[Federal Register Volume 77, Number 57 (Friday, March 23, 2012)]
[Rules and Regulations]
[Pages 16907-16910]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-6956]
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Rules and Regulations
Federal Register
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having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
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Federal Register / Vol. 77, No. 57 / Friday, March 23, 2012 / Rules
and Regulations
[[Page 16907]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. FAA-2012-0315; Special Conditions No. 23-257-SC]
Special Conditions: Embraer S.A., Model EMB 505; Inflatable Side-
Facing Seat Three-Point Restraint Safety Belt With an Integrated Airbag
Device in the Side-Facing Divan Aft Position
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
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SUMMARY: These special conditions are issued for the installation of an
inflatable three-point restraint safety belt with an integrated airbag
device at the aft position in two-place side-facing divan seats on the
Embraer S.A. aircraft model EMB-505. 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 March 16,
2012.
Comments must be received on or before April 23, 2012.
ADDRESSES: Send comments identified by docket number FAA-2012-0315
using any of the following methods:
Federal eRegulations Portal: Go to http://www.regulations.gov and
follow the online instructions for sending your comments
electronically.
Mail: Send comments to Docket Operations, M-30, U.S. Department of
Transportation (DOT), 1200 New Jersey Avenue SE., Room W12-140, West
Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket Operations in
Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 8 a.m., and 5 p.m., Monday through
Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to http://regulations.gov, including any personal information
the commenter provides. Using the search function of the docket Web
site, anyone can find and read the electronic form of all comments
received into any FAA docket, including the name of the individual
sending the comment (or signing the comment for an association,
business, labor union, etc.). DOT's complete Privacy Act Statement can
be found in the Federal Register published on April 11, 2000 (65 FR
19477-19478), as well as at http://DocketsInfo.dot.gov.
Docket: Background documents or comments received may be read at
http://www.regulations.gov at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
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, email Robert.Stegeman@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments, as they may desire. Communications should identify the
regulatory docket or special condition number and be submitted in
duplicate to the address specified above. All communications received
on or before the closing date for comments will be considered by the
Administrator. The special conditions may be changed in light of the
comments received. All comments received will be available in the Rules
Docket for examination by interested persons, both before and after the
closing date for comments. A report summarizing each substantive public
contact with FAA personnel concerning this rulemaking will be filed in
the docket. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to Docket No. FAA-2012-0315.'' The postcard will be date
stamped and returned to the commenter.
Background
On December 13, 2010, Embraer S.A. applied for a Design Change
Application, for the installation of a two-place side-facing divan on
aircraft model EMB-505. Embraer S.A. applied for, and was granted,
Exemption No. 10321 to Sec. 23.562 for the two-place divan due to its
unique installation and safety requirements for the occupants. The
exemption included additional testing requirements. Embraer opted to
use a three-point safety belt restraint system for the aft occupant
seat to meet the exemption safety requirements.
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 shoulder harness 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 airbag will inflate, limit
forward translation and prevent contact with the forward occupant or
other interior structure due to flailing. This will reduce the
potential for head and torso injury and protect the forward occupant as
well. The inflatable restraint behaves in a manner similar to an
automotive airbag; however, in this case, the airbag is integrated into
the shoulder belt. While airbags and inflatable restraints are standard
in the automotive industry, the use of an inflatable restraint system
is novel for general aviation operations.
The FAA has determined that this project will be accomplished on
the basis of providing the same current level of safety as the
conventional
[[Page 16908]]
certification basis airplane occupant restraint systems. The FAA has
two primary safety concerns with the installation of airbags or
inflatable restraints:
That they perform properly under foreseeable operating
conditions; and
That they do not perform in a manner or at such times as
to impede the pilot's ability to maintain control of the airplane or
constitute a hazard to the airplane or occupants.
The latter point has the potential to be the more rigorous of the
requirements. An unexpected deployment while conducting the takeoff or
landing phases of flight may result in an unsafe condition. The
unexpected deployment may either startle the pilot or generate a force
sufficient to cause a sudden movement of the control yoke. Either
action could result in a loss of control of the airplane, the
consequences of which are magnified due to the low operating altitudes
during these phases of flight. This concern is of lesser consequence in
this application because it is not installed in a cockpit position. 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. Embraer S.A. 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. 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 side-facing
seats of EMB-505 model airplanes are certificated to the structural
requirements of Sec. 23.562 and Exemption 10321; therefore, the test
emergency landing pulses identified 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. Embraer S.A.
may establish inspection intervals where they have demonstrated the
system to be reliable between these intervals.
An inflatable restraint may be ``armed'' even though no occupant is
using the seat. While there will be means to verify the integrity of
the system before flight, it is also prudent to require unoccupied
seats with active restraints not constitute a hazard to any occupant.
This will protect any individual performing maintenance inside the
cockpit while the aircraft is on the ground. The restraint must also
provide suitable visual warnings that would alert rescue personnel to
the presence of an inflatable restraint system.
In addition, the design must prevent the inflatable seatbelt from
being incorrectly buckled and/or installed such that the airbag would
not properly deploy. Embraer S.A., may show that such deployment is not
hazardous to the occupant and will still provide the required
protection.
The cabins of the Embraer S.A. model 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. Therefore, the inflatable restraint should be
protected from the effects of fire to avoid creating an additional
hazard by, for example, a rupture of the inflator.
Finally, the airbag is likely to have a large volume displacement,
and possibly impede the egress of an occupant. Since the bag deflates
to absorb energy, it is likely that the inflatable restraint would be
deflated at the time an occupant would attempt egress. However, it is
appropriate to specify a time interval after which the inflatable
restraint may not impede rapid egress. Ten seconds has been chosen as
reasonable time. This time limit will offer a level of protection
throughout the impact event.
Type Certification Basis
Under the provisions of Sec. 21.101, Embraer S.A. must show that
the EMB-505 model 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 following model is covered by this special
condition:
Embraer S.A. Model EMB-505
For the model listed above, the certification basis also includes
all exemptions, if any; equivalent level of safety findings, if any;
and special conditions not relevant to the special conditions adopted
by this rulemaking action.
If the Administrator determines that the applicable airworthiness
regulations
[[Page 16909]]
(i.e., part 23 as amended) do not contain adequate or appropriate
safety standards for the AmSafe, Inc., inflatable restraint as
installed on this Embraer S.A. model 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 Embraer S.A. EMB-505 model airplane will incorporate the
following novel or unusual design feature:
A three-point safety belt restraint system incorporating an
inflatable airbag at the aft position in the two-place side-facing
divan.
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 and forward adjacent occupant, which will provide
some protection to the head of the occupant and significantly limit
forward flailing of the upper torso and head. 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 Embraer
S.A. EMB-505 model airplane 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
Embraer S.A. EMB-505 model airplane equipped with the three-point
inflatable restraint systems.
Conclusion
This action affects only certain novel or unusual design features
on the previously identified Embraer S.A. airplane model. 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 Embraer
S.A. EMB-505 model 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 this model. Embraer S.A., Model EMB 505;
Inflatable Side-Facing Seat Three-Point Restraint Safety Belt with an
Integrated Airbag Device in the Side-Facing Divan Aft Position of the
Embraer S.A. EMB-505 model airplanes.
In addition to the provisions of 14 CFR 23.562 and 23.785, the
minimum acceptable standards for certification of multiple place side-
facing divans equipped with an airbag system in the shoulder harnesses
are as follows:
1. It must be shown that the inflatable restraint will deploy and
provide protection under the dynamic test conditions specified in Title
14 CFR 23.562. It is not necessary to account for floor warpage, as
required by Sec. 23.562(b)(3) or vertical dynamic loads, as required
by Sec. 23.562(b)(1). The means of protection must take into
consideration a range of stature from a 5th percentile female to a 95th
percentile male. The inflatable restraint must provide a consistent
approach to energy absorption throughout that range.
2. The inflatable restraint must provide adequate protection for
each occupant. In addition, unoccupied seats that have an active
restraint must not constitute a hazard to any occupant.
3. The design must prevent the inflatable restraint from being
incorrectly buckled and/or incorrectly installed such that the airbag
would not properly deploy. Alternatively, it must be shown that such
deployment is not hazardous to the occupant and will provide the
required protection.
4. It must be shown that the inflatable restraint system is not
susceptible to inadvertent deployment as a result of wear and tear or
the inertial loads resulting from in-flight or ground maneuvers
(including gusts and hard landings) that are likely to be experienced
in service.
5. It must be extremely improbable for an inadvertent deployment of
the restraint system to occur, or an inadvertent deployment must not
impede the pilot's ability to maintain control of the airplane or cause
an unsafe condition (or hazard to the airplane). In addition, a
deployed inflatable restraint must be at least as strong as a Technical
Standard Order (C114) certificated belt and shoulder harness.
6. It must be shown that deployment of the inflatable restraint
system is not hazardous to the occupant or result in injuries that
could impede rapid egress. This assessment should include occupants
whose restraint is loosely fastened.
7. It must be shown that an inadvertent deployment that could cause
injury to a sitting person is improbable. In addition, the restraint
must also provide suitable visual warnings that would alert rescue
[[Page 16910]]
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. The system must be protected from lightning and HIRF. The
threats specified in existing regulations regarding lighting and HIRF,
are incorporated by reference for the purpose of measuring lightning
and HIRF protection. Also, for purposes of complying with these
requirements, the airbag system is considered a critical system at
pilot/co-pilot positions only.
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 March 16, 2012.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-6956 Filed 3-22-12; 8:45 am]
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