[Federal Register Volume 69, Number 239 (Tuesday, December 14, 2004)]
[Rules and Regulations]
[Pages 74407-74410]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-27358]


=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE216; Special Conditions No. 23-155-SC]


Special Conditions: AMSAFE, Incorporated; Cessna Models 172 (R 
and S), 182 (S, T, and T182T), and 206 (H and T206H); Inflatable Three-
Point Restraint Safety Belt With an Integrated Airbag Device

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

-----------------------------------------------------------------------

SUMMARY: These special conditions are issued for the installation of an 
AMSAFE, Inc., Inflatable Three-Point Restraint Safety Belt with an 
Integrated Airbag Device on Cessna Models 172 (R and S), 182 (S, T, and 
T182T), and 206 (H and T206H). These airplanes, as modified by AMSAFE, 
Inc., will have novel and unusual design features associated with the 
lap belt portion of the safety belt, which contains 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 December 3, 
2004. Comments must be received on or before January 13, 2005.

ADDRESSES: Comments on these special conditions may be mailed in 
duplicate to: Federal Aviation Administration (FAA), Regional Counsel, 
ACE-7, Attention: Rules Docket, Docket No. CE216, 901 Locust, Room 506, 
Kansas City, Missouri 64106, or delivered in duplicate to the Regional 
Counsel at the above address. Comments must be marked: CE216. 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: Mr. Pat Mullen, Federal Aviation 
Administration, Aircraft Certification Service, Small Airplane 
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4128, 
fax 816-329-4090, e-mail [email protected].

SUPPLEMENTARY INFORMATION: The FAA has determined that notice and 
opportunity for prior public comment is impractical because these 
procedures would significantly delay issuance of the approval design 
and thus delivery of the affected aircraft. The FAA therefore finds 
that good cause exists for making these special conditions effective 
upon issuance.

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 CE216.'' The postcard will be date stamped and returned 
to the commenter.

Background

    On March 26, 2004, AMSAFE, Inc., Aviation Inflatable Restraints 
Division, 1043 North 47th Avenue, Phoenix, AZ 85043, applied for a 
supplemental type certificate for the installation of an inflatable lap 
belt restraint with a standard upper torso restraint (or shoulder 
harness) in Cessna Models 172 (R and S), 182 (S, T, and T182T), and 206 
(H and T206H). The Cessna Models 172 (R and S), 182 (S, T, and T182T), 
and 206 (H and T206H) are single-engine, multi-place airplanes.
    The inflatable restraint system is a three-point safety belt 
restraint system consisting of a traditional shoulder harness and an 
inflatable airbag lap belt. The inflatable portion of the restraint 
system will rely on sensors to electronically activate the inflator for 
deployment. The inflatable restraint system will be made available on 
the pilot, co-pilot, and passenger seats of these airplanes.
    In the event of an emergency landing, the airbag will inflate and 
provide a protective cushion between the occupant's head and structure 
within the airplane. This will reduce the potential for head and torso 
injury. The inflatable restraint behaves in a manner that is similar to 
an automotive airbag, but in this case, the airbag is integrated into 
the lap belt. While airbags and inflatable restraints are standard in 
the automotive industry, the use of an inflatable three-point 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 of the Cessna 
Models 172 (R and S), 182 (S, T, and T182T), and 206 (H and T206H). 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

[[Page 74408]]

of flight may result in an unsafe condition. The unexpected deployment 
may either startle the pilot, or generate a force sufficient to cause a 
sudden movement of the control yoke. Either action could result in a 
loss of control of the airplane, the consequences of which are 
magnified due to the low operating altitudes during these phases of 
flight. The FAA has considered this when establishing these special 
conditions.
    The inflatable restraint system relies on sensors to electronically 
activate the inflator for deployment. These sensors could be 
susceptible to inadvertent activation, causing deployment in a 
potentially unsafe manner. The consequences of an inadvertent 
deployment must be considered in establishing the reliability of the 
system. AMSAFE, Inc., must show that the effects of an inadvertent 
deployment in flight are not a hazard to the airplane or that an 
inadvertent deployment is extremely improbable. In addition, general 
aviation aircraft are susceptible to a large amount of cumulative wear 
and tear on a restraint system. It is likely that the potential for 
inadvertent deployment increases as a result of this cumulative damage. 
Therefore, the impact of wear and tear on inadvertent deployment must 
be considered. Due to the effects of this cumulative damage, a life 
limit must be established for the appropriate system components in the 
restraint system design.
    There are additional factors to be considered to minimize the 
chances of inadvertent deployment. General aviation airplanes are 
exposed to a unique operating environment, since the same airplane may 
be used by both experienced and student pilots. The effect of this 
environment on inadvertent deployment must be understood. Therefore, 
qualification testing of the firing hardware/software must consider the 
following:

     The airplane vibration levels appropriate for a general 
aviation airplane; and
     The inertial loads that result from typical flight or 
ground maneuvers, including gusts and hard landings.

Any tendency for the firing mechanism to activate as a result of these 
loads or acceleration levels is unacceptable.
    Other influences on inadvertent deployment include high intensity 
electromagnetic fields (HIRF) and lightning. Since the sensors that 
trigger deployment are electronic, they must be protected from the 
effects of these threats. To comply with HIRF and lightning 
requirements, the AMSAFE, Inc., inflatable restraint system is 
considered a critical system, since its inadvertent deployment could 
have a hazardous effect on the airplane.
    Given the level of safety of the current Cessna 172, 182, and 206 
occupant restraints, the inflatable restraint system must show that it 
will offer an equivalent level of protection in the event of an 
emergency landing. In the event of an inadvertent deployment, 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 a crash condition. The seats of the models 172 
(R and S), 182 (S, T, and T182T), and 206 (H and T206H) are 
certificated to the structural requirements of Sec.  23.562. Therefore, 
the test crash pulses identified in Sec.  23.562 must be used to 
satisfy this requirement. Note that Sec.  23.562 requires different 
test pulses between seats installed in the front row of the airplane 
and seats not installed in the front row of the airplane. Testing to 
these pulses will demonstrate that the crash sensor will trigger when 
exposed to a rapidly applied deceleration, like an actual crash event.
    It is possible a wide range of occupants will use the inflatable 
restraint. Thus, 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. As an option, 
AMSAFE, Inc., can establish inspection intervals where they have 
demonstrated the system to be reliable between these intervals.
    It is possible that an inflatable restraint will 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 that 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. As an alternative, AMSAFE, Inc., may show that 
such deployment is not hazardous to the occupant and will still provide 
the required protection.
    The cabins of the Cessna model airplanes identified in these 
special conditions are confined areas, and the FAA is concerned that 
noxious gasses may accumulate in the event of airbag deployment. When 
deployment does occur, 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, so that an additional hazard is not 
created by, for example, a rupture of the inflator.
    Finally, the airbag is likely to have a large volume displacement, 
and possibly impede the egress of an occupant. Since the bag deflates 
to absorb energy, it is likely that the inflatable restraint would be 
deflated at the time an occupant would attempt egress. However, it is 
appropriate to specify a time interval after which the inflatable 
restraint may not impede rapid egress. Ten seconds has been chosen as 
reasonable time. This time limit will offer a level of protection 
throughout the impact event.

Type Certification Basis

    Under the provisions of Sec.  21.101, AMSAFE, Inc., must show that 
the Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H and 
T206H), as changed, continue to meet the applicable provisions of the 
regulations incorporated by reference in Type Certificate Nos. 3A12 
(172 R and S), 3A13 (182 S, T, and T182T) and A4CE (206 H and T206H) or 
the applicable regulations in effect on the date of application for the 
change. The regulations incorporated by reference in the type 
certificate are commonly referred to as the ``original type 
certification basis.'' The regulations incorporated by reference are as 
follows:
    Cessna 172 R: Part 23 of the Federal Aviation Regulations effective 
February 1, 1965, as amended by 23-1 through 23-6, except as follows: 
14 CFR part 23, Sec. Sec.  23.423, 23.611, 23.619, 23.623, 23.689, 
23.775, 23.871, 23.1323, and 23.1563 as amended by Amendment 23-7. 14 
CFR part 23, Sec. Sec.  23.807, and 23.1524 as amended by Amendment 23-
10. 14 CFR part 23, Sec. Sec.  23.507; 23.771; 23.853(a), (b), and (c); 
and 23.1365 as amended by Amendment 23-14. 14 CFR part 23, Sec.  23.951 
as amended by

[[Page 74409]]

Amendment 23-15. 14 CFR part 23, Sec. Sec.  23.607, 23.675, 23.685, 
23.733, 23.787, 23.1309, and 23.1322 as amended by Amendment 23-17. 14 
CFR part 23, Sec.  23.1301 as amended by Amendment 23-20. 14 CFR part 
23, Sec. Sec.  23.1353, and 23.1559 as amended by Amendment 23-21. 14 
CFR part 23, Sec. Sec.  23.603, 23.605, 23.613, 23.1329, and 23.1545 as 
amended by Amendment 23-23. 14 CFR part 23, Sec. Sec.  23.441, and 
23.1549 as amended by Amendment 23-28. 14 CFR part 23, Sec. Sec.  
23.779, and 23.781 as amended by Amendment 23-33. 14 CFR part 23, 
Sec. Sec.  23.1, 23.51, and 23.561 as amended by Amendment 23-34. 14 
CFR part 23, Sec. Sec.  23.301, 23.331, 23.351, 23.427, 23.677, 23.701, 
23.735, and 23.831 as amended by Amendment 23-42. 14 CFR part 23, 
Sec. Sec.  23.961, 23.1093, 23.1143(g), 23.1147(b), 23.1303, 23.1357, 
23.1361, and 23.1385 as amended by Amendment 23-43. 14 CFR part 23, 
Sec. Sec.  23.562(a), 23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3, 
and 23.562(c)4 as amended by Amendment 23-44. 14 CFR part 23, 
Sec. Sec.  23.33, 23.53, 23.305, 23.321, 23.485, 23.621, 23.655, and 
23.731 as amended by Amendment 23-45.
    Cessna 172 S: Part 23 of the Federal Aviation Regulations, 
effective February 1, 1965, as amended by 23-1 through 23-6, except as 
follows: 14 CFR part 23, Sec. Sec.  23.423, 23.611, 23.619, 23.623, 
23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended by Amendment 
23-7. 14 CFR part 23, Sec. Sec.  23.807, and 23.1524 as amended by 
Amendment 23-10. 14 CFR part 23, Sec. Sec.  23.507; 23.771; 23.853(a), 
(b), and (c); and 23.1365 as amended by Amendment 23-14. 14 CFR part 
23, Sec.  23.951 as amended by Amendment 23-15. 14 CFR part 23, 
Sec. Sec.  23.607, 23.675, 23.685, 23.733, 23.787, 23.1309, and 23.1322 
as amended by Amendment 23-17. 14 CFR part 23, Sec.  23.1301 as amended 
by Amendment 23-20. 14 CFR part 23, Sec. Sec.  23.1353, and 23.1559 as 
amended by Amendment 23-21. 14 CFR part 23, Sec. Sec.  23.603, 23.605, 
23.613, 23.1329, and 23.1545 as amended by Amendment 23-23. 14 CFR part 
23, Sec. Sec.  23.441, and 23.1549 as amended by Amendment 23-28. 14 
CFR part 23, Sec. Sec.  23.779, and 23.781 as amended by Amendment 23-
33. 14 CFR part 23, Sec. Sec.  23.1, 23.51, and 23.561 as amended by 
Amendment 23-34. 14 CFR part 23, Sec. Sec.  23.301, 23.331, 23.351, 
23.427, 23.677, 23.701, 23.735, and 23.831 as amended by Amendment 23-
42. 14 CFR part 23, Sec. Sec.  23.961, 23.1093, 23.1143(g), 23.1147(b), 
23.1303, 23.1357, 23.1361, and 23.1385 as amended by Amendment 23-43. 
14 CFR part 23, Sec. Sec.  23.562(a), 23.562(b)2, 23.562(c)1, 
23.562(c)2, 23.562(c)3, and 23.562(c)4 as amended by Amendment 23-44. 
14 CFR part 23, Sec. Sec.  23.33, 23.53, 23.305, 23.321, 23.485, 
23.621, 23.655, and 23.731 as amended by Amendment 23-45.
    Cessna 182 S, T, and T182T: Part 23 of the Federal Aviation 
Regulations, effective February 1, 1965, as amended by 23-1 through 23-
6, except as follows: 14 CFR part 23, Sec. Sec.  23.423, 23.611, 
23.619, 23.623, 23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended 
by Amendment 23-7. 14 CFR part 23, Sec. Sec.  23.807, and 23.1524 as 
amended by Amendment 23-10. 14 CFR part 23, Sec. Sec.  23.507; 23.771; 
23.853(a), (b), and (c); and 23.1365 as amended by Amendment 23-14. 14 
CFR part 23, Sec.  23.951 as amended by Amendment 23-15. 14 CFR part 
23, Sec. Sec.  23.607, 23.675, 23.685, 23.733, 23.787, 23.1309, and 
23.1322 as amended by Amendment 23-17. 14 CFR part 23, Sec.  23.1301 as 
amended by Amendment 23-20. 14 CFR part 23, Sec. Sec.  23.1353, and 
23.1559 as amended by Amendment 23-21. 14 CFR part 23, Sec. Sec.  
23.603, 23.605, 23.613, 23.1329, and 23.1545 as amended by Amendment 
23-23. 14 CFR part 23, Sec. Sec.  23.441, and 23.1549 as amended by 
Amendment 23-28. 14 CFR part 23, Sec. Sec.  23.779, and 23.781 as 
amended by Amendment 23-33. 14 CFR part 23, Sec. Sec.  23.1, 23.51, and 
23.561 as amended by Amendment 23-34. 14 CFR part 23, Sec. Sec.  
23.301, 23.331, 23.351, 23.427, 23.677, 23.701, 23.735, and 23.831 as 
amended by Amendment 23-42. 14 CFR part 23, Sec. Sec.  23.961, 23.1093, 
23.1143(g), 23.1147(b), 23.1303, 23.1357, 23.1361, and 23.1385 as 
amended by Amendment 23-43. 14 CFR part 23, Sec. Sec.  23.562(a), 
23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3, and 23.562(c)4 as 
amended by Amendment 23-44. 14 CFR part 23, Sec. Sec.  23.33, 23.53, 
23.305, 23.321, 23.485, 23.621, 23.655, and 23.731 as amended by 
Amendment 23-45.
    Cessna 206 H and T206H: Part 23 of the Federal Aviation 
Regulations, effective February 1, 1965, as amended by 23-1 through 23-
6, except as follows: 14 CFR part 23, Sec. Sec.  23.423, 23.611, 
23.619, 23.623, 23.689, 23.775, 23.871, 23.1323, and 23.1563 as amended 
by Amendment 23-7. 14 CFR part 23, Sec. Sec.  23.807, and 23.1524 as 
amended by Amendment 23-10. 14 CFR part 23, Sec. Sec.  23.507; 23.771; 
23.853(a), (b), and (c); and 23.1365 as amended by Amendment 23-14. 14 
CFR part 23, Sec.  23.951 as amended by Amendment 23-15. 14 CFR part 
23, Sec. Sec.  23.607, 23.675, 23.685, 23.733, 23.787, 23.1309 and 
23.1322 as amended by Amendment 23-17. 14 CFR part 23, Sec.  23.1301 as 
amended by Amendment 23-20. 14 CFR part 23, Sec. Sec.  23.1353, and 
23.1559 as amended by Amendment 23-21. 14 CFR part 23, Sec. Sec.  
23.603, 23.605, 23.613, 23.1329, and 23.1545 as amended by Amendment 
23-23. 14 CFR part 23, Sec. Sec.  23.441, and 23.1549 as amended by 
Amendment 23-28. 14 CFR part 23, Sec.  23.1093 as amended by Amendment 
23-29. 14 CFR part 23, Sec. Sec.  23.779, and 23.781 as amended by 
Amendment 23-33. 14 CFR part 23, Sec. Sec.  23.1, 23.51, and 23.561 as 
amended by Amendment 23-34. 14 CFR part 23, Sec. Sec.  23.301, 23.331, 
23.351, 23.427, 23.677, 23.701, 23.735, and 23.831 as amended by 
Amendment 23-42. 14 CFR part 23, Sec. Sec.  23.961, 23.1107(b), 
23.1143(g), 23.1147(b), 23.1303, 23.1357, 23.1361, and 23.1385 as 
amended by Amendment 23-43. 14 CFR part 23, Sec. Sec.  23.562(a), 
23.562(b)2, 23.562(c)1, 23.562(c)2, 23.562(c)3, and 23.562(c)4 as 
amended by Amendment 23-44. 14 CFR part 23, Sec. Sec.  23.33, 23.53, 
23.305, 23.321, 23.485, 23.621, 23.655, and 23.731 as amended by 
Amendment 23-45.
    For all the models listed above, the certification basis also 
includes all exemptions, if any; equivalent level of safety findings, 
if any; and special conditions not relevant to the special conditions 
adopted by this rulemaking action.
    The Administrator has determined that the applicable airworthiness 
regulations (i.e., part 23 as amended) do not contain adequate or 
appropriate safety standards for the AMSAFE, Inc., inflatable restraint 
as installed on these Cessna models because of a novel or unusual 
design feature. Therefore, 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 model for which 
they are issued. Should the applicant apply for a supplemental type 
certificate to modify any other model included on the same type 
certificate to incorporate the same novel or unusual design feature, 
the special conditions would also apply to that model under the 
provisions of Sec.  21.101.

Novel or Unusual Design Features

    The Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H 
and T206H) will incorporate the following novel or unusual design 
feature:
    The AMSAFE, Inc., Inflatable Three-Point Restraint Safety Belt with 
an Integrated Airbag Device. The purpose of the airbag is to reduce the 
potential for injury in the event of an accident. In

[[Page 74410]]

a severe impact, an airbag will deploy from the lap belt portion of the 
restraint, in a manner similar to an automotive airbag. The airbag will 
deploy between the head of the occupant and airplane interior 
structure. This will, therefore, 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 state 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 these Cessna 
models equipped with the AMSAFE, Inc., three-point inflatable 
restraint. Other conditions may be developed, as needed, based on 
further FAA review and discussions with the manufacturer and civil 
aviation authorities.

Applicability

    As discussed above, these special conditions are applicable to the 
Cessna models 172 (R and S), 182 (S, T, and T182T), and 206 (H and 
T206H) equipped with the AMSAFE, Inc., three-point inflatable restraint 
system. Should AMSAFE, Inc., apply at a later date for a supplemental 
type certificate to modify any other model on the Type Certificates 
identified in these special conditions to incorporate the same novel or 
unusual design feature, the special conditions would apply to that 
model as well under the provisions of Sec.  21.101.

Conclusion

    This action affects only certain novel or unusual design features 
on the previously identified Cessna models. 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, as the certification date for these Cessna 
models, as modified by AMSAFE, Inc., is imminent, the FAA finds that 
good cause exists to make these special conditions effective upon 
issuance.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

0
The authority citation for these special conditions is as follows:

PART 23--[AMENDED]

    Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and 
21.101; and 14 CFR 11.38 and 11.19.

The Special Conditions

    The FAA has determined that this project will be accomplished on 
the basis of not lowering the current level of safety of the Cessna 
models 172 (R and S), 182 (S, T, and 182T) and 206 (H and T206H) 
occupant restraint system. 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 these models, as 
modified by AMSAFE, Incorporated.

Inflatable Three-Point Restraint Safety Belt With an Integrated Airbag 
Device on Cessna Models 172 (R and S), 182 (S, T, and T182T), and 206 
(H and T206H)

    1. It must be shown that the inflatable lapbelt will deploy and 
provide protection under crash conditions. Compliance will be 
demonstrated using the dynamic test condition specified in 14 CFR part 
23, Sec.  23.562(b)(2). It is not necessary to account for floor 
warpage, as required by Sec.  23.562(b)(3). In addition, subparts of 
Sec.  23.562 that are not included in the Cessna 172, 182, and 206 
certification basis will not apply to this Special Condition. 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) three-point 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 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.
    8. It must be shown that the inflatable restraint will not impede 
rapid egress of the occupants 10 seconds after its deployment.
    9. For the purposes of complying with HIRF and lightning 
requirements, the inflatable restraint system is considered a critical 
system since its deployment could have a hazardous effect on the 
airplane.
    10. It must be shown that the inflatable restraints will not 
release hazardous quantities of gas or particulate matter into the 
cabin.
    11. The inflatable restraint system installation must be protected 
from the effects of fire such that no hazard to occupants will result.
    12. There must be a means to verify the integrity of the inflatable 
restraint activation system before each flight or it must be 
demonstrated to reliably operate between inspection intervals.
    13. A life limit must be established for appropriate system 
components.
    14. Qualification testing of the internal firing mechanism must be 
performed at vibration levels appropriate for a general aviation 
airplane.

    Issued in Kansas City, Missouri on December 3, 2004.
David R. Showers,
Acting Manager, Small Airlane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-27358 Filed 12-13-04; 8:45 am]
BILLING CODE 4910-13-P