Federal Register / Vol. 69, No. 235 / Wednesday, December 8, 2004 / Rules and Regulations 70885

by the 15th day of the following month. 

The Agency may waive this requirement 

if it would cause a hardship for the 

borrower or the borrower is actively 

marketing the security property.

§ 1951.250 [Amended]

■ 7. Section 1951.250 is amended by 

removing the last sentence.

Dated: December 1, 2004. 

Russell T. Davis, 

Administrator, Rural Housing Service.

[FR Doc. 04–26872 Filed 12–7–04; 8:45 am] 

BILLING CODE 3410–XV–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 23

[Docket No. CE210; Special Conditions No. 

23–153–SC] 

Special Conditions: AMSAFE, 

Incorporated, Sky International A1, 

A1A, A1B, Inflatable Five-Point 

Seatbelt Airbag Restraint

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final special conditions.

SUMMARY: These special conditions are 

issued for an AMSAFE, Inc. Inflatable 

Five-Point Seatbelt Airbag Restraint on 

Sky International models A1, A1A, and 

A1B. These airplanes, as modified by 

AMSAFE, Inc. will have novel and 

unusual design features associated with 

the upper-torso restraint portions of the 

5-point 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 the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards.

DATES: Effective Date: The effective date 

of these special conditions is November 

24, 2004.

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: pat.mullen@faa.gov.

SUPPLEMENTARY INFORMATION: 

Background 

On January 15, 2004, AMSAFE, Inc. 

Aviation Inflatable Restraints Division, 

1043 North 47th Avenue, Phoenix, AZ 

85043, applied for a supplemental type 

certificate for the installation of a fivepoint safety belt restraint system 

incorporating an inflatable airbag for the 

pilot and co-pilot seats of the Sky 

International model A1, A1A, and A1B 

airplanes. Models A1, A1A, and A1B are 

single engine, two-place airplanes, 

arranged in a tandem configuration. 

The inflatable restraint system is a 

five-point safety belt restraint system 

consisting of a lapbelt and dual 

shoulder harnesses. An inflatable airbag 

is attached to one of the shoulder 

harnesses, and the other shoulder 

harness is of conventional construction. 

The inflatable portion of the restraint 

system will rely on sensors to 

electronically activate the inflator for 

deployment. The inflatable restraint 

system will be installed on both the 

pilot and co-pilot seats. 

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 cockpit. 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 one of the shoulder 

harnesses. While airbags and inflatable 

restraints are standard in the automotive 

industry, the use of an inflatable fivepoint 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 Sky International A1, 

A1A, and A1B 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 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 stick. 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 the 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, any 

general aviation aircraft can generate 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 

Sky International A1, A1A, and A1B 

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 

certificated belt and dual shoulder 

harnesses. There is no requirement for 

70886 Federal Register / Vol. 69, No. 235 / Wednesday, December 8, 2004 / Rules and Regulations 

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 where 

it is necessary to prevent serious head 

injury. The seats of the models A1, A1A, 

and A1B are not certificated to the 

requirements of § 23.562, and it is not 

known if they would remain intact 

following exposure to the crash pulse 

identified in § 23.562. Therefore, the test 

crash pulse used to satisfy this 

requirement may have a peak 

longitudinal deceleration lower than 

that required by § 23.562. However, the 

test pulse onset rate (deceleration 

divided by time) must be equal to or 

greater than the onset rate of the pulse 

described in § 23.562. This 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. 

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 cockpits of the models A1, A1A, 

and A1B are confined areas, and the 

FAA is concerned that noxious gasses 

may accumulate in the event of restraint 

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 § 21.101, 

AMSAFE, Inc. must show that the Sky 

International models A1, A1A, and A1B, 

as changed, continue to meet the 

applicable provisions of the regulations 

incorporated by reference in Type 

Certificate No. A22NM 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 in Type 

Certificate No. A22NM are as follows: 

Part 23 of the Federal Aviation 

Regulations dated February 1, 1965, as 

amended by 23–1 through 23–31 

(normal category) and FAR 36 amended 

through 36–12. 

FAR 21 amended through 21–57. 

For the models listed above, the 

certification basis also includes all 

exemptions, if any; equivalent level of 

safety findings, if any; and 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 

Sky International models because of a 

novel or unusual design feature. 

Therefore, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions, as appropriate, as 

defined in § 11.19, are issued in 

accordance with § 11.38, and become 

part of the type certification basis in 

accordance with § 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 

§ 21.101.

Novel or Unusual Design Features 

The Sky International models A1, 

A1A, and A1B will incorporate the 

following novel or unusual design 

feature: 

The AMSAFE, Inc. Five-Point Safety 

Belt Restraint System incorporating an 

inflatable airbag for the pilot and copilot seats. 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 one shoulder 

harness, in a manner similar to an 

automotive airbag. The airbag will 

deploy between the head of the 

occupant and cockpit 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 the models A1, A1A, 

and A1B equipped with the AMSAFE, 

Inc. five-point inflatable restraint. Other 

conditions may be developed, as 

needed, based on further FAA review 

and discussions with the manufacturer 

and civil aviation authorities. 

Discussion of Comments 

Notice of No. 23–04–01–SC for the 

AMSAFE, Inc. Inflatable Five-Point 

Seatbelt Airbag Restraint on Sky 

International models A1, A1A, and A1B 

airplanes was published in the Federal 

Register on September 14, 2004, 

69FR55367. No comments were 

received, and the special conditions are 

adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Sky 

International models A1, A1A, and A1B 

equipped with the AMSAFE, Inc. fivepoint inflatable restraint system. Should 

Federal Register / Vol. 69, No. 235 / Wednesday, December 8, 2004 / Rules and Regulations 70887

AMSAFE, Inc. apply at a later date for 

a supplemental type certificate to 

modify any other model on Type 

Certificate number A22NM to 

incorporate the same novel or unusual 

design feature, the special conditions 

would apply to that model as well 

under the provisions of § 21.101. 

For Final Special Conditions Effective 

Upon Issuance 

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 the AMSAFE, Inc. 

Inflatable Five-Point Seatbelt Airbag 

Restraint on Sky International models 

A1, A1A, and A1B is imminent, the 

FAA finds that good cause exists to 

make these special conditions effective 

upon issuance. 

Conclusion 

This action affects only certain novel 

or unusual design features on the Sky 

International models A1, A1A, and A1B. 

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.

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 for STC; and 

14 CFR 11.38 and 11.19. 

The Special Conditions 

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 Sky 

International models A1, A1A, as 

modified by AMSAFE, Inc. Five-Point 

Safety Belt Restraint System 

Incorporating an Inflatable Airbag for 

the Pilot and Co-pilot Seats of the Sky 

International models A1, A1A, and A1B.

1. It must be shown that the inflatable 

lapbelt will deploy and provide 

protection under crash conditions 

where it is necessary to prevent serious 

head injuries. Compliance will be 

demonstrated using the deceleration 

pulse specified in § 23.562, which may 

be modified as follows: 

a. The peak longitudinal deceleration 

may be reduced, however the onset rate 

of the deceleration must be equal to or 

greater than the crash pulse identified in 

§ 23.562. 

b. The peak longitudinal deceleration 

must be above the deployment 

threshold of the crash sensor, and equal 

to or greater than the forward static 

design longitudinal load factor required 

by the original certification basis of the 

airplane. 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 shown (or be extremely 

improbable) that an inadvertent 

deployment of the restraint system 

during the most critical part of the flight 

does 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) 5-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. 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 prior to 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 

November 24, 2004. 

James E. Jackson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Services.

[FR Doc. 04–26979 Filed 12–7–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 73

[Docket No. FAA–2004–19438; Airspace 

Docket No. 04–ASO–9] 

RIN 2120–AA66

Amendment to Restricted Areas 2932, 

2933, 2934, and 2935; Cape Canaveral, 

FL

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule, correction.

SUMMARY: This action corrects a final 

rule published in the Federal Register

on November 23, 2004 (69 FR 68075). In 

that rule, the effective date was 

inadvertently published as January 20, 

2004. The correct effective date is 

January 20, 2005. This action corrects 

that error.

DATES: Effective 0901 UTC, January 20, 

2005.

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace and Rules, Office of 

System Operations and Safety, Federal 

Aviation Administration, 800 

Independence Avenue, SW., 

Washington, DC 20591; telephone: (202) 

267–8783.

SUPPLEMENTARY INFORMATION: On 

November 23, 2004, Airspace Docket 

No. 04–ASO–9 (69 FR 68075), was 

published amending Restricted Areas 

2932, 2933, 2934, and 2935, Cape 

Canaveral, FL. In that rule, the effective 

date was inadvertently published as 

January 20, 2004. The correct effective