[Federal Register Volume 73, Number 98 (Tuesday, May 20, 2008)]
[Rules and Regulations]
[Pages 29037-29042]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E8-11297]



 ========================================================================
 Rules and Regulations
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains regulatory documents 
 having general applicability and legal effect, most of which are keyed 
 to and codified in the Code of Federal Regulations, which is published 
 under 50 titles pursuant to 44 U.S.C. 1510.
 
 The Code of Federal Regulations is sold by the Superintendent of Documents. 
 Prices of new books are listed in the first FEDERAL REGISTER issue of each 
 week.
 
 ========================================================================
 

  Federal Register / Vol. 73, No. 98 / Tuesday, May 20, 2008 / Rules 
and Regulations  

[[Page 29037]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. NM392; Special Conditions No. 25-371-SC]


Special Conditions: AmSafe, Inc., Various Transport Category 
Airplanes; Inflatable Restraints

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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

SUMMARY: These special conditions are issued for the transport category 
airplanes listed in Table 1. These airplanes, as modified by AmSafe, 
Inc., will have a novel or unusual design feature associated with the 
lap belt or shoulder harness portion of the safety belt that contains 
an integrated inflatable airbag installed on passenger seats. 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 May 7, 2008. 
We must receive your comments by June 19, 2008.

ADDRESSES: You must mail two copies of your comments to: Federal 
Aviation Administration, Transport Airplane Directorate, Attn: Rules 
Docket (ANM-113), Docket No. NM392, 1601 Lind Avenue, SW., Renton, 
Washington, 98057-3356. You may deliver two copies to the Transport 
Airplane Directorate at the above address. You must mark your comments: 
Docket No. NM392. You can inspect comments in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Jeff Gardlin, FAA, Airframe and Cabin 
Safety Branch, ANM-115, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington, 98057-3356; telephone (425) 227-2136; 
facsimile (425) 227-1320.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice and 
opportunity for prior public comment hereon are impracticable because 
these procedures would significantly delay issuance of the design 
approval and thus delivery of the affected aircraft. In addition, the 
substance of these special conditions has been subject to the public 
comment process in several prior instances with no substantive comments 
received. The FAA therefore finds that good cause exists for making 
these special conditions effective upon issuance.

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, or views. The most helpful comments 
reference a specific portion of the special conditions, explain the 
reason for any recommended change, and include supporting data. We ask 
that you send us two copies of written comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning these special conditions. You can inspect the docket before 
and after the comment closing date. If you wish to review the docket in 
person, go to the address in the ADDRESSES section of this preamble 
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal 
holidays.
    We will consider all comments we receive by the closing date for 
comments. We will consider comments filed late if it is possible to do 
so without incurring expense or delay. We may change these special 
conditions based on the comments we receive.
    If you want us to let you know we received your comments on these 
special conditions, send us a pre-addressed, stamped postcard on which 
the docket number appears. We will stamp the date on the postcard and 
mail it back to you.

Background

    On August 21, 2006, AmSafe Inc., 1043 N. 47th Ave., Phoenix, AZ 
85043, applied for a supplemental type certificate to install the 
AmSafe Aviation Inflatable Restraint (AAIR) for head injury protection 
on passenger seats on various transport category airplanes. The AAIR is 
designed to limit passenger forward excursion in the event of an 
accident, thus reducing the potential for head injury.
    The AAIR will reduce the potential for head injury and head 
entrapment. The AAIR behaves like an automotive inflatable airbag 
except that the airbag is integrated into the lap belt and inflates 
away from the seated passenger. While inflatable airbags are standard 
in the automotive industry, the use of an inflatable lap belt is novel 
for commercial aviation.
    Title 14, Code of Federal Regulations (CFR), section 25.785 
requires that passengers be protected from head injury by either the 
elimination of any injurious object within the striking radius of the 
head or by padding. Traditionally, compliance has required either a 
setback of 35 inches from any bulkhead, front seat or other rigid 
interior feature or padding where a setback was not practical. The 
relative effectiveness of these two means of injury protection was not 
quantified. The adoption of Amendment 25-64 to 14 CFR part 25, 
specifically Sec.  25.562, created a new standard for protection from 
head injury.
    Section 25.562 requires that dynamic tests be conducted for each 
seat type installed in the airplane. In particular, the regulation 
requires that persons not suffer serious head injury under the 
conditions specified in the tests and that a Head Injury Criterion 
(HIC) measurement of not more than 1000 units be recorded, should the 
head contact the cabin interior. While the test conditions described in 
this section are specific, it is the intent of the requirement that an 
adequate level of head injury protection be provided for crash severity 
up to and including that specified.
    Section 25.562, including HIC, is part of the certification basis 
of some of the airplanes covered by these special conditions. While 
Sec.  25.562 is not part of the certification basis of other airplanes 
covered by these special conditions, some applicants elected to comply 
with

[[Page 29038]]

portions of Sec.  25.562--not including Sec. Sec.  25.562(c)(5) and 
(c)(6) which specify protection from femur injury and the HIC (this is 
summarized in table 1). Therefore, on those airplanes, the seat 
installations with AAIR are not required to meet the requirement of 
Sec.  25.562 that HIC of less than 1000 be demonstrated for occupants 
of seats incorporating the AAIR. Although HIC may not be part of the 
certification basis for some of the covered airplanes, references to 
HIC are included in these special conditions for consistency with other 
projects that do require compliance with HIC.
    Because Sec. Sec.  25.562 and 25.785 do not adequately address 
seats with AAIRs, the FAA recognizes that we need to develop 
appropriate pass/fail criteria that do address the safety of occupants 
of those seats.
    The AAIR has two potential advantages over other means of head 
impact protection. The first is that it can provide significantly 
greater protection than would be expected with energy-absorbing pads; 
the second is that it can provide essentially equivalent protection for 
occupants of all stature. These are significant advantages from a 
safety standpoint, since such devices will likely provide a level of 
safety that exceeds the minimum 14 CFR part 25 standards.
    On the other hand, AAIRs are active systems and must activate 
properly when needed, as opposed to an energy-absorbing pad or upper 
torso restraint that is passive and always available. Therefore, the 
potential advantages must be balanced against potential disadvantages 
in order to develop standards that will provide an equivalent level of 
safety to that intended by the regulations.
    There are two primary safety concerns with the use of AAIRs: one is 
that they perform properly under foreseeable operating conditions, and 
two, that they do not perform in a way that would constitute a hazard 
to the airplane or occupants. This latter point has the potential to be 
the more rigorous of the requirements, owing to the active nature of 
the system.
    The AAIR will rely on electronic sensors for signaling and 
pyrotechnic charges for activation, so that it is available when 
needed. These same devices could be susceptible to inadvertent 
activation, causing deployment in a potentially unsafe manner. The 
consequences of such deployment must be considered in establishing the 
reliability of the system. AmSafe must substantiate that the effects of 
an inadvertent deployment in flight are either not a hazard to the 
airplane or that such deployment is an extremely improbable occurrence 
(occurring less than 10-9 per flight hour). The effect of an 
inadvertent deployment on a passenger sitting or standing close to the 
AAIR must also be considered. A minimum reliability level will have to 
be established for this case, depending upon the consequences, even if 
the effect on the airplane is negligible.
    The potential for an inadvertent deployment could be increased as a 
result of conditions in service. The installation must take into 
account wear and tear, so that the likelihood of an inadvertent 
deployment is not increased to an unacceptable level. In this context, 
an appropriate inspection interval and self-test capability are 
necessary.
    Other outside influences are lightning and high intensity radiated 
fields (HIRF). Since the sensors that trigger deployment are 
electronic, they must be protected from the effects of these threats. 
Existing regulations regarding lightning (Sec.  25.1316) and HIRF 
(Sec.  25.1317) are applicable in lieu of any other lightning and HIRF 
special conditions that have been adopted for the affected airplanes.
    For the purposes of compliance, if inadvertent deployment could 
cause a hazard to the airplane, the AAIR is considered a critical 
system; if inadvertent deployment could cause injuries to persons, the 
AAIR is considered an essential system. Finally, the AAIR installation 
should be protected from the effects of fire, so that an additional 
hazard is not created by, for example, a rupture of the pyrotechnic 
squib.
    In order to be an effective safety system, the AAIR must function 
properly and must not introduce any additional hazards to occupants as 
a result of its functioning. There are several areas where the AAIR 
differs from traditional occupant protection systems, and requires 
special conditions to ensure adequate performance.
    Because the AAIR is essentially a single use device, there is the 
potential that it could deploy under crash conditions that are not 
sufficiently severe as to require head injury protection from the AAIR. 
Since an actual crash is frequently composed of a series of impacts 
before the airplane comes to rest, this could render the AAIR useless 
if a larger impact follows the initial impact. This situation does not 
exist with energy absorbing pads or upper torso restraints, which tend 
to provide protection according to the severity of the impact. 
Therefore, the AAIR installation should be such that the AAIR will 
provide protection when it is required and will not expend its 
protection when it is not needed. There is no requirement for the AAIR 
to provide protection for multiple impacts, where more than one impact 
would require protection.
    Since each passenger's restraint system provides protection for 
that occupant only, the installation must address seats that are 
unoccupied. It will be necessary to show that the required protection 
is provided for each occupant regardless of the number of occupied 
seats and considering that unoccupied seats may have AAIR that are 
active.
    Since there is a wide range in the size of passengers, the 
inflatable seatbelt restraint must be effective over the entire range. 
The FAA has historically considered the range from the fifth percentile 
female to the ninety-fifth percentile male as the range of passengers 
to take into account. In this case, the FAA is proposing consideration 
of an even broader range of passengers, due to the nature of the 
inflatable seatbelt restraint installation and its close proximity to 
the passenger. In a similar vein, passengers may assume the brace 
position for those accidents where an impact is anticipated. Test data 
indicate that passengers in the brace position do not require 
supplemental protection, so that it will not be necessary to show that 
the AAIR will enhance the brace position. However, the inflatable 
seatbelt restraint must not introduce a hazard in that case by 
deploying into the seated, braced passenger.
    Another area of concern is the use of seats so equipped by 
children, whether lap-held, in approved child safety seats, or 
occupying the seat directly. Similarly, if the seat is occupied by a 
pregnant woman, the installation needs to address such usage, either by 
demonstrating that it will function properly, or by adding an 
appropriate limitation on usage.
    Since the AAIR will be electrically powered, there is the 
possibility that the system could fail due to a separation in the 
fuselage. Since this system is intended as a means of protection in a 
crash or after a crash, failure due to fuselage separation is not 
acceptable. As with emergency lighting, the system should function 
properly, if such a separation occurs at any point in the fuselage.
    Since the AAIR is likely to have a large volume displacement, the 
inflated bag could potentially impede egress of passengers. Since the 
bag deflates to absorb energy, it is likely that an AAIR would be 
deflated at the time that persons would be trying to leave their seats. 
Nonetheless, it is considered appropriate to specify a time interval

[[Page 29039]]

after which the AAIR may not impede rapid egress. Ten seconds has been 
chosen as a reasonable time, since it corresponds to the maximum time 
allowed for an exit to be openable. In actuality, it is unlikely that 
an exit would be prepared this quickly in an accident severe enough to 
warrant deployment of the AAIR, and the AAIR will likely deflate much 
quicker than ten seconds.
    Finally, it should be noted that the special conditions are 
applicable to the AAIR system, as installed. The special conditions are 
not an installation approval. Therefore, while the special conditions 
relate to each such system installed, the overall installation approval 
is a separate finding and must consider the combined effects of all 
such systems installed.
    In automobile installations, the airbag is a supplemental system 
and works in conjunction with an upper torso restraint. In addition, 
the crash event is more definable and of typically shorter duration, 
which can simplify the activation logic. The airplane-operating 
environment is also quite different from automobiles and includes the 
potential for greater wear and tear and unanticipated abuse (due to 
galley loading, passenger baggage, etc.); airplanes also operate where 
exposure to high intensity electromagnetic fields could affect the 
activation system.

Type Certification Basis

    Under the provisions of Sec.  21.101, AmSafe Inc. must show that 
the multiple airplane models as changed, continue to meet the 
applicable provisions of the regulations incorporated by reference in 
the Type Certificate (TC) numbers listed in Table 1 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 for each individual airplane model listed in 
Table 1 are defined within each Type Certificate Data Sheet (TCDS).
    In addition, the certification basis includes other regulations and 
special conditions that are not pertinent to these special conditions.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 25) do not contain adequate or 
appropriate safety standards for each airplane model listed in Table 1 
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, each airplane model listed in Table 1 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.
    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.  21.101.
    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 or similar novel or unusual design 
feature, the special conditions would also apply to the other model 
under Sec.  21.101.

                                          Table 1.--Airplane Model List
----------------------------------------------------------------------------------------------------------------
                 Make                           Model                  TC holder                   TCDS
----------------------------------------------------------------------------------------------------------------
Boeing...............................  737-500 Series \1\.....  The Boeing Company.....  A16WE Revision 40.
                                       737-700 Series \3\
                                       737-800 Series \3\
                                       737-600 Series \3\
                                       737-700C Series \4\
                                       737-900 Series \3\
                                       737-900ER Series \3\
Boeing...............................  747-400 Series \1\.....  The Boeing Company.....  A20WE Revision 38.
                                       747-400D Series \1\
                                       747-400F Series \1\
Boeing...............................  767-300 Series \1\.....  The Boeing Company.....  A1NM Revision 25.
                                       767-300F Series \1\
                                       767-400ER Series \3\
Boeing...............................  777-200 Series.........  The Boeing Company.....  T00001SE Revision 19.
                                       777-300 Series
                                       777-300ER Series
                                       777-200LR Series
Airbus...............................  A318 Series:...........
                                       A318-111 \1\
                                       A318-112 \1\
                                       A318-121 \5\
                                       A318-122 \5\
                                       A319 Series: \5\
                                       A319-111
                                       A319-112
                                       A319-113
                                       A319-114
                                       A319-115
                                       A319-131
                                       A319-132
                                       A319-133
                                       A320 Series: \5\
                                       A320-111
                                       A320-211
                                       A320-212
                                       A320-214
                                       A320-231

[[Page 29040]]

 
                                       A320-232
                                       A320-233
                                       A321 Series: \5\
                                       A321-111
                                       A321-112
                                       A321-131
                                       A321-211
                                       A321-212
                                       A321-213
                                       A321-231
                                       A321-232
Airbus...............................  A330-200 Series: \6\...  Airbus.................  A28NM Revision 10.
                                       A330-201
                                       A330-202
                                       A330-203
                                       A330-223
                                       A330-243
                                       A330-300 Series: \6\
                                       A330-301
                                       A330-321
                                       A330-322
                                       A330-323
                                       A330-341
                                       A330-342
                                       A330-343
Airbus...............................  A340-200 Series: \6\...  Airbus.................  A46NM Revision 10.
                                       A340-211
                                       A340-212
                                       A340-213
                                       A340-300 Series: \6\
                                       A340-311
                                       A340-312
                                       A340-313
                                       A340-500 Series:
                                       A340-541
                                       A340-600 Series:
                                       Models: A340-642
Airbus...............................  A380-8007..............  Airbus.................  A43NM Revision 10.
Bombardier Inc.......................  BD-100-1A10............  Airbus.................  A58NM Revision 1.
Bombardier...........................  BD-700-1A10............  Bombardier Inc.........  T00005NY Revision 5.
                                       BD-700-1A11............
Bombardier...........................  DHC-8-100 Series \1\...  Bombardier Inc.........  T00003NY Revision 13.
                                       DHC-8-200 Series \1\...
                                       DHC-8-300 Series \1\...
                                       DHC-8-400 Series \1\...
Bombardier...........................  CL-600-1A11 CL-600) \1\  Bombardier Inc.........  A13NM Revision 15.
                                       CL-600-2A12 (CL-601)
                                        \1\.
                                       CL-600-2B16 (CL-601-3A
                                        Variant) \1\.
                                       CL-600-2B16 (CL-601-3R
                                        Variant) \1\.
                                       CL-600-2B16 (CL-604      .......................
                                        Variant) \1\.
                                       CL-600-2B19 (Regional
                                        Jet Series 100 & 440)
                                        \1\
                                       CL-600-2C10 (Regional
                                        Jet Series 700, 701 &
                                        702)
                                       CL-600-2D15 (Regional
                                        Jet Series 705)
                                       CL-600-2D24 (Regional
                                        Jet Series 900)
Embraer..............................  EMB-145................  Bombardier Inc.........  A21EA Revision 26.
                                       EMB-145ER
                                       EMB-145MR
                                       EMB-145LR
                                       EMB-135ER
                                       EMB-135LR
                                       EMB-135KE
                                       EMB-135KL
                                       EMB-135BJ
                                       EMB-145XR
                                       EMB-145MP
                                       EMB-145EP

[[Page 29041]]

 
Embraer..............................  ERJ 170-100 STD........  Embraer-Empresa          T00011AT Revision 26.
                                       ERJ 170-100 LR.........   Brasileira de
                                       ERJ 170-100 SU.........   Aeronautica S.A.
                                       ERJ 170-100 SE
                                       ERJ 170-200 STD
                                       ERJ 170-200 LR
                                       ERJ 170-200 SU
Embraer..............................  ERJ 190-100 STD........  Embraer-Empresa          A56NM Revision 6.
                                       ERJ 190-100 LR.........   Brasileira de
                                       ERJ 190-100 IGW........   Aeronautica S.A.
McDonnell Douglas....................  MD-88..................  McDonnell Douglas        A6WE Revision 26.
                                       MD-90-30...............   Corporation.
                                       MD-717-200 \2\.........
----------------------------------------------------------------------------------------------------------------
All models listed include Amendment 25-64 in their certification basis with exceptions as noted.
 \1\ Does not include Sec.   25.562 (Amendment 25-64) in certification basis.
 \2\ Does not include Sec.   25.562(c)(5) HIC in certification basis.
 \3\ Does not include Sec.   25.562(c)(5) HIC in certification basis; only flight attendant and flight deck
  observer seats meet HIC.
 \4\ Does not include Sec.   25.562(c)(5) HIC in certification basis; only flight deck observer seat meets HIC.
 \5\ Does not include Amendment 25-64 in certification basis, but applicant elected to meet Sec.   25.562,
  except Sec.   25.562(c)(5) HIC.
 \6\ Cockpit seats do not comply with Sec.   25.562 but will meet Sec.   25.561; Sec.   25.785 front row seats
  behind bulkhead met by 35-inch free head strike envelope.
 \7\ Includes Sec.   25.562 in certification basis with exemption from Sec.   25.562(b)(2) only.

Novel or Unusual Design Features

    The airplane model list in Table 1 will incorporate the following 
novel or unusual design features: These airplanes as modified by 
AmSafe, Inc. will have a lap belt or shoulder harness portion of the 
safety belt that contains an integrated inflatable airbag device or 
AAIR installed on passenger seats. The AAIR will be installed to reduce 
the potential for head injury in the event of an accident. The AAIR 
works like an automotive airbag, except that the airbag is integrated 
with the lap belt or harness of the restraint system. The AAIR is 
considered a novel design for transport category airplanes and were not 
considered as part of the original type certification basis.
    Section 25.785 states the performance criteria for head injury 
protection in objective terms. However, none of these criteria are 
adequate to address the specific issues raised concerning seats with 
AAIR. The FAA has therefore determined that, in addition to the 
requirements of 14 CFR part 25, special conditions are needed to 
address requirements particular to installation of seats with AAIR.
    Accordingly, in addition to the passenger injury criteria specified 
in Sec.  25.785, these special conditions are adopted for the airplane 
model list in Table 1 equipped with AAIR. Other conditions may be 
developed, as needed, based on further FAA review and discussions with 
the manufacturer and civil aviation authorities.

Discussion

    From the standpoint of a passenger safety system, the airbag is 
unique in that it is both an active and entirely autonomous device. 
While the automotive industry has good experience with airbags, the 
conditions of use and reliance on the airbag as the sole means of 
injury protection are quite different. In automobile installations, the 
airbag is a supplemental system and works in conjunction with an upper 
torso restraint. In addition, the crash event is more definable and of 
typically shorter duration, which can simplify the activation logic. 
The airplane-operating environment is also quite different from 
automobiles and includes the potential for greater wear and tear, and 
unanticipated abuse conditions (due to galley loading, passenger 
baggage, etc.); airplanes also operate where exposure to high intensity 
electromagnetic fields could affect the activation system.
    The following special conditions can be characterized as addressing 
either the safety performance of the system, or the system's integrity 
against inadvertent activation. Because a crash requiring use of the 
airbags is a relatively rare event, and because the consequences of an 
inadvertent activation are potentially quite severe, these latter 
requirements are probably the more rigorous from a design standpoint.

Applicability

    As discussed above, these special conditions are applicable to the 
airplane models listed in Table 1. Should AmSafe, Inc. apply at a later 
date for a supplemental type certificate to modify any other model 
included on the airplane model list in Table 1 to incorporate the same 
novel or unusual design feature, the special conditions would apply to 
that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on the airplane models listed in Table 1. It is not a rule of general 
applicability and affects only the applicant which applied to the FAA 
for approval of these features on the airplane models listed in these 
special conditions.
    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 certification of the airplane, 
which is imminent, the FAA has determined that prior public notice and 
comment are unnecessary and impracticable and that 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 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.


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

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

[[Page 29042]]

The Special Conditions

0
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 airplane models listed in Table 1 
of these special conditions, as modified by installation of the AmSafe 
Aviation Inflatable Restraint (AAIR).
    1. Seats with AAIRs. It must be shown that the AAIR will deploy and 
provide protection under crash conditions where it is necessary to 
prevent serious head injury or head entrapment. The means of protection 
must take into consideration a range of stature from a two-year-old 
child to a ninety-fifth percentile male. The AAIR must provide a 
consistent approach to energy absorption throughout that range. In 
addition, the following situations must be considered:
    a. The seat occupant is holding an infant.
    b. The seat occupant is a child in a child restraint device.
    c. The seat occupant is a child not using a child restraint device.
    d. The seat occupant is a pregnant woman.
    2. The AAIR must provide adequate protection for each occupant 
regardless of the number of occupants of the seat assembly, considering 
that unoccupied seats may have active seatbelts.
    3. The design must prevent the AAIR from being either incorrectly 
buckled or incorrectly installed such that the AAIR would not properly 
deploy. Alternatively, it must be shown that such deployment is not 
hazardous to the occupant and will provide the required head injury 
protection.
    4. It must be shown that the AAIR system is not susceptible to 
inadvertent deployment as a result of wear and tear or inertial loads 
resulting from in-flight or ground maneuvers (including gusts and hard 
landings), likely to be experienced in service.
    5. Deployment of the AAIR must not introduce injury mechanisms to 
the seated occupant or result in injuries that could impede rapid 
egress. This assessment should include an occupant who is in the brace 
position when it deploys and an occupant whose belt is loosely 
fastened.
    6. It must be shown that an inadvertent deployment that could cause 
injury to a standing or sitting person is improbable.
    7. It must be shown that inadvertent deployment of the AAIR, during 
the most critical part of the flight, will either not cause a hazard to 
the airplane or is extremely improbable.
    8. It must be shown that the AAIR will not impede rapid egress of 
occupants 10 seconds after its deployment.
    9. The AAIR must function properly after loss of normal aircraft 
electrical power and after a transverse separation of the fuselage at 
the most critical location. A separation at the location of the lap 
belt does not have to be considered.
    10. It must be shown that the AAIR will not release hazardous 
quantities of gas or particulate matter into the cabin.
    11. The AAIR installation must be protected from the effects of 
fire such that no hazard to occupants will result.
    12. There must be a means for a crewmember to verify the integrity 
of the AAIR activation system prior to each flight or it must be 
demonstrated to reliably operate between inspection intervals.

    Issued in Renton, Washington, on May 7, 2008.
Michael J. Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E8-11297 Filed 5-19-08; 8:45 am]
BILLING CODE 4910-13-P