating conditions; and
2. 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. Both
actions may result in a loss of control
of the airplane. The consequences 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.
SOCATA must show that the effects of
an inadvertent deployment in flight are
not a hazard to the airplane and 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 resulting with an inadvertent
deployment must be considered. The
effect of this cumulative damage means
duration of life expectations 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
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Federal Register / Vol. 81, No. 239 / Tuesday, December 13, 2016 / Rules and Regulations
testing of the firing hardware and
software must consider the following—
1. The airplane vibration levels
appropriate for a general aviation
airplane; and
2. 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
Radiated 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 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.
Where installed, the inflatable
restraint system must deploy and
provide protection for each occupant
under an emergency landing condition.
The Model TBM 700 airplane seats 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. SOCATA may establish
inspection intervals where they have
demonstrated the system to be reliable
between these intervals.
An inflatable restraint may be armed
even though no occupant is using the
seat. While there will be means to verify
the integrity of the system before flight,
it is also prudent to require unoccupied
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seats with active restraints not pose 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.
The design must also prevent the
inflatable seatbelt from being incorrectly
buckled or installed to avoid hindering
proper deployment of the airbag.
SOCATA may show that such
deployment is not hazardous to the
occupant and will still provide the
required protection.
The cabins of the SOCATA, Model
TBM 700 airplane identified in these
special conditions are confined areas,
and the FAA is concerned that noxious
gasses may accumulate if the airbag
deploys. When deployment occurs,
either by design or inadvertently, there
must not be a release of hazardous
quantities of gas or particulate matter
into the cockpit.
An inflatable restraint should not
increase the risk already associated with
fire. The inflatable restraint should be
protected from the effects of fire to
avoid creating an additional hazard
such as, a rupture of the inflator, for
example.
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 offers a level of protection
throughout an impact event.
Type Certification Basis
Under the provisions of 14 CFR 21.17,
SOCATA must show that the Model
TBM 700 airplane continues 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 certification basis also includes
all exemptions, if any; equivalent level
of safety findings, if any; and special
conditions not relevant to the special
conditions adopted by this rulemaking
action.
If the Administrator determines that
the applicable airworthiness regulations
(i.e., 14 CFR part 23) do not contain
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adequate or appropriate safety standards
for the inflatable restraint, as installed
on the SOCATA, Model TBM 700
airplane because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Model TBM 700 airplane
must comply with the fuel vent and
exhaust emission requirements of 14
CFR part 34 and the noise certification
requirements of 14 CFR part 36, and the
FAA must issue a finding of regulatory
adequacy under § 611 of Public Law 92–
574, the Noise Control Act of 1972.
The FAA issues special conditions, as
defined in § 11.19, under § 11.38 and
they become part of the type
certification basis under § 21.17(a)(2).
Special conditions are initially
applicable to the models for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
design feature, the special conditions
would also apply to the other model.
Novel or Unusual Design Features
The SOCATA, Model TBM 700
airplane will incorporate the following
novel or unusual design feature:
Installation of inflatable four-point
restraint safety belt with an integrated
airbag device for the pilot and copilot
seats.
Discussion
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 shoulder
harness in a manner similar to an
automotive airbag. The airbag will
deploy between the head of the
occupant and airplane interior structure,
which will provide some protection to
the head of the occupant. The restraint
will rely on sensors to electronically
activate the inflator for deployment.
The Code of Federal Regulations
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 SOCATA, Model
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TBM 700 airplanes equipped with fourpoint inflatable restraints. Other
conditions may be developed, as
needed, based on further FAA review
and discussions with the manufacturer
and civil aviation authorities.
Discussion of Comments
Final special conditions number 23–
276–SC 1 for the DAHER–SOCATA,
Model TBM 700 airplanes and
requesting comments was published in
the Federal Register on September 30,
2016 (81 FR 67093). One comment was
received that compared restraint safety
to that of an automobile and stressed the
importance considering airbag safety,
the possibility of injuring or killing
occupants during deployment and
considerations for occupant safety for a
range of occupants.
Aircraft accidents differ from car
accidents in that they typically involve
much higher speeds and also introduce
a vertical impact component. The
aviation regulations require an
assessment of occupant safety in the
horizontal and vertical planes. An
airbag is normally triggered, deployed,
and effective only in the horizontal
plane. The special condition requires
assessment for 5th percentile females to
95th percentile males. As such, very
large and very small occupants are not
considered in this special condition, but
this is consistent with other FAA
occupant safety rules.
Aircraft airbags, or inflatable
restraints, (including the airbags subject
to this special condition) are
fundamentally different in their
operation in comparison to automotive
airbags. Automotive airbags normally
deploy from the dashboard or steering
wheel and push against the rigid
structure as they powerfully deploy and
engage the occupant. Inflatable
restraints have the airbag deploy from
the restraint and push away from the
occupant and do not press on the
occupant until the occupant, with
significant inertia, is moving forward
and impacting the interior. Smaller
occupants, normally those killed by
automotive airbags, are not as likely to
engage the aircraft inflatable restraints
against the interior.
There are no known fatalities or
significant injuries from aircraft
inflatable restraints that are attributable
only to the airbag deployment itself. By
nature, the inflatable restraints move
away from the occupant, so injury to the
occupant from deployment is very
unlikely. Smaller occupants and
children are still recommended to ride
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in aft seating, like in an automobile.
These special conditions do consider
and peripherally address a range of
occupant sizes consistent with part 23
occupant safety rules.
This special condition does address
the potential hazards commented upon,
and the safety and effectiveness of the
airbag system with consideration to a
range of occupant sizes. No changes
were made as a result of this comment,
and the special conditions are adopted
as proposed.
Applicability
As discussed above, these special
conditions are applicable to the
SOCATA, Model TBM 700 airplane.
Should SOCATA apply at a later date
for a change to the type certificate to
include another model incorporating the
same novel or unusual design feature,
the special conditions would apply to
that model as well.
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 the SOCATA,
Model TBM 700 airplane is imminent,
the FAA finds that good cause exists to
make these special conditions effective
upon issuance.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplanes. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
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 21.17; 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 SOCATA, Model TBM
700 airplane 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 the SOCATA, Model TBM 700
airplane.
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89845
1. Installation of Inflatable Four-Point
Restraint Safety Belt With an Integrated
Airbag Device
a. 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 § 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.
b. The inflatable restraint must
provide adequate protection for the
occupant. In addition, unoccupied seats
that have an active restraint must not
constitute a hazard to any occupant.
c. The design must prevent the
inflatable restraint from being
incorrectly buckled and incorrectly
installed, such that the airbag would not
properly deploy. It must be shown that
such deployment is not hazardous to the
occupant and will provide the required
protection.
d. 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.
e. 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,
TSO–C114, certificated belt and
shoulder harness.
f. It must be shown that deployment
of the inflatable restraint system is not
hazardous to the occupant or will not
result in injuries that could impede
rapid egress. This assessment should
include occupants whose restraint is
loosely fastened.
g. It must be shown that an
inadvertent deployment that could
cause injury to a standing or sitting
person is improbable. In addition, the
restraint must also provide suitable
visual warnings that would alert rescue
personnel to the presence of an
inflatable restraint system.
h. It must be shown that the inflatable
restraint will not impede rapid egress of
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Federal Register / Vol. 81, No. 239 / Tuesday, December 13, 2016 / Rules and Regulations
the occupants 10 seconds after its
deployment.
i. 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.
j. It must be shown that the inflatable
restraints will not release hazardous
quantities of gas or particulate matter
into the cabin.
k. The inflatable restraint system
installation must be protected from the
effects of fire such that no hazard to
occupants will result.
l. 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.
m. A life limit must be established for
appropriate system components.
n. 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 6, 2016.
Kelly Broadway,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
The final rule will become
effective December 13, 2016.
DATES:
FOR FURTHER INFORMATION CONTACT:
Janice Kaye, Monique Ricker or Melissa
Keppel, Office of General Counsel,
United States Trade Representative,
Anacostia Naval Annex, Building 410/
Door 123, 250 Murray Lane SW.,
Washington, DC 20509, jkaye@
ustr.eop.gov; mricker@ustr.eop.gov;
mkeppel@ustr.eop.gov; 202–395–3150.
SUPPLEMENTARY INFORMATION: On
September 22, 2016, USTR published a
proposed rule to add subparts A and D
to part 2004. See 81 FR 65309. The 60day comment period ended on
November 21, 2016. USTR did not
receive any comments. We have made
one non-substantive change to the
proposed rule. In subpart A, which
contain definitions used throughout part
2004, we added a new term—‘‘OGIS’’—
which means the Office of Government
Information Services of the National
Archives and Records Administration.
OGIS, offers FOIA dispute resolution
services. For convenience, the entire
text of the final rule is set out below.
Regulatory Flexibility Act
15 CFR Part 2004
USTR has considered the impact of
the final rule and determined that it is
not likely to have a significant economic
impact on a substantial number of small
business entities because it is applicable
only to USTR’s internal operations and
legal obligations. See 5 U.S.C. 601 et
seq.
[Docket Number USTR–2016–0016]
Paperwork Reduction Act
[FR Doc. 2016–29769 Filed 12–12–16; 8:45 am]
BILLING CODE 4910–13–P
OFFICE OF THE UNITED STATES
TRADE REPRESENTATIVE
RIN 0350–AA10
Production or Disclosure of Records,
Information and Employee Testimony
in Legal Proceedings
Office of the United States
Trade Representative.
ACTION: Final rule.
AGENCY:
pmangrum on DSK3GDR082PROD with RULES
List of Subjects in 15 CFR Part 2004
This rule adds subparts A and
D to part 2004 of the Office of the
United States Trade Representative’s
(USTR) regulations. Subpart A contains
definitions used throughout part 2004.
Subpart D governs how USTR responds
to official demands and informal
requests for records, information or
employee testimony in connection with
legal proceedings in which neither the
United States nor USTR is a party. It
includes the requirements and
procedures for demanding or requesting
parties to submit demands or requests,
and factors for USTR to consider in
determining whether USTR employees
will provide records, information or
testimony relating to their official
duties.
SUMMARY:
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17:20 Dec 12, 2016
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The final rule does not contain any
information collection requirement that
requires the approval of the Office of
Management and Budget under the
Paperwork Reduction Act (44 U.S.C.
3501 et seq.).
Administrative practice and
procedure, Courts, Disclosure,
Exemptions, Freedom of information,
Government employees, Privacy,
Records, Subpoenas, Testimony.
For the reasons stated in the preamble,
the Office of the United States Trade
Representative is revising part 2004 of
chapter XX of title 15 of the Code of
Federal Regulations to read as follows:
■
PART 2004—DISCLOSURE OF
RECORDS AND INFORMATION
Subpart A—Definitions
Sec.
2004.0 Definitions.
Frm 00016
Fmt 4700
Subpart D—Production or Disclosure of
USTR Records, Information and Employee
Testimony in Legal Proceedings
2004.30 Purpose and scope.
2004.31 Definitions.
2004.32 Production prohibited unless
approved.
2004.33 Factors the General Counsel may
consider.
2004.34 Submitting demands and requests.
2004.35 Processing demands and requests.
2004.36 Restrictions that apply to
testimony.
2004.37 Restrictions that apply to released
records or information.
2004.38 In the event of an adverse ruling.
2004.39 Fees.
Subpart A—Definitions
Authority: 19 U.S.C. 2171(e)(3).
§ 2004.0
Sfmt 4700
Definitions.
For purposes of this part:
Days, unless otherwise indicated,
means working days, and does not
include Saturdays, Sundays, and legal
public holidays. If the last day of a
specified period falls on a Saturday,
Sunday, or legal public holiday, the
period will be extended until the next
working day.
FOIA means the Freedom of
Information Act, as amended, 5 U.S.C.
552.
Privacy Act means the Privacy Act of
1974, as amended, 5 U.S.C. 552a.
OGIS means the Office of Government
Information Services of the National
Archives and Records Administration,
which offers FOIA dispute resolution
services.
USTR means the Office of the United
States Trade Representative.
Subpart B—Freedom of Information
Act Policies and Procedures
[Reserved]
§§ 2004.1 through 2004.9
[Reserved]
Subpart C—Privacy Act Policies and
Procedures [Reserved]
§§ 2004.10 through 2004.29
[Reserved]
Subpart D—Production or Disclosure
of USTR Records, Information and
Employee Testimony in Legal
Proceedings
Authority: 5 U.S.C. 301; 19 U.S.C.
2171(e)(3).
§ 2004.30
Subpart B—Freedom of Information Act
Policies and Procedures [Reserved]
2004.1 through 2004.9 [Reserved]
PO 00000
Subpart C—Privacy Act Policies and
Procedures [Reserved]
2004.10 through 2004.29 [Reserved]
Purpose and scope.
(a) Why are we issuing this rule? This
subpart establishes the procedures
USTR will follow when any federal,
state or local government court or other
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]]>Agencies
[Federal Register Volume 81, Number 239 (Tuesday, December 13, 2016)]
[Rules and Regulations]
[Pages 89843-89846]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-29769]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA-2016-9172; Special Conditions No. 23-276-SC]
Special Conditions: DAHER-SOCATA, Model TBM 700; Inflatable Four-
Point Restraint Safety Belt With an Integrated Airbag Device
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the installation of an
inflatable four-point restraint safety belt with an integrated airbag
device at the pilot and copilot seats on the DAHER-SOCATA, Model TBM
700 airplane. 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 four-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: These special conditions are effective December 13, 2016 and are
applicable on December 6, 2016.
FOR FURTHER INFORMATION CONTACT: Mr. Bob Stegeman, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, MO; telephone
(816)-329-4140; facsimile (816)-329-4090.
SUPPLEMENTARY INFORMATION:
Background
On January 5, 2016, DAHER-SOCATA (SOCATA) applied for FAA
validation for the optional installation of a four-point safety belt
restraint system for the pilot and copilot seats and incorporating
integrated inflatable airbags for both on the Model TBM 700 airplane.
The Model TBM 700 airplane is a single-engine powering a four bladed
turbopropellor. It has a maximum takeoff weight of 6578 pounds (2984
kg). In addition to a pilot and copilot, it can seat up to five
passengers.
The inflatable restraint systems are four-point safety belt
restraint systems consisting of a lap belt and shoulder harness with an
inflatable airbag attached to the shoulder harness straps. The
inflatable portion of the restraint system will rely on sensors
electronically activating the inflator for deployment.
If an emergency landing occurs, the airbags will inflate and
provide a protective cushion between the head of the occupant (pilot
and copilot) and the structure of 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, the airbag is
integrated into the shoulder harness straps. Airbags and inflatable
restraints are standard in the automotive industry; the use of an
inflatable restraint system is novel for general aviation.
The FAA has determined that this project will be accomplished on
the basis of providing the same level of safety as the current
certification requirements of airplane occupant restraint systems. The
FAA has the following two primary safety concerns with the installation
of airbags or inflatable restraints that--
1. They perform properly under foreseeable operating conditions;
and
2. 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. Both actions
may result in a loss of control of the airplane. The consequences 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. SOCATA must show that the effects of an inadvertent deployment
in flight are not a hazard to the airplane and 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 resulting with an inadvertent deployment must be
considered. The effect of this cumulative damage means duration of life
expectations 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
[[Page 89844]]
testing of the firing hardware and software must consider the
following--
1. The airplane vibration levels appropriate for a general aviation
airplane; and
2. 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
Radiated 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
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.
Where installed, the inflatable restraint system must deploy and
provide protection for each occupant under an emergency landing
condition. The Model TBM 700 airplane seats 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. SOCATA may
establish inspection intervals where they have demonstrated the system
to be reliable between these intervals.
An inflatable restraint may be armed even though no occupant is
using the seat. While there will be means to verify the integrity of
the system before flight, it is also prudent to require unoccupied
seats with active restraints not pose 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.
The design must also prevent the inflatable seatbelt from being
incorrectly buckled or installed to avoid hindering proper deployment
of the airbag. SOCATA may show that such deployment is not hazardous to
the occupant and will still provide the required protection.
The cabins of the SOCATA, Model TBM 700 airplane identified in
these special conditions are confined areas, and the FAA is concerned
that noxious gasses may accumulate if the airbag deploys. When
deployment occurs, either by design or inadvertently, there must not be
a release of hazardous quantities of gas or particulate matter into the
cockpit.
An inflatable restraint should not increase the risk already
associated with fire. The inflatable restraint should be protected from
the effects of fire to avoid creating an additional hazard such as, a
rupture of the inflator, for example.
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 offers a level of protection
throughout an impact event.
Type Certification Basis
Under the provisions of 14 CFR 21.17, SOCATA must show that the
Model TBM 700 airplane continues 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 certification basis also includes all exemptions, if any;
equivalent level of safety findings, if any; and special conditions not
relevant to the special conditions adopted by this rulemaking action.
If the Administrator determines that the applicable airworthiness
regulations (i.e., 14 CFR part 23) do not contain adequate or
appropriate safety standards for the inflatable restraint, as installed
on the SOCATA, Model TBM 700 airplane because of a novel or unusual
design feature, special conditions are prescribed under the provisions
of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Model TBM 700 airplane must comply with the fuel vent
and exhaust emission requirements of 14 CFR part 34 and the noise
certification requirements of 14 CFR part 36, and the FAA must issue a
finding of regulatory adequacy under Sec. 611 of Public Law 92-574,
the Noise Control Act of 1972.
The FAA issues special conditions, as defined in Sec. 11.19, under
Sec. 11.38 and they become part of the type certification basis under
Sec. 21.17(a)(2).
Special conditions are initially applicable to the models for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, the special conditions would also apply to the
other model.
Novel or Unusual Design Features
The SOCATA, Model TBM 700 airplane will incorporate the following
novel or unusual design feature:
Installation of inflatable four-point restraint safety belt with an
integrated airbag device for the pilot and copilot seats.
Discussion
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 shoulder harness in a manner similar to an automotive airbag.
The airbag will deploy between the head of the occupant and airplane
interior structure, which will provide some protection to the head of
the occupant. The restraint will rely on sensors to electronically
activate the inflator for deployment.
The Code of Federal Regulations 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 SOCATA,
Model
[[Page 89845]]
TBM 700 airplanes equipped with four-point inflatable restraints. Other
conditions may be developed, as needed, based on further FAA review and
discussions with the manufacturer and civil aviation authorities.
Discussion of Comments
Final special conditions number 23-276-SC \1\ for the DAHER-SOCATA,
Model TBM 700 airplanes and requesting comments was published in the
Federal Register on September 30, 2016 (81 FR 67093). One comment was
received that compared restraint safety to that of an automobile and
stressed the importance considering airbag safety, the possibility of
injuring or killing occupants during deployment and considerations for
occupant safety for a range of occupants.
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\1\ https://www.regulations.gov/document?D=FAA-2016-9172-0001.
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Aircraft accidents differ from car accidents in that they typically
involve much higher speeds and also introduce a vertical impact
component. The aviation regulations require an assessment of occupant
safety in the horizontal and vertical planes. An airbag is normally
triggered, deployed, and effective only in the horizontal plane. The
special condition requires assessment for 5th percentile females to
95th percentile males. As such, very large and very small occupants are
not considered in this special condition, but this is consistent with
other FAA occupant safety rules.
Aircraft airbags, or inflatable restraints, (including the airbags
subject to this special condition) are fundamentally different in their
operation in comparison to automotive airbags. Automotive airbags
normally deploy from the dashboard or steering wheel and push against
the rigid structure as they powerfully deploy and engage the occupant.
Inflatable restraints have the airbag deploy from the restraint and
push away from the occupant and do not press on the occupant until the
occupant, with significant inertia, is moving forward and impacting the
interior. Smaller occupants, normally those killed by automotive
airbags, are not as likely to engage the aircraft inflatable restraints
against the interior.
There are no known fatalities or significant injuries from aircraft
inflatable restraints that are attributable only to the airbag
deployment itself. By nature, the inflatable restraints move away from
the occupant, so injury to the occupant from deployment is very
unlikely. Smaller occupants and children are still recommended to ride
in aft seating, like in an automobile. These special conditions do
consider and peripherally address a range of occupant sizes consistent
with part 23 occupant safety rules.
This special condition does address the potential hazards commented
upon, and the safety and effectiveness of the airbag system with
consideration to a range of occupant sizes. No changes were made as a
result of this comment, and the special conditions are adopted as
proposed.
Applicability
As discussed above, these special conditions are applicable to the
SOCATA, Model TBM 700 airplane. Should SOCATA apply at a later date for
a change to the type certificate to include another model incorporating
the same novel or unusual design feature, the special conditions would
apply to that model as well.
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 the SOCATA,
Model TBM 700 airplane is imminent, the FAA finds that good cause
exists to make these special conditions effective upon issuance.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplanes. It is not a rule of general applicability
and affects only the applicant who applied to the FAA for approval of
these features on the airplane.
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
21.17; 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 SOCATA,
Model TBM 700 airplane 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 the SOCATA, Model TBM 700 airplane.
1. Installation of Inflatable Four-Point Restraint Safety Belt With an
Integrated Airbag Device
a. 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 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.
b. The inflatable restraint must provide adequate protection for
the occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
c. The design must prevent the inflatable restraint from being
incorrectly buckled and incorrectly installed, such that the airbag
would not properly deploy. It must be shown that such deployment is not
hazardous to the occupant and will provide the required protection.
d. 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.
e. 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, TSO-C114, certificated belt and shoulder harness.
f. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or will not result in injuries
that could impede rapid egress. This assessment should include
occupants whose restraint is loosely fastened.
g. It must be shown that an inadvertent deployment that could cause
injury to a standing or sitting person is improbable. In addition, the
restraint must also provide suitable visual warnings that would alert
rescue personnel to the presence of an inflatable restraint system.
h. It must be shown that the inflatable restraint will not impede
rapid egress of
[[Page 89846]]
the occupants 10 seconds after its deployment.
i. 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.
j. It must be shown that the inflatable restraints will not release
hazardous quantities of gas or particulate matter into the cabin.
k. The inflatable restraint system installation must be protected
from the effects of fire such that no hazard to occupants will result.
l. 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.
m. A life limit must be established for appropriate system
components.
n. 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 6, 2016.
Kelly Broadway,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-29769 Filed 12-12-16; 8:45 am]
BILLING CODE 4910-13-P
