[Federal Register Volume 59, Number 12 (Wednesday, January 19, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-1206]


[[Page Unknown]]

[Federal Register: January 19, 1994]


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DEPARTMENT OF TRANSPORTATION
14 CFR Parts 21 and 23

[Docket No. 118CE, Notice No. 23-ACE-76]

 

Special Conditions, Ballistic Recovery Systems, Modified for 
Small General Aviation Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This notice proposes special conditions for the supplementary 
type certification of the Ballistic Recovery Systems, Inc., parachute 
recovery system installed in small general aviation airplanes. This 
system is referred to as the GARD. Modifications to airplanes using 
this system will incorporate novel or unusual design features 
associated with a parachute recovery system for which the applicable 
airworthiness regulations do not contain adequate or appropriate safety 
standards. This notice contains the proposed safety standards that the 
administrator finds necessary to establish a level of safety equivalent 
to the original certification basis for these airplanes

DATES: Comments must be received on or before March 21, 1994.

ADDRESSES: Comment on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Office of the Regional Counsel, ACE-7, 
Attention: Rules Docket Clerk, Docket No. 118CE, room No. 1558, 601 
East 12th Street, Kansas City, Missouri 64106. All comments must be 
marked: Docket No. 118CE. Comments may be inspected in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT:
J. Lowell Foster, Aerospace Engineer, Standards Office (ACE-110), Small 
Airplane Directorate, Aircraft Certification Service; Central Region, 
Federal Aviation Administration, 601 East 12th Street, Kansas City, MO 
64106; telephone (816) 426-5688.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    Interested persons are invited to participate in the making of 
these special conditions by submitting such written data, views, or 
arguments as they may desire. Communications should identify the 
regulatory docket or notice number and be submitted in duplicate to the 
address specified above. All communications received on or before the 
closing date for comments specified in this notice will be considered 
by the Administrator before taking action on these proposals. The 
proposals contained in this notice may change in light of the comments 
received. All comments submitted will be available in the Rules Docket 
for examination by interested parties both before and after the closing 
date for submission of comments. A report summarizing each substantive 
public contact with FAA personnel concerned with this rulemaking will 
be filed in the docket.

Background

    On January 12, 1987, Ballistic Recovery Systems, Inc. (BRS), 9242 
Hudson Boulevard, Lake Elmo, Minnesota 55042, filed an application for 
a supplemental type certificate (STC) to install the GARD-150 parachute 
recovery system on Cessna 150/A150 Series and 152/A152 Model Airplanes. 
Subsequently they received the STC under Special Condition 23-ACE-33, 
dated November 17, 1987. The parachute recovery system is intended to 
recover an airplane in emergency situations such as mid-air collision, 
loss of engine power, loss of airplane control, severe structural 
failure, pilot disorientation, or pilot incapacitation with a passenger 
on board. The GARD-150 system, which is only used as a last resort, is 
intended to prevent serious injuries to the airplane occupants by 
parachuting the airplane to the ground.
    BRS followed their STC on the Cessna 150/A150 and 152/A152 Series 
with a request for special conditions on a GARD system that would be 
applicable to most general aviation airplanes. The nature of the 
parachute recovery system applies to most general aviation airplanes 
instead of each airplane model needing separate special conditions.
    Parachute recovery systems typically consist of a parachute packed 
in a canister mounted on the airframe. A solid propellant rocket motor 
or compressed air may deploy the canopy and is usually located on the 
side of the canister. A door positioned above the canister seals the 
canister, parachute canopy, and rocket motor from the elements and 
provides free exit when the canopy is deployed. These systems are 
deployed by a mechanical pull handle mounted so that the pilot and 
passenger can reach it. At least two separate and independent actions 
are required to deploy the system.
    A four-cable bridle attaches the canopy bridle to the airplane 
primary structure. The cable lengths are designed to provide the best 
airplane touchdown attitude. The cables are routed externally and 
covered with small frangible fairings from the fuselage exit holes to 
the attach points.
    The applicants must supplement the FAA-approved Flight Manual as 
part of the STC. The supplement will describe the system, define the 
operating envelope with appropriate warnings, and define required 
system maintenance and inspection information. A separate FAA approved 
Operating Manual describing the previous items will be provided for 
those airplanes that do not have an FAA-approved Flight Manual.
    Recommended placards should be located near the pull handle in 
clear view of the pilot to identify the system and operating envelope, 
state deployment actions, and provide appropriate warnings. A warning 
placard should also be located on the canister near the rocket motor.

Discussion

    The installation of parachute recovery systems in part 23 airplanes 
was not envisioned when the certification basis for these airplanes was 
established. In addition, the Administrator has determined that current 
parts 21 and 23 do not contain adequate or appropriate safety standards 
for a parachute recovery system; therefore, this system is considered a 
novel and unusual design feature.
    Special conditions may be issued and amended, as necessary, as part 
of the type certification basis if the Administrator finds that the 
airworthiness standards designated in accordance with Sec. 21.101(b)(2) 
do not contain adequate or appropriate safety standards because of the 
novel and unusual design features of the airplane modification. Special 
conditions, as appropriate, are issued in accordance with Sec. 11.49 
after public notice, as required by Secs. 11.28 and 11.29(b), effective 
October 14, 1980, and become part of the type certification basis, as 
provided by Sec. 21.17(a)(2).
    Special conditions are proposed for flight test demonstrations. 
These requirements would ensure that the parachute recovery system will 
perform its intended function without exceeding its strength 
capabilities. These requirements would also require that demonstrations 
be made to show that the parachute will deploy in various specified 
flight conditions.
    Special conditions are proposed for the occupant restraint 
provisions where applicable. These requirements ensure that airplanes 
modified with a parachute recovery system are equipped with a restraint 
system designed to protect the occupants from injury during parachute 
deployment and ground impact.
    Special conditions are proposed for the parachute performance. The 
requirements would ensure the following: (a) The parachute complies 
with the applicable section of TSO-C23c (SAE AS8015A) at the critical 
airplane weights, (b) the parachute deployment loads do not exceed the 
structural strength of the airplane, (c) the system will provide a 
ground impact that does not result in serious injury of the passengers, 
and (d) the system will operate in adverse weather conditions.
    Special conditions are proposed for the functions and operations of 
the parachute recovery system. These requirements would ensure the 
following: (a) There is no fire hazard associated with the system, (b) 
the system has adequate reliability, (c) the sequence of arming and 
activating the system will prevent inadvertent deployment, (d) the 
system can be activated from either the pilot's or the copilot's 
position by various sized people, (e) the system will be labeled to 
show its identification function and operating limitations, and (f) if 
must be shown that the occupants will be protected from serious injury 
after touchdown under various adverse weather conditions, including 
high winds.
    Special conditions are proposed for protection of the parachute 
recovery system. These requirements would ensure that the system is 
protected from deterioration due to weathering, corrosion, abrasion, 
and other causes; and that provisions are made to the parachute 
canister to provide adequate ventilation and drainage.
    Special conditions are proposed for a system inspection provision. 
These requirements would ensure that adequate means are available to 
permit examination of the parachute recovery system components and that 
instructions for continued airworthiness are provided.
    Special conditions are proposed for the operating limitations of 
the parachute recovery system. These requirements would ensure that the 
system operating limitations are prescribed for inspecting, repacking, 
and replacing the system's parachute and deployment mechanism at 
approved intervals.
    The FAA has considered the features proposed by Ballistic Recovery 
Systems, Inc., for the GARD installation in the primary, normal, 
utility, and acrobatic category airplanes and has concluded that 
special conditions should be proposed for such systems to provide the 
necessary level of safety.

List of Subjects

14 CFR Part 21

    Aircraft, Aviation safety.

14 CFR Part 23

    Aircraft, Aviation safety.

    The authority citation for these special conditions is as follows:

    Authority: Secs. 313(a), 601, and 603 of the Federal Aviation 
Act of 1958; as amended (49 U.S.C. 1354(a), 1421, and 1423); 49 
U.S.C. 106(g); 14 CFR 21.16 and 21.101(b)(2); and 14 CFR 11.28 and 
11.29(b).

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration proposes the 
following special conditions as a part of the type certification basis 
for primary, normal, utility, and acrobatic category airplanes modified 
to incorporate parachute recovery systems.
    1. Flight test demonstration. (a) The system must be demonstrated 
in flight to satisfactorily perform its intended function, without 
exceeding the system deployment limit load factors, for the critical 
flight conditions.
    (b) Satisfactory deployment of the parachute must be demonstrated, 
at the most critical airplane weight and balance, for the following 
flight conditions:
    (i) For airplanes--(1) Power off stall with slow entry,
    (2) Spin with deployment at one turn,
    (3) Maneuvering speed with 0g normal load, and
    (4) Never exceed speed with 1g normal load.
    (ii) In addition, for acrobatic airplanes--during inverted flight.
    2. Occupant restraint. Each seat in an airplane modified with the 
parachute recovery system must be equipped with a restraint system, 
consisting of a seat belt and shoulder harness, that will protect the 
occupants from head and upper torso injuries during parachute 
deployment and ground impact at the critical load conditions.
    3. Parachute performance. (a) The parachute must comply with the 
applicable requirements of TSO-C23c, or an approved equivalent, for the 
critical airplane weights.
    (b) The system limit load factor for deployment must not exceed 80 
percent of the airplane ultimate load factor.
    (c) It must be shown that, although the airplane structure may be 
damaged, the airplane impact during touchdown will result in an 
occupant environment in which serious injury to the occupants is 
improbable.
    (d) It must be shown that, with the parachute deployed, the 
airplane can impact the ground in various adverse weather conditions, 
including winds up to 15 knots, without endangering the airplane 
occupants.
    4. System function and operations. (a) It must be shown that there 
is no fire hazard associated with activation of the system.
    (b) The system must be shown to function reliably and to perform 
its intended function.
    (c) It must be shown that arming and activating the system can only 
be accomplished in a sequence that makes inadvertent deployment 
extremely improbable.
    (d) It must be demonstrated that the system can be activated 
without difficulty by various sized people, from a 10th percentile 
female to a 90th percentile male, while sitting in the pilot or copilot 
seat.
    (e) The system must be labeled to show its identification, 
function, and operating limitations.
    (f) It must be shown that the occupants will be protected from 
serious injury after touchdown under various adverse weather 
conditions, including high winds.
    5. System protection. (a) All components of the system must provide 
protection against deterioration due to weathering, corrosion, 
abrasion, and other causes.
    (b) Adequate provisions must be made for ventilation and drainage 
of the parachute canister and associated structure to ensure the sound 
condition of the system.
    6. System inspection provisions. (a) Instructions for continued 
airworthiness must be prepared for the system that meet the 
requirements of Sec. 23.1529.
    (b) Adequate means must be provided to permit the close examination 
of the parachute and other system components to ensure proper 
functioning, alignment, lubrication, and adjustment during the required 
inspection of the system.
    7. Operating limitations. (a) Operating limitations must be 
prescribed to ensure proper operation of the system within the approved 
flight envelope of the airplane.
    (b) Operating limitations must be prescribed for inspecting, 
repacking, and replacing the parachute and deployment mechanism at 
approved intervals.

    Issued in Kansas City, Missouri, on January 3, 1994.
Henry A. Armstrong,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 94-1206 Filed 1-18-94; 8:45 am]
BILLING CODE 4910-13-M