[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