Federal Register / Vol. 69, No. 239 / Tuesday, December 14, 2004 / Rules and Regulations 74407

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Done in Washington, DC, on: November 18, 

2004. 

Barbara J. Masters, 

Acting Administrator.

[FR Doc. 04–27335 Filed 12–13–04; 8:45 am] 

BILLING CODE 3410–DM–P

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 pat.mullen@faa.gov.

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 singleengine, 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 

74408 Federal Register / Vol. 69, No. 239 / Tuesday, December 14, 2004 / Rules and Regulations 

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 § 23.562. Therefore, the 

test crash pulses identified in § 23.562 

must be used to satisfy this requirement. 

Note that § 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 § 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, 

§§ 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, §§ 23.807, and 

23.1524 as amended by Amendment 23–

10. 14 CFR part 23, §§ 23.507; 23.771; 

23.853(a), (b), and (c); and 23.1365 as 

amended by Amendment 23–14. 14 CFR 

part 23, § 23.951 as amended by 

Federal Register / Vol. 69, No. 239 / Tuesday, December 14, 2004 / Rules and Regulations 74409

Amendment 23–15. 14 CFR part 23, 

§§ 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, § 23.1301 as amended by 

Amendment 23–20. 14 CFR part 23, 

§§ 23.1353, and 23.1559 as amended by 

Amendment 23–21. 14 CFR part 23, 

§§ 23.603, 23.605, 23.613, 23.1329, and 

23.1545 as amended by Amendment 23–

23. 14 CFR part 23, §§ 23.441, and 

23.1549 as amended by Amendment 23–

28. 14 CFR part 23, §§ 23.779, and 

23.781 as amended by Amendment 23–

33. 14 CFR part 23, §§ 23.1, 23.51, and 

23.561 as amended by Amendment 23–

34. 14 CFR part 23, §§ 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, §§ 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, §§ 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, §§ 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, 

§§ 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, §§ 23.807, and 

23.1524 as amended by Amendment 23–

10. 14 CFR part 23, §§ 23.507; 23.771; 

23.853(a), (b), and (c); and 23.1365 as 

amended by Amendment 23–14. 14 CFR 

part 23, § 23.951 as amended by 

Amendment 23–15. 14 CFR part 23, 

§§ 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, § 23.1301 as amended by 

Amendment 23–20. 14 CFR part 23, 

§§ 23.1353, and 23.1559 as amended by 

Amendment 23–21. 14 CFR part 23, 

§§ 23.603, 23.605, 23.613, 23.1329, and 

23.1545 as amended by Amendment 23–

23. 14 CFR part 23, §§ 23.441, and 

23.1549 as amended by Amendment 23–

28. 14 CFR part 23, §§ 23.779, and 

23.781 as amended by Amendment 23–

33. 14 CFR part 23, §§ 23.1, 23.51, and 

23.561 as amended by Amendment 23–

34. 14 CFR part 23, §§ 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, §§ 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, §§ 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, §§ 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, §§ 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, §§ 23.807, and 23.1524 as 

amended by Amendment 23–10. 14 CFR 

part 23, §§ 23.507; 23.771; 23.853(a), (b), 

and (c); and 23.1365 as amended by 

Amendment 23–14. 14 CFR part 23, 

§ 23.951 as amended by Amendment 

23–15. 14 CFR part 23, §§ 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, 

§ 23.1301 as amended by Amendment 

23–20. 14 CFR part 23, §§ 23.1353, and 

23.1559 as amended by Amendment 23–

21. 14 CFR part 23, §§ 23.603, 23.605, 

23.613, 23.1329, and 23.1545 as 

amended by Amendment 23–23. 14 CFR 

part 23, §§ 23.441, and 23.1549 as 

amended by Amendment 23–28. 14 CFR 

part 23, §§ 23.779, and 23.781 as 

amended by Amendment 23–33. 14 CFR 

part 23, §§ 23.1, 23.51, and 23.561 as 

amended by Amendment 23–34. 14 CFR 

part 23, §§ 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, §§ 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, §§ 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, §§ 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, §§ 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, §§ 23.807, and 23.1524 as 

amended by Amendment 23–10. 14 CFR 

part 23, §§ 23.507; 23.771; 23.853(a), (b), 

and (c); and 23.1365 as amended by 

Amendment 23–14. 14 CFR part 23, 

§ 23.951 as amended by Amendment 

23–15. 14 CFR part 23, §§ 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, 

§ 23.1301 as amended by Amendment 

23–20. 14 CFR part 23, §§ 23.1353, and 

23.1559 as amended by Amendment 23–

21. 14 CFR part 23, §§ 23.603, 23.605, 

23.613, 23.1329, and 23.1545 as 

amended by Amendment 23–23. 14 CFR 

part 23, §§ 23.441, and 23.1549 as 

amended by Amendment 23–28. 14 CFR 

part 23, § 23.1093 as amended by 

Amendment 23–29. 14 CFR part 23, 

§§ 23.779, and 23.781 as amended by 

Amendment 23–33. 14 CFR part 23, 

§§ 23.1, 23.51, and 23.561 as amended 

by Amendment 23–34. 14 CFR part 23, 

§§ 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, §§ 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, §§ 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, §§ 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 § 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 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 ThreePoint 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 

74410 Federal Register / Vol. 69, No. 239 / Tuesday, December 14, 2004 / Rules and Regulations 

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., threepoint 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., threepoint 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 

§ 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

■ 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, § 23.562(b)(2). It is not 

necessary to account for floor warpage, 

as required by § 23.562(b)(3). In 

addition, subparts of § 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