[Federal Register Volume 62, Number 25 (Thursday, February 6, 1997)]
[Proposed Rules]
[Pages 5552-5554]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-2960]


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Proposed Rules
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains notices to the public of 
the proposed issuance of rules and regulations. The purpose of these 
notices is to give interested persons an opportunity to participate in 
the rule making prior to the adoption of the final rules.

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Federal Register / Vol. 62, No. 25 / Thursday, February 6, 1997 / 
Proposed Rules

[[Page 5552]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. 136CE, Special Condition 23-ACE-88]


Special Conditions; Ballistic Recovery Systems Cirrus SR-20 
Installation

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This notice proposes special conditions for the type 
certification of the Ballistic Recovery Systems, Inc., (BRS) parachute 
recovery system installed in the Cirrus SR-20 Model airplane. This 
system is referred to as the General Aviation Recovery Device (GARD). 
Airplanes modified to use this system will incorporate novel or unusual 
design features for which the applicable airworthiness regulations do 
not contain adequate or appropriate safety standards. These special 
conditions contain the additional airworthiness standards that the 
Administrator considers necessary to establish a level of safety 
equivalent to the original certification basis for these airplanes.

DATES: Comments must be received on or before March 10, 1997.

ADDRESSES: Comments on this proposal may be mailed in duplicate to: 
Federal Aviation Administration, Office of the Assistant Chief Counsel, 
ACE-7, Attention: Rules Docket Clerk, Docket No. 136CE, Room 1558, 601 
East 12th Street, Kansas City, Missouri 64106. All comments must be 
marked: Docket No. 136CE. Comments may be inspected in the Rules Docket 
weekdays, except Federal holidays, between 7:30 a.m. and 4:00 p.m.

FOR FURTHER INFORMATION CONTACT: Lowell Foster, Aerospace Engineer, 
Standards Office (ACE-110), Small Airplane Directorate, Aircraft 
Certification Service, Federal Aviation Administration, 601 East 12th 
Street, Kansas City, Missouri 64106; telephone (816) 426-5688.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of 
these special conditions by submitting such written data, views, or 
arguments as they may desire. Communications should identify the 
regulatory docket or notice number and be submitted in duplicate to the 
address specified above. All communication received on or before the 
closing date for comments specified above will be considered by the 
Administrator before taking further rulemaking action on this proposal. 
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 Docket No. 136CE.'' The postcard will be date stamped and returned 
to the commenter. The proposals contained in this notice may be changed 
in light of the comments received. All comments received will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested parties. A report 
summarizing each substantive public contact with FAA personnel 
concerned with this rulemaking will be filed in the docket.

Background

    On March 7, 1996, Cirrus Design, 4515 Taylor Circle, Duluth, MN 
55811, filed an application for a type certificate (TC). Included in 
this TC application was the provision to install the BRS GARD parachute 
recovery system as standard equipment on each Cirrus Model SR-20 
airplane. The parachute recovery system is intended to recover an 
airplane in emergency situations such as mid-air collision, loss of 
engine power, loss of airplane control, severe structural failure, 
pilot disorientation, or pilot incapacitation with a passenger on 
board. The GARD system, which is only used as a last resort, is 
intended to prevent serious injuries to the airplane occupants by 
parachuting the airplane to the ground.
    The parachute recovery system consists of a parachute packed in a 
canister mounted on the airframe. A solid propellant rocket motor 
deploys the canopy and is located on the side of the canister. A door 
positioned above the canister seals the canister, parachute canopy, and 
rocket motor from the elements and provides free exit when the canopy 
is deployed. The system is deployed by a mechanical pull handle mounted 
so that the pilot and passenger can reach it. At least two separate and 
independent actions are required to deploy the system.
    A multi-cable bridle attaches the canopy bridle to the airplane 
primary structure. The cable lengths are sized to provide the best 
airplane touchdown attitude. The cables are routed from the parachute 
canister thru the fuselage and run externally to the fuselage attach 
points. The external portion of these cables are covered with small 
frangible fairings.

Discussion

    Special conditions may be issued and amended, as necessary, as part 
of the type certification basis if the Administrator finds that the 
airworthiness standards designated in accordance with Sec. 21.101(b)(1) 
do not contain adequate or appropriate safety standards because of the 
novel and unusual design features of the airplane modification. Special 
conditions, as appropriate, are issued after public notice in 
accordance with Sec. 11.49 (as amended September 25, 1989), as required 
by Secs. 11.28 and 11.29(b). The special conditions become part of the 
type certification basis, as provided by Sec. 21.17(a)(2).
    The installation of parachute recovery systems in 14 CFR part 23 
airplanes was not envisioned when the certification basis for these 
airplanes was established. In addition, the Administrator has 
determined that current regulations do not contain adequate or 
appropriate safety standards for a parachute recovery system; 
therefore, this system is considered a novel and unusual design 
feature. The flight test demonstration requirements will ensure that 
the parachute recovery system will perform its intended function 
without exceeding its strength capabilities. Demonstrations will be 
required to show that the parachute will deploy in specified flight 
conditions at both ends of the flight envelope. These conditions are a 
high speed deployment and deployment during a one-turn spin entry. If 
the airplane is spin resistant,

[[Page 5553]]

the condition is the maneuver that results from pro-spin control inputs 
held for one turn, or three seconds, whichever comes first.
    Occupant restraint requirements will ensure that the airplane is 
equipped with a restraint system designed to protect the occupants from 
injury during parachute deployment and ground impact. Each occupant 
seat must meet the requirements of 14 CFR part 23, Sec. 23.562 as part 
of the original certification basis.
    Requirements for parachute performance will ensure all of the 
following: (a) The parachute complies with the applicable section of 
TSO-C23c (SAE AS8015A) at the maximum airplane weights. (b) The 
parachute deployment loads do not exceed the structural strength of the 
airplane. (c) The system will provide a ground impact that does not 
result in serious injury of the passengers. (d) The system will operate 
in adverse weather conditions.
    The requirements for the functions and operations of the parachute 
recovery system will ensure all of the following: (a) There is no fire 
hazard associated with the system. (b) The failure of this system has 
to be shown to be extremely improbable. The installation of this system 
allows relief from another part 23 requirement, spins. For this reason, 
it will need to be a dispatch item and have a high level of 
reliability. (c) That the system will work in all adverse weather 
conditions that the airplane is approved to operate in, including the 
IFR and icing environments. (d) The sequence of arming and activating 
the system will prevent inadvertent deployment. (e) The system can be 
activated from either the pilot's or the copilot's position by various 
sized people. (f) The system will be labeled to show its identification 
function and operating limitations. (g) A warning placard will be 
located on the fuselage near the rocket motor to warn rescue crews of 
the ballistic system. (h) The FAA-approved flight manual will include a 
thorough explanation of system's operation and limitations as well as 
the safe deployment envelope. (i) The occupants are protected from 
serious injury after touchdown in adverse weather.
    Requirements for protection of the parachute recovery system will 
ensure the following: the system is protected from deterioration due to 
weathering, corrosion, and abrasion; provisions are made to provide 
adequate ventilation and drainage of the airplane structure that houses 
the parachute canister.
    Requirements for a system inspection provision will ensure that 
adequate means are available to permit examination of the parachute 
recovery system components and that instructions for continued 
airworthiness are provided.
    Requirements for the system to function throughout the entire 
operational flight envelope are incorporated because it is reasonable 
to expect pilots to deploy the system any time that there is a 
catastrophic failure.
    Requirements for operating limitations of the parachute recovery 
system will ensure that the system operating limitations and deployment 
envelope are prescribed, including inspection, repacking, and replacing 
the system's parachute deployment mechanism at approved intervals.

Conclusion

    This action affects only novel and unusual design features on 
specified model/series airplanes. It is not a rule of general 
applicability and affects only those applicants who apply to the FAA 
for approval of these features on these airplanes.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

    The authority citation for this special condition is as follows:

    Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and 
101; and 14 CFR 11.28 and 11.49

The Proposed Special Conditions

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes the 
following special conditions as part of the type certification basis 
for the Cirrus Model SR-20 airplanes:

1. Flight Test Demonstration

    (a) The system must be demonstrated in flight to satisfactorily 
perform its intended function, without exceeding the system deployment 
design loads, for the critical flight conditions.
    (b) Satisfactory deployment of the parachute must be demonstrated, 
at the most critical airplane weight and balance, for the following 
flight conditions:
    (1) One of the two maneuvers, (i) or (ii), must be performed for 
the low speed end of the flight envelope;
    (i) Spin with deployment at one turn or 3 seconds, whichever is 
longer; or (ii) Deployment immediately following the maneuver that 
results from a pro-spin control input held for one turn or 3 seconds, 
whichever is longer.
    (2) Never exceed speed with 1g normal load.

2. Occupant Restraint

    Each seat in the airplane must be equipped with a restraint system, 
consisting of a seat belt and shoulder harness, that will protect the 
occupants from head and upper torso injuries during parachute 
deployment and ground impact at the critical load conditions.

3. Parachute Performance

    (a) The parachute must comply with the applicable requirements of 
TSO-C23c, or an approved equivalent, for the maximum airplane weight at 
paragraph 1(b)(2).
    (b) The loads during deployment must not exceed 80 percent of the 
ultimate design load for the attaching structure, the cabin structure 
surrounding the occupants, and any interconnecting structure of the 
airplane.
    (c) It must be shown that, although the airplane structure may be 
damaged, the airplane impact during touchdown will result in an 
occupant environment in which serious injury to the occupants is 
improbable.
    (d) It must be shown that, with the parachute deployed, the 
airplane can impact the ground in various adverse weather conditions, 
including winds up to 15 knots, without endangering the airplane 
occupants.

4. System Function and Operations

    (a) It must be shown that there is no fire hazard associated with 
activation of the system.
    (b) The system must be shown to perform its intended function and 
system failure must be shown to be extremely improbable.
    (c) It must be shown that reliable and functional deployment in the 
adverse weather conditions that the airplane is approved for have been 
considered. For example, if the aircraft is certified for flight into 
known icing, and flight test in actual icing reveals that ice may cover 
the deployment area, then the possible adverse effects of ice or an ice 
layer covering the parachute deployment area should be analyzed.
    (d) It must be shown that arming and activating the system can only 
be accomplished in a sequence that makes inadvertent deployment 
extremely improbable.
    (e) It must be demonstrated that the system can be activated 
without difficulty by various sized people, from a 10th percentile 
female to a 90th percentile male, while sitting in the pilot or copilot 
seat.

[[Page 5554]]

    (f) The system must be labeled to show its identification, 
function, and operating limitations.
    (g) A warning placard must be located on the fuselage near the 
rocket motor warning of the rocket.
    (h) The FAA-approved flight manual must include a thorough 
explanation of operation and limitations as well as the safe deployment 
envelope.
    (i) It must be shown that the occupants will be protected from 
serious injury after touchdown under various adverse weather 
conditions, including high winds.

5. System Protection

    (a) All components of the system must provide protection against 
deterioration due to weathering, corrosion, and abrasion.
    (b) Adequate provisions must be made for ventilation and drainage 
of the parachute canister and associated structure to ensure the sound 
condition of the system.

6. System Inspection Provisions

    (a) Instructions for continued airworthiness must be prepared for 
the system that meet the requirements of Sec. 23.1529.
    (b) Adequate means must be provided to permit the close examination 
of the parachute and other system components to ensure proper 
functioning, alignment, lubrication, and adjustment during the required 
inspection of the system.

7. Operating Limitations

    (a) Operating limitations must be prescribed to ensure proper 
operation of the system within its deployment envelope. A detailed 
discussion of the system, including operation, limitations and 
deployment envelope must be included in the Airplane Flight Manual.
    (b) The deployment envelope of the GARD system must be the same as 
the normal operating envelope of the airplane.
    (c) Operating limitations must be prescribed for inspecting, 
repacking, and replacing the parachute and deployment mechanism at 
approved intervals.

    Issued in Kansas City, Missouri on January 21, 1997.
Henry A. Armstrong,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 97-2960 Filed 2-5-97; 8:45 am]
BILLING CODE 4910-13-P