tugas besar ae 4060 kelaikan udara - sabuk pengaman

8/10/2019 Tugas Besar AE 4060 Kelaikan Udara - Sabuk Pengaman

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TUGAS BESAR

AE 4060 KELAIKAN UDARA

SABUK PENGAMAN

Disusun oleh :

Wahyu Rizki A 13610036

Rony Darmawan 13611019

Noval Najib 13611051

AERONOTIKA DAN ASTRONOTIKA

INSTITUT TEKNOLOGI BANDUNG

BANDUNG

2014


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Daftar Isi

BAB I Latar Belakang........................................................................................................ 1

BAB II Diskripsi Part dan Produsen................................................................................... 2

2.1 Deskripsi part yang akan diajukan ke DKUPPU...................................................... 2

2.2 Produsen luar negeri................................................................................................. 3

2.3 Produsen dalam negri................................................................................................ 4

BAB III Regulasi Kelaikan Udara...................................................................................... 6

3.1 Regulasi Umum.................................................................................................. 6

3.2 Regulasi Pengoperasian...................................................................................... 8

BAB IV Diskripsi Jenis Pengujian Dan Tempat Pengujian.............................................. 13

4.1 Jenis Pengujian........................................................................................................ 13

Part I. Test Criteria and Procedures for Showing Compliance With Sec. 25.853, or

25.855........................................................................................................................ 16

4.2 Tempat pengujian.............................................................................................. 17

BAB V Timeline Produk.................................................................................................. 19

5.1 Masterplan Product................................................................................................. 19

5.2 Timeline Pengujian dan Sertifikasi......................................................................... 20

BAB VI Kesimpulan dan Saran........................................................................................ 22

6.1 Kesimpulan............................................................................................................. 22

6.2 Saran....................................................................................................................... 22

Daftar Pustaka................................................................................................................... 23

LAMPIRAN...................................................................................................................... 24

Contoh AD.................................................................................................................... 25

1.................................................................................................................................... 25

2.................................................................................................................................... 26

3.................................................................................................................................... 27

4.................................................................................................................................... 34

5.................................................................................................................................... 35

6.................................................................................................................................... 37

TSO............................................................................................................................... 39
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BAB I

Latar Belakang

Dewasa ini, teknologi sudah menjadi sangat modern dan sudah sangat

berbeda dengan zaman sebelumnya. Kemajuan teknologi yang ada pun menjadi

sangat pesat, didorong oleh perlombaan yang terjadi dalam memajukan

teknologinya oleh negara negara adidaya. Transportasi merupakan salah satu faktor

utama dalam kemajuan teknologi sebuah negara. Tanpa adanya transportasi yang

memadai, bidang lainnya tidak akan berkembang dengan bagus pula.

Pesawat dalam hal ini, merupakan salah satu moda transportasi utama yang

sangat penting, dikarenakan pesawat memiliki jangkauan yang lebih jauh serta lebih

cepat dibandingkan transportasi umum lainnya. Dewasa ini, meskipun pesawat

sudah menjadi moda transportasi umum yang banyak digunakan orang, tetap saja

banyak orang masih khawatir dan takut untuk naik pesawat disebabkan rawan

terjadi kecelakaan, banyak sekali orang meninggal akibat kecelakaan pesawat, dan

lain lain. Padahal hal ini merupakan suatu kasus yang dinamakan kasus black

swan, dimana kecelakaan yang terjadi sangat kecil sekali kemungkinannya, namun

apabila terjadi, efeknya menjadi catastrophic.Bidang safety pada pesawat terbang merupakan suatu hal yang sangat

penting. Hal ini berguna agar pesawat dapat terbang dengan aman. Seiring semakin

modernnya waktu, semakin banyak part di pesawat terbang yang ditambah atau

dikurangi untuk menambah tingkat safety suatu pesawat terbang. Dalam hal ini,

seat belt merupakan suatu part pada pesawat terbang yang berfungsi untuk

menunjang keselamatan dan kenyamanan penumpang pesawat terbang.


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BAB II

Diskripsi Part dan Produsen

2.1 Deskripsi part yang akan diajukan ke DKUPPU

Dari TSO-C22g, definisi dari sabuk pengaman adalah sebagai berikut:

Sistem sabuk pengaman: melingkupi sistem penjaringan/anyaman apapun

atau peralatan yang serupa termasuk semua gesper atau alat pengikat lainnya, dan

semua perlatan yang di rancang untuk megurangi pergerakan tulang pelvik, yang

biasa disebut sabuk pangkuan atau sabuk pengaman.

Gambar Sabuk Pengaman Gambar Gesper

Gambar Sambungan Gambar Komponen Sabuk Pengaman

Gambar Jepitan


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Deskripsi komponen pada Sabuk Pengaman:

- Gesper digunakan untuk mengaitkan dua bagian (sabuk).

- Jepitan adalah sebuah tipe alat pengunci / pengancing yang digunakan

untuk menggabungkan 2 / lebih obyek/permukaan bersama-sama, dan

dimungkinkannya untuk memisahkannya. Biasanya me engage bagian lain

pada permukaan lain yang terpasang. Bergantung tipe dan desain latch.

- Engsel adalah tipe dari bearing yang menghubungkan dua benda solid,

biasanya membatasi sudut rotasi di antara mereka. 2 benda yang terhubung

oleh ideal hinge berotasi relatif terhadap yang lain pada sumbu rotasi.

Hinge dapat dibuat oleh material yang fleksibel atau komponen yang

bergerak.

- Anyaman adalah kain kuat seperti bidang datar dengan lebar bervariasi

dan serat sering digunakan pada tali. Anyaman berasal dari material yang

saling berhubungan, saling bertautan.

2.2 Produsen luar negeri

Terdapat beberapa perusahaan yang telah memproduksi sabuk pengaman

pada pesawat udara, diantaranya adalah: Davis Aircraft Products Co., Inc. Berdiri sejak 1951, berlokasi di Bohemia, NY

headquarter. Produk Sabuk Pengaman sudah memiliki sertifikat TSO-C22f,

TSO-C22g, TSO-C114 dan sudah mendapat persetujuan dari FAA, CAA dan

LBA untuk penggunaan pada pesawat komersil dan militer. Berikut

penggunaannya pada pesawat yang sudah ada Sikorsky, Boeing, Cessna,

Lockheed Martin, Defense Logistics Agency, Southwest Airlines, AM General

dan BAE Survivability Systems.

Gambar Logo Perusahaan Davis


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C&M Marine Aviation Services . Berdiri sejak 1991. Berlokasi di 9200 King

Arthur Drive, Dallas, TX 75247 USA. Berikut penggunaannya pada pesawat

yang sudah ada Bombardier Learjet; Boeing 737-800; 727; 737; 747; 757; 767;

777 TBM; Beechcraft; Beechjet; King Air; Cessna; Citation; C-12; Gulfstream;

Challenger; Piaggio; Piper; Hawker; Lear 45; MD 80; Pilatus; Airbus; BBJ;

Dassault Falcon Jet; Falcon 20; Falcon 200; Falcon 50EX; Falcon 900EX;

Learjet 35; Learjet 60; Helicopters

Gambar Logo Perusahaan Marine Aviation

Aircraft Belts, Inc. Berdiri sejak 1981.

Gambar Logo Perusahaan ABI

AmSafe. Berdiri sejak tahun 1955.

Gambar Logo Perusahaan AmSafe

2.3 Produsen dalam negri

Produsen di dalam negeri di bawah ini dipilih karena mereka sudah

berpengalaman membuat Sabuk Pengaman untuk kendaraan darat. Sehingga

diharapkan dalam proses desain dan produksi tidak memakan banyak waktu dan

mengalami hambatan yang besar. Berikut beberapa kandidat perusahaan dalam

negeri yang dimungkinkan untuk membuat Sabuk Pengamanuntuk pesawat:


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a. Autoliv Indonesia PTMotorcar Accessories. Merupakan perusahaan Swedia-

America yang berpusat di Stockholm, Sweden. Berdiri sejak 1953.

Pengembang, pemproduksi, dan pemasok untuk sistem keamanan kendaraan,

termasuk kantung udara, peralatan sabuk pengaman, pandangan malam, dan

dudukan terbaharukan.Di Indonesia berlokasi di Kawasan Industri Pulogadung,

Jatinegara, Cakung, Jakarta Timur 13930 DKI Jakarta.

Gambar Logo Perusahaan Autoliv

b.

PT. KATSUYAMA FINETECH INDONESIA, berlokasi di GIIC Blok ADNo.01 Kota Deltamas, Bekasi 17330Indonesia.

Gambar Logo Perusahaan KFI

c. TAKATA Corporation. Merupakan perusahaan komponen otomotif yang

berkantor pusat di Jepang. Berdiri sejak tahun 1933. Memiliki cabang di

Indonesia, berlokasi di Cluster GIIC Blok AA No.3 Sukamahi Kota Deltamas,Cikarang Pusat, Bekasi Jawa Barat 17530. Aktivitasnya memproduksi

kantung udara, sabuk poengaman dan roda kemudi.

Gambar Logo Perusahaan Takata


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BAB III

Regulasi Kelaikan Udara

3.1

Regulasi Umum

TSO yang berasal dari FAA mengenai sabuk pengaman adalah:

TSO-C22g: SABUK PENGAMANS

TSO di atas menjadikan Society of Automotive Engineers, Inc. (SAE)

Aerospace Standard (AS) DocumentNo. AS 8043 sebagai referensi utama.

Namun regulasi tersebut tidak di release untuk publik.

CASR 25.562 mengatur mengenai standard minimum desain dari Sabuk

Pengaman dalam pesawat udara pada kondisi pendaratan darurat dinamis sebagai

berikut:Part 25 > Section 562 - Emergency landing dynamic conditions

(a) The seat and restraint system in the airplane must be designed as

prescribed in this section to

protect each occupant during an emergency landing condition when --

(1) Proper use is made of seats, Sabuk Pengamans, and shoulder harnesses

provided for in the design; and(2) The occupant is exposed to loads resulting from the conditions

prescribed in this section.

(b) Each seat type design approved for crew or passenger occupancy during

takeoff and landing must successfully complete dynamic tests or be demonstrated

by rational analysis based on dynamic tests of a similar type seat, in accordance

with each of the following emergency landing conditions. The tests must be

conducted with an occupant simulated by a 170-pound anthropomorphic testdummy, as defined by 49 CFR Part 572, Subpart B, or its equivalent, sitting in the

normal upright position.

(1) A change in downward vertical velocity ( v) of not less than 35 feet

per second, with the airplane's longitudinal axis canted downward 30 degrees with

respect to the horizontal plane and with the wings level. Peak floor deceleration

must occur in not more than 0.08 seconds after impact and must reach a minimum

of 14g.


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(2) A change in forward longitudinal velocity ( v) of not less than 44 feet

per second, with the airplane's longitudinal axis horizontal and yawed 10 degrees

either right or left, whichever would cause the greatest likelihood of the upper torso

restraint system (where installed) moving off the occupant's shoulder, and with the

wings level. Peak floor deceleration must occur in not more than 0.09 seconds after

impact and must reach a minimum of 16g. Where floor rails or floor fittings are

used to attach the seating devices to the test fixture, the rails or fittings must be

misaligned with respect to the adjacent set of rails or fittings by at least 10 degrees

vertically (i.e., out of Parallel) with one rolled 10 degrees.

(c) The following performance measures must not be exceeded during the

dynamic tests conducted in accordance with paragraph (b) of this section:

(1) Where upper torso straps are used for crewmembers, tension loads in

individual straps must not exceed 1,750 pounds. If dual straps are used for

restraining the upper torso, the total strap tension loads must not exceed 2,000

pounds.

(2) The maximum compressive load measured between the pelvis and the

lumbar column of the anthropomorphic dummy must not exceed 1,500 pounds.

(3) The upper torso restraint straps (where installed) must remain on theoccupant's shoulder during the impact.

(4) The lap Sabuk Pengaman must remain on the occupant's pelvis during

the impact.

(5) Each occupant must be protected from serious head injury under the

conditions prescribed in paragraph (b) of this section. Where head contact with seats

or other structure can occur, protection must be provided so that the head impact

does not exceed a Head Injury Criterion (HIC) of 1,000 units. The level of HIC isdefined by the equation:


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Where:

t1 is the initial integration time,

t2 is the final integration time, and

a(t) is the total acceleration vs. time curve for the head strike, and where

(t) is in seconds, and (a) is in units of gravity (g).

(6) Where leg injuries may result from contact with seats or other structure,

protection must be provided to prevent axially compressive loads exceeding 2,250

pounds in each femur.

(7) The seat must remain attached at all points of attachment, although the

structure may have yielded.

(8) Seats must not yield under the tests specified in paragraphs (b)(1) and

(b)(2) of this section to the extent they would impede rapid evacuation of the

airplane occupants.

Regulasi dari CASR 21 CERTIFICATION PROCEDURES FOR

PRODUCT AND PARTS subpart O digunakan sebagai dasar dari TSO. Dari AS

8043, didapat bahwa TSO yang digunakan untuk seat belt merupakan produk dari

NAS (National Aerospace Standard) nomor 802.

3.2 Regulasi Pengoperasian

121.311 Seats, Sabuk Pengamans, and shoulder harnesses.

(a)No person may operate an airplane unless there are available during the

takeoff, en route flight, and landing

(1)An approved seat or berth for each person on board the airplane who has

reached his second birthday; and

(2)An approved Safety belt for separate use by each person on board the airplanewho has reached his second birthday, except that two persons occupying a berth

may share one approved Safety belt and two persons occupying a multiple lounge

or divan seat may share one approved Safety belt during en route flight only.

(b)Except as provided in this paragraph, each person on board an airplane

operated under this part shall occupy an approved seat or berth with a separate

Safety belt properly secured about him or her during movement on the surface,

takeoff, and landing. A Safety belt provided for the occupant of a seat may not be


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used by more than one person who has reached his or her second birthday.

Notwithstanding the preceding requirements, a child may:

(1)Be held by an adult who is occupying an approved seat or berth, provided the

child has not reached his or her second birthday and the child does not occupy or

use any restraining device; or

(2)Notwithstanding any other requirement of this chapter, occupy an approved

child restraint system furnished by the certificate holder or one of the persons

described in paragraph (b)(2)(i) of this section, provided:

(i)The child is accompanied by a parent, guardian, or attendant designated by the

child's parent or guardian to attend to the safety of the child during the flight;

(ii)Except as provided in paragraph (b)(2)(ii)(D) of this section, the approved

child restraint system bears one or more labels as follows:

(A)Seats manufactured to U.S. standards between January 1, 1981, and February

25, 1985, must bear the label: This child restraint system conforms to all

applicable Federal motor vehicle safety standards.

(B)Seats manufactured to U.S. standards on or after February 26, 1985, must bear

two labels:

(1) This child restraint system conforms to all applicable Federal motor vehiclesafety standards; and

(2) THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES

AND AIRCRAFT in red lettering;

(C)Seats that do not qualify under paragraphs (B)(2)(ii)(A) and (b)(2)(ii)(B) of

this section must bear a label or markings showing:

(1) That the seat was approved by a foreign government;

(2) That the seat was manufactured under the standards of the United Nations; or(3) That the seat or child restraint device furnished by the certificate holder was

approved by the FAA through Type Certificate or Supplemental Type Certificate.

(4) That the seat or child restraint device furnished by the certificate holder, or one

of the persons described in paragraph (b) (2) (i) of this section, was approved by

the FAA in accordance with 21.305(d)or Technical Standard Order C-100b, or

a later version.
http://www.law.cornell.edu/cfr/text/14/21.305#dhttp://www.law.cornell.edu/cfr/text/14/21.305#dhttp://www.law.cornell.edu/cfr/text/14/21.305#dhttp://www.law.cornell.edu/cfr/text/14/21.305#d


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(D)Except as provided in 121.311(b)(2)(ii)(C)(3) and 121.311(b)(2)(ii)(C)(4),

booster-type child restraint systems (as defined in Federal Motor Vehicle Safety

Standard No. 213 (49 CFR571.213)), vest- and harness-type child restraint

systems, and lap held child restraints are not approved for use in aircraft; and

(iii)The certificate holder complies with the following requirements:

(A)The restraint system must be properly secured to an approved forward-facing

seat or berth;

(B)The child must be properly secured in the restraint system and must not

exceed the specified weight limit for the restraint system; and

(C)The restraint system must bear the appropriate label(s).

(c)Except as provided in paragraph (c)(3) of this section, the following

prohibitions apply to certificate holders:

(1)Except as provided in 121.311(b)(2)(ii)(C)(3) and 121.311(b)(2)(ii)(C)(4),

no certificate holder may permit a child, in an aircraft, to occupy a booster-type

child restraint system, a vest-type child restraint system, a harness-type child

restraint system, or a lap held child restraint system during take off, landing, and

movement on the surface.

(2)Except as required in paragraph (c)(1) of this section, no certificate holder mayprohibit a child, if requested by the child's parent, guardian, or designated

attendant, from occupying a child restraint system furnished by the child's parent,

guardian, or designated attendant provided

(i)The child holds a ticket for an approved seat or berth or such seat or berth is

otherwise made available by the certificate holder for the child's use;

(ii)The requirements of paragraph (b)(2)(i) of this section are met;

(iii)The requirements of paragraph (b)(2)(iii) of this section are met; and(iv)The child restraint system has one or more of the labels described in

paragraphs (b)(2)(ii)(A) through (b)(2)(ii)(C) of this section.

(3)This section does not prohibit the certificate holder from providing child

restraint systems authorized by this section or, consistent with safe operating

practices, determining the most appropriate passenger seat location for the child

restraint system.
http://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/49/571.213http://www.law.cornell.edu/cfr/text/49/571.213http://www.law.cornell.edu/cfr/text/49/571.213http://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/49/571.213http://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_Chttp://www.law.cornell.edu/cfr/text/14/121.311#b_2_ii_C


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(d)Each sideward facing seat must comply with the applicable requirements of

25.785(c)of this chapter.

(e)Except as provided in paragraphs (e)(1) through (e)(3) of this section, no

certificate holder may take off or land an airplane unless each passenger seat back

is in the upright position. Each passenger shall comply with instructions given by

a crewmember in compliance with this paragraph.

(1)This paragraph does not apply to seat backs placed in other than the upright

position in compliance with 121.310(f)(3).

(2)This paragraph does not apply to seats on which cargo or persons who are

unable to sit erect for a medical reason are carried in accordance with procedures

in the certificate holder's manual if the seat back does not obstruct any passenger's

access to the aisle or to any emergency exit.

(3)On airplanes with no flight attendant, the certificate holder may take off or

land as long as the flightcrew instructs each passenger to place his or her seat back

in the upright position for takeoff and landing.

(f)No person may operate a transport category airplane that was type certificated

after January 1, 1958, or a nontransport category airplane manufactured after

March 20, 1997, unless it is equipped at each flight deck station with a combinedSafety belt and shoulder harness that meets the applicable requirements specified

in 25.785of this chapter, effective March 6, 1980, except that

(1)Shoulder harnesses and combined Safety belt and shoulder harnesses that were

approved and installed before March 6, 1980, may continue to be used; and

(2)Safety belt and shoulder harness restraint systems may be designed to the

inertia load factors established under the certification basis of the airplane.

(g)Each flight attendant must have a seat for takeoff and landing in the passengercompartment that meets the requirements of 25.785of this chapter, effective

March 6, 1980, except that

(1)Combined Safety belt and shoulder harnesses that were approved and installed

before March, 6, 1980, may continue to be used; and

(2)Safety belt and shoulder harness restraint systems may be designed to the

inertia load factors established under the certification basis of the airplane.
http://www.law.cornell.edu/cfr/text/14/25.785#chttp://www.law.cornell.edu/cfr/text/14/25.785#chttp://www.law.cornell.edu/cfr/text/14/25.785#chttp://www.law.cornell.edu/cfr/text/14/121.310#f_3http://www.law.cornell.edu/cfr/text/14/121.310#f_3http://www.law.cornell.edu/cfr/text/14/121.310#f_3http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/25.785http://www.law.cornell.edu/cfr/text/14/121.310#f_3http://www.law.cornell.edu/cfr/text/14/25.785#c


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(3)The requirements of 25.785(h)do not apply to passenger seats occupied by

flight attendants not required by 121.391.

(h)Each occupant of a seat equipped with a shoulder harness or with a combined

Safety belt and shoulder harness must have the shoulder harness or combined

Safety belt and shoulder harness properly secured about that occupant during

takeoff and landing, except that a shoulder harness that is not combined with a

Safety belt may be unfastened if the occupant cannot perform the required duties

with the shoulder harness fastened.

(i)At each unoccupied seat, the Safety belt and shoulder harness, if installed, must

be secured so as not to interfere with crewmembers in the performance of their

duties or with the rapid egress of occupants in an emergency.

(j)After October 27, 2009, no person may operate a transport category airplane

type certificated after January 1, 1958 and manufactured on or after October 27,

2009 in passenger-carrying operations under this part unless all passenger and

flight attendant seats on the airplane meet the requirements of 25.562in effect

on or after June 16, 1988.
http://www.law.cornell.edu/cfr/text/14/25.785#hhttp://www.law.cornell.edu/cfr/text/14/25.785#hhttp://www.law.cornell.edu/cfr/text/14/25.785#hhttp://www.law.cornell.edu/cfr/text/14/121.391http://www.law.cornell.edu/cfr/text/14/121.391http://www.law.cornell.edu/cfr/text/14/121.391http://www.law.cornell.edu/cfr/text/14/25.562http://www.law.cornell.edu/cfr/text/14/25.562http://www.law.cornell.edu/cfr/text/14/25.562http://www.law.cornell.edu/cfr/text/14/25.562http://www.law.cornell.edu/cfr/text/14/121.391http://www.law.cornell.edu/cfr/text/14/25.785#h


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BAB IV

Diskripsi Jenis Pengujian Dan Tempat Pengujian

4.1 Jenis Pengujian

Berikut adalah beberapa jenis pengujian yang diharuskan untuk kelaikan

seat belt pada kendaraan darat yang diadaptasi terhadap pesawat udara:

a. Pemanjangan AnyamandanKekuatan Rusak (Breaking Strength)

b. Abrasi Anyaman (Hex BardanBuckle Tests)

c. Performa Pemasangan Loop Load

d. Performa Pemasangan Gaya Pelepasan Gesper

e.

Akselerasi Penarik (Emergency Locking Retractor ONLY)

f. Pemutaran Penarik

g.

Tes Ketahanan Api

Berikut adalah deskripsinya, untuk mempermudah, nomor 3 dengan 4, dan

nomor 5 dengan 6 disatukan. Berikut deskripsi secara detil pengujiannya:

a.

Pemanjangan Anyaman dan Kekuatan Rusak-Lebar Anyaman

i.Pengkondisian

ii. Ukur lebar pada saat tes pemanjangan (lebar minimum 46 mm)

-Pemanjangan Maksimum Anyaman

i. 30% at 11,120 N

-Kekuatan rusak anyaman

i. Minimal 22,241 N(Pelvic)ii. Hitung kekuatan rusak

-Ketahanan terhadap cahaya

i.Pemaparan terhadap cahaya (carbon-arc), 100 jam

ii.Lakukan pengujian kekuatan rusak

iii.Hitung persentase kekuatan rusak yang tersisa

Catatan: Harus bisa tahan minimum pada 60% dari kekuatan rusak median

yang terhitung padapengujian kekuatan rusak anyaman.


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Pengujian pPmanjangan Anyaman dan Kekuatan Rusak ini merupakan test

untuk memastikan elastisitas dan daya tahan sabuk pengaman tersebut. Test ini

dilakukan dengan cara memberikan gaya pada sabuk pengaman sampai sabuk

pengaman tersebut putus, lalu melihat ketebalan sabuk pengaman tersebut

untuk melihat elastisitasnya.

b. Pengujian abrasi anyaman

-Pengkondisian umum

-Pengkondisian abrasi selama 2.500 siklus

-Kekuatan rusak (harus tahan pada 75% kekuatan rusakyang diminta)

16,681 N (Pelvis)

Test ini dilakukan dengan cara meletakkan seat belt ke sebuah alat

bernama abrasion tools, yang didalamnya pada saat dimasukkan, seat belt

akan disimulasikan berada pada beberapa siklus pemakaian. Lalu setelah

simulasi selesai, breaking strength seatbelt setelah pemakaianyang baru

dihitung.

c.

Pengujian performa pemasangan

-Pengujian ketahanan korosi perangkat

i.Pengujian semprot garam (waktu pemaparan 24 jam)

ii.Keringkan selama satu jam

iii.Pengulangan (i) dan (ii)untuk sambungan perangkat dekat lantai

iv. Cuci keseluruhan pemasangan

v.Keringkan selama 24 jamvi.Periksa pemasangan

-Pengujian ketahanan temperatur

i. Temperatur80C (176F)selama 24 jam di atas air

ii. Temperatur 80C (176F)selama 24 jam dalam oven kering

-Pengujian kekuatan perangkat sambungan

-Pengujian kekuatan penyesuaian

-Pengujian kekuatan tilt-lock


17/44

-Pengujian perangkat sambungan pengunci/latch(gaya separasi maksimal

22N)

-Pengujian Loop Load (Kebutuhan minimum22,241 N untuk sabuk pelvis)

-Maksimum pemanjangan keseluruhan pemasangan putaran sebesar 508 mm

- Gaya maksimum pelepasan gesper sebesar 133 N untuk sabuk pelvis

-Pengujian perangkat Loop Load umum sebesar 26,689 N loop load (13,345

N tensile force) untuk sabuk tipe pelvis

-Pemotongan anyamankekuatan rusak minimum, jika dibutuhkan, sebesar

15,569 N

-Pengujian beban retraktor

i. Beban stitch loop minimal retraktor pada pemanjangan 100% sebesar

22,241 N

ATAU

ii.Pengujian beban tensile minimal pada 11,120 N

Test diatas merupakan test ketahan Sabuk Pengaman terhadap korosi,

terhadap temperature panas, serta test minor performance Sabuk Pengaman seperti

pemasangan lock, pemasangan retractor, breaking strength tilt lock, dan lain lain.

d.

Pengujian retraktor

-Pengujian nilai dasar/baseline

i.Pengkondisian

ii.Pengukuran nilai-nilai dasar/baseline

Kekuatan retraksi minimal

Panjang anyaman sebelum penguncian/lockup (Webbing travel before

lockup) Sudut tanpa penguncian (15 derajat)

- Uji siklus setelah korosi

i.Pengkondisian korosipemaparan pada ruang garam/salt chamber

selama 24 jam

ii.Keringkan selama satu jam

iii. Cuci

iv.Keringkan selama 24 jam


18/44

v.Pemeriksaan

vi. Siklus manual sebanyak 2500 siklus

- Uji siklus setelah temperatur

i. Temperatur 80C (176F)selama 24 jam diatas air DAN

Temperatur 80C (176F)selama 24 jam di dalam oven kering

ii. 2.500 siklus

- Uji debu selama 5 jam

- Siklus tambahan

i. 25 siklus manual

ii. Siklus otomatis

5.000 siklus

ALR

45.000 siklusELR

CATATAN: dari 50000 siklus yang dilakukan pada penujian (2), (3) and

(5), pada ELRs, 10,000 adalah siklus terkunci/lockup cycles.

-Post Test Retractor Performance Tests

i.Kekuatan penarikan terrendah tidak boleh kurang dari 50% nilai dasar

ii.Jarak anyaman sebelum penguncian (Webbing travel before lockup)

iii. Sudut tanpa penguncian (15 derajat)-Pengujian kekuatan minimum penarikan, sebesar22,241 N

Test diatas merupakan test yang lebih dikhususkan terhadap retractor,

namun tes ini juga memiliki sub test seperti test retractor setelah korosi, test

retractor setelah didiamkan pada suhu 80 derajat celcius, dan lain lain. Namun pada

umumnya test ini merupakan test untuk menghitung dan memastikan retractor akan

bekerja dengan benar apabila terjadi impact.

Dari CASR 25 didapatkan regulasi yang mengatur uji material untuk setiap benda

di dalam kabin, khusus nya untuk seat belt pada CASR 25APPENDIX F Part

I.a.1.iv

Part I. Test Criteria and Procedures for Showing Compliance With Sec. 25.853, or 25.855.

(a) Material test criteria

(1) Interior compartments occupied by crew or passengers.


19/44

(iv) Clear plastic windows and signs, parts constructed in whole or in part of

elastomeric materials, edge lighted instrument assemblies consisting of two or more

instruments in common housing, seat belts, shoulder harnesses, and cargo and

baggage tie down equipment, including containers, bins, pallets, etc., used in

passenger or crew compartments, may not have an average burn rate greater than

2.5 inches per minute when tested horizontally in accordance with the applicable

portions of this appendix.

4.2 Tempat pengujian

Terdapat 3 tempat pengujian Sabuk Pengaman yang dapat digunakan untuk

keperluan sertifikasi:

- Australian Performance Vehicles Pty Ltd (APV)

1521 Hume Highway

Campbellfield Victoria 3061

Australia

-

Takata CorporationChina : Shanghai; Changxing; Tianjin

Korea : Jangan-myeon

- Department of Transportation of the USA, Office of Vehicle Safety

Compliance, Washington, DC.

-

Untuk keperluan sertifikasi kali ini kami melakukan pengujian diDepartment of Transportation of the USA, Office of Vehicle Safety Compliance,

Washington, DC

Untuk tempat pengujian didalam negeri, khususnya untuk flammable test,

kami memilih untuk melakukan di Intertek.Co. Perusahaan ini merupakan

perusahaan multinasional yang memiliki cabang di Indonesia. Perusahaan ini sudah

memiliki sertifikasi untuk melakukan flammable testing untuk bahan bahan tekstil,


20/44


21/44

BAB V

Timeline Produk

5.1 Masterplan Product

Pembuatan produk Sabuk Pengaman dibagi menjadi dua timeline, yang

pertama Masterplan Product, yang kedua Timeline Pengujian dan Sertifikasi.

Pembagian timeline menjadi 2 ini dimaksudkan untuk memisahkan timelineproduk

secara umum dan secara khusus. Secara khusus untuk produk ini difokuskan pada

pengujiannya dan sertifikasi. Karena proses ini merupakan bagian penting

kelanjutan dari produk ini.

Diawali terlebih dahulu, produk didesain. Karena kandidat produsen di

dalam negeri merupakan produsen yang sudah berpengalaman untuk pembuatan

Sabuk Pengaman, maka waktu yang dibutuhkan untuk mendesain ditargetkan tidak

lebih dari 1 bulan. Setelah itu dibuat prototypeproduk, karena kandidat produsen

dalam negeri sudah berpengalaman dalam pembuatan Sabuk Pengaman, maka

ditargetkan pembuatan prototype tidak lebih dari 1 bulan. Bersamaan itu pula,

dibuat TSOApplication, setelah TSO danprototype ada, diajukan ke DKUPPU.

Setelah protoype ada, dilakukan pengujian awal, hal ini dilakukan untukevaluasi produk dan dimungkinkannya untuk desain ulang untuk merevisi produk,

sebelum dilakukan bersama pihak otoritas. Setelah itu, dilakukan pengujian akhir

bersama pihak otoritas, untuk proses sertifikasi. Setelah pengujian akhir selesai,

menunggu hasil dari DKUPPU untuk memperoleh Letter of TSO Design Approval.

Setelah didapatkan, produsen mengajukan PMA Apllication ke DKUPPU untuk

bisa memproduksi produk yang sudah berbekal TSO. Diperkirakan dalam kurun

waktu sekitar 1 bulan didapatkan PMA, setelah itu produsen bisa memproduksiproduk tersebut sebagai produksi awalnya.


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GambarMasterplan Product

5.2 Timeline Pengujian dan Sertifikasi

Pengujian produk dilakukan di tempat yang sama. Pengujian produk

dilakukan 2 kali, yang pertama dilakukan untuk keperluan secara internal

perusahaan, sebagai evaluasi bagi produk tersebut pada tiap poin pengujian. Dan

pengujian kedua dilakukan untuk keperluan sertifikasi bersama dengan pihak

otoritas berkepentingan. Pada tiap pengujian diasumsikan masing-masing poin

pengujian dilakukan secara seri, dan tiap poin pengujian diberi waktu 1 minggu.

Sehingga kebutuhan waktu tiap pengujian diestimasi tidak lebih dari 4 minggu (1

bulan).


23/44

Gambar Timeline Proses Pengujian dan Sertifikasi


24/44

BAB VI

Kesimpulan dan Saran

6.1 Kesimpulan

Seat beltmerupakan salah satu komponen penting pada aspek keselamatan

penerbangan. Di luar negeri sudah banyak produsen yang berkecimpung,

berpengalaman dan menyuplai ke berbagai pesawat di dunia baik komersil maupun

militer. Di Indonesia secara khusus memproduksi seat belt untuk pesawat

sementara ini tidak ditemukan, tapi seat beltuntuk otomotif sudah cukup banyak

walaupun merupakan cabang perusahaan dari luar negeri yang berada di Indonesia.

Pengujian seat belt sendiri dirangkum meliputi kekuatan webbing-nya,

ketahanan material terhadap paparan berbagai kontaminan (panas, air, garam) dan

siklusnya. Dan tahap sertifikasi produk hingga bisa diproduksi massal diperkirakan

membutuhkan waktu maksimal 2 tahun. Sehingga, bagi dalam negeri, untuk

mendapatkan sertifikasi untuk produksi Sabuk Pengaman masih sangat mungkin,

namun tentu saja biaya yang dikeluarkan relative mahal mengingat tempat

pengujian berada di luar negeri.

6.2 Saran

Untuk tempat pengujiannya dibutuhkan yang ada di dalam negeri untuk

mempermudah akses, proses pengujian dan meminimalisir biaya yang

dikeluarkan.Sejauh ini, perusahaan di dalam negeri belum ada yang memiliki alat

untuk melakukan pengujian Sabuk Pengaman, padahal alat alat yang dibutuhkan

tidak terlalu mahal dibandingkan alat untuk melakukan pengujian pengujian partlainnya. Kedepannya juga ada produsen yang secara khusus memproduksi

komponen pesawat terbang berasal khusus dari dalam negeri, bukan cabang

perusahaan luar negeri yang ada di dalam negeri.


25/44

Daftar Pustaka

http://en.wikipedia.org/wiki/Hinge

http://en.wikipedia.org/wiki/Latch_(hardware)

http://en.wikipedia.org/wiki/Belt_buckle

http://en.wikipedia.org/wiki/Webbing

http://apvtechcentre.com/tech/services/seatbelt-safety-harness-testing

http://www.patac.com.cn/

http://apvtechcentre.com/tech/services/seatbelt-safety-harness-testing

http://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-

200301-hang-time-seat-belt-testing

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/23

0D2DDDBB74630186256A32006906FD?OpenDocument

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F

16DB00284E1E65C86256CE50076D97E?OpenDocument


7DDFBDC81BF2BC86256A3E005A70B6?OpenDocument http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0

F41D415C6C937B986256A340070652F?OpenDocument


59F4B0B308863686256A3400706AF0?OpenDocument
http://en.wikipedia.org/wiki/Hingehttp://en.wikipedia.org/wiki/Hingehttp://en.wikipedia.org/wiki/Latch_(hardware)http://en.wikipedia.org/wiki/Latch_(hardware)http://en.wikipedia.org/wiki/Belt_bucklehttp://en.wikipedia.org/wiki/Belt_bucklehttp://en.wikipedia.org/wiki/Webbinghttp://en.wikipedia.org/wiki/Webbinghttp://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://www.patac.com.cn/http://www.patac.com.cn/http://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-200301-hang-time-seat-belt-testinghttp://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-200301-hang-time-seat-belt-testinghttp://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-200301-hang-time-seat-belt-testinghttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/230D2DDDBB74630186256A32006906FD?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/230D2DDDBB74630186256A32006906FD?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/230D2DDDBB74630186256A32006906FD?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F16DB00284E1E65C86256CE50076D97E?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F16DB00284E1E65C86256CE50076D97E?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F16DB00284E1E65C86256CE50076D97E?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/957DDFBDC81BF2BC86256A3E005A70B6?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/957DDFBDC81BF2BC86256A3E005A70B6?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/957DDFBDC81BF2BC86256A3E005A70B6?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0F41D415C6C937B986256A340070652F?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0F41D415C6C937B986256A340070652F?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0F41D415C6C937B986256A340070652F?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/1159F4B0B308863686256A3400706AF0?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/1159F4B0B308863686256A3400706AF0?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/1159F4B0B308863686256A3400706AF0?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/1159F4B0B308863686256A3400706AF0?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/1159F4B0B308863686256A3400706AF0?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0F41D415C6C937B986256A340070652F?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0F41D415C6C937B986256A340070652F?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/957DDFBDC81BF2BC86256A3E005A70B6?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/957DDFBDC81BF2BC86256A3E005A70B6?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F16DB00284E1E65C86256CE50076D97E?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/F16DB00284E1E65C86256CE50076D97E?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/230D2DDDBB74630186256A32006906FD?OpenDocumenthttp://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/230D2DDDBB74630186256A32006906FD?OpenDocumenthttp://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-200301-hang-time-seat-belt-testinghttp://www.knr-inc.com/knr_inc_joomla/shoptalk-articles/25-shoptalk/40-200301-hang-time-seat-belt-testinghttp://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://www.patac.com.cn/http://apvtechcentre.com/tech/services/seatbelt-safety-harness-testinghttp://en.wikipedia.org/wiki/Webbinghttp://en.wikipedia.org/wiki/Belt_bucklehttp://en.wikipedia.org/wiki/Latch_(hardware)http://en.wikipedia.org/wiki/Hinge


26/44

LAMPIRAN


27/44

Contoh AD

1.

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

Amendment 39-3706; AD 80-05-04

Airworthiness Directives; EON CORPORATION: Applies to EON Model E2900

and E8000 Seat Belts and Harnesses

AGENCY: Federal Aviation Administration, DOT

DATES: Effective March 10, 1980.

80-05-04 EON CORPORATION:Amendment 39-3706. Applies to EON Model

E2900 and E8000 Seat Belts and Harnesses. Compliance required within thirty

(30) days from the effective date of this AD.

To prevent inadvertent opening and/or false latching of the seat belt/harness

assembly, accomplish the following:

(a) If installed, remove bullet head shaped latch depicted below in plan view asFigure 1 and replace with square shaped latch of Figure 2 or other FAA

approved, serviceable latch.

(b) If installed, remove buckle with open-ended cover depicted below in Figure 3and replace with an E8000 buckle with cover depicted in Figure 4 or other

FAA approved, serviceable buckle.

NOTE: EON Corporation Service Bulletin No. 1 dated January 22, 1980, refers tothis subject.


28/44

(c) Alternative inspections, modifications or other actions which provide an

equivalent level of safety may be used when approved by the Chief, Aircraft

Engineering Division, FAA Western Region.

This amendment becomes effective March 10, 1980.

2.



14 CFR Part 39

Amendment 39-5140; AD 85-21-02

Airworthiness Directives; GULFSTREAM AEROSPACE Models AA-1, AA-1A,

AA-1B and AA-1C Airplanes


DATES: Effective October 28, 1985.

Regulatory information:

85-21-02 GULFSTREAM AEROSPACE:Amendment 39-5140. Applies to

Models AA-1 (S/Ns AA1-0001 to AA1-0459), AA-1A (S/N AA1A-0001 toAA1A-0470), AA-1B (S/N AA1B- 0001 to AA1B-0680) and AA-1C (S/N

AA1C-0001 to AA1C-0211) airplanes.

Compliance: Required within 25 hours time-in-service after the effective date of

this AD unless already accomplished by installing parts in accordance with

Gulfstream Aerospace Service Bulletin No. 173 dated March 11, 1985.

To prevent failure of the seat belt attachment bracket in a minor crash, accomplish

the following:

(a) Replace the seat belt attachment bracket, (Part Number (P/N) 60152-2) as

follows:

(1) Take out the seat belts by removing the AN-3 bolts through the end fittings.

Discard the bolts and nuts but retain the bushings and washers.


29/44

(2) Take out the P/N 60152-2 belt attach brackets by removing the two nuts

holding them to the floor. Discard the brackets and nuts, but retain the

washers. Visually inspect the retaining plates under the fuselage for

corrosion and replace if necessary.

(3) Install P/N 5102391-1 brackets, using the washers retained in paragraph (a)

(2) above and new nuts. Torque the nuts to 20 to 25 inch pounds.

(4) Visually inspect the seat belts for fraying or other signs of deterioration and

replace any worn or deteriorated belts.

(5) Reinstall the seat belts, using NAS623-3-8 bolts, MS20365-1032 nuts and

the bushings and washers retained in paragraph (a) (1) above.

(b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197

to a location where this AD can be accomplished.

(c) An equivalent method of compliance with this AD, if used, must be approved

by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road,

College Park, Georgia 30337; telephone (404) 763-7428.

All persons affected by this directive may obtain copies of the documents

referred to herein upon request to Gulfstream Aerospace Corporation, Post Office

Box 2206, Savannah, Georgia 31402-2206, or FAA, Office of the RegionalCounsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106.

NOTE: Gulfstream Aerospace Corporation Bulletin No. 173, dated March 11,

1985, covers the subject matter of this AD.

This amendment becomes effective on October 28, 1985

3.DEPARTMENT OF TRANSPORTATION


14 CFR Part 39 [64 FR 69185 12/10/99]

Docket No. 98-SW-33-AD; Amendment 39-11460; AD 98-25-10 R1

RIN 2020-AA64

Airworthiness Directives; Aircraft Belts, Inc. Model CS, CT, FM, FN, GK, GL,


30/44


31/44

Amendment 39-10936 (63 FR 67775, December 9, 1998), which is applicable to

Aircraft Belts, Inc. Model CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME,

MM, MN, NB, PM, PN, RG, and RH seat restraint systems, was published in

the Federal Register(64 FR 47715, September 1, 1999). The action proposed to

allow a pilot to determine if the seat restraint systems locking mechanism is

engaging properly and required replacing the buckle-half of the seat restraint

system, if necessary.

Interested persons have been afforded an opportunity to participate in the

making of this amendment. Due consideration has been given to the comments

received.

One commenter states that the proposal should be withdrawn because it

serves no useful purpose and will only generate confusion. In lieu of a withdrawal,

the commenter requests that the effective date of the existing AD be stated in the

compliance provision and that a note be included in the revision that indicates

operators who previously complied with the AD are not affected by the revision.

The FAA does not concur with the commenters suggestions.

While the AD revision is not intended to create any additional requirements,

there are valid reasons for its issuance. This revision allows pilots to perform therequired visual check; further, it establishes limits on the manufacture dates to

which the AD is applicable. As to inserting a note giving credit to those that have

already performed the requirements, that is unnecessary since the compliance

provision allows this credit when it states "unless accomplished previously."

The commenter also states that the cost estimate given in the proposal is

incorrect as the affected operators have already accomplished the

inspection/replacement. Additionally, the commenter states that it would be moreaccurate to include in the cost estimate the paperwork costs that operators must

generate to update their AD records to reflect the revised amendment number. The

FAA does not concur because all operators may not have reached the 10 hours time-

in-service compliance time.

After careful review of the available data, including the comments noted

above, the FAA has determined that air safety and the public interest require the

adoption of the rule as proposed.


32/44

The FAA estimates that 12,278 seat restraint systems of U.S. registry will

be affected by this AD, that it will take approximately one-half work hour to

accomplish the required actions, and that the average labor rate is $60 per work

hour. Required parts will cost approximately $10 per buckle half. Based on these

figures, the total cost impact of the AD on U.S. operators is estimated to be

$368,340.

The regulations adopted herein will not impose substantial direct

compliance costs on states or local governments or have substantial direct effects

on the States, on the relationship between the national government and the States,

or on the distribution of power and responsibilities among the various levels of

government. Therefore, in accordance with Executive Order 13132, the FAA has

not consulted with States or local authorities prior to the publication of this rule.

For the reasons discussed above, I certify that this action (1) is not a

"significant regulatory action" under Executive Order 12866; (2) is not a

"significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034,

February 26, 1979); and (3) will not have a significant economic impact, positive

or negative, on a substantial number of small entities under the criteria of the

Regulatory Flexibility Act. A final evaluation has been prepared for this actionand it is contained in the Rules Docket. A copy of it may be obtained from the

Rules Docket at the FAA, Office of the Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort Worth, Texas.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Safety.

Adoption of the Amendment

Accordingly, pursuant to the authority delegated to me by the Administrator, the

Federal Aviation Administration amends part 39 of the Federal Aviation

Regulations (14 CFR part 39) as follows:

PART 39 - AIRWORTHINESS DIRECTIVES

1. The authority citation for part 39 continues to read as follows:


33/44

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

39.13 [Amended]

2. Section 39.13 is amended by removing Amendment 39-10936 (63 FR 67775,

December 9, 1998), and by adding a new airworthiness directive (AD),

Amendment 39-11460, to read as follows:

Regulatory Information:

98-25-10 R1 AIRCRAFT BELTS, INC.:Amendment 39-11460. Docket No. 98-

SW-33-AD. Revises AD 98-25-10, Amendment 39-10936.

Applicability: Model CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM,

MN, NB, PM, PN, RG, and RH seat restraint systems manufactured between

March 1997 and November 1998 that are installed on, but not limited to, Beech

Aircraft Corp., Bell Helicopter Textron, Inc., Cessna Aircraft Co., Dassault

Aviation, Eurocopter Deutschland, Eurocopter France, Gulfstream Aerospace,

Learjet Corp., Lockheed Aircraft Corp., and Piper Aircraft Corp. aircraft,

certificated in any category.

NOTE 1: This AD applies to each seat restraint system identified in the preceding

applicability provision, regardless of whether it has been otherwise modified,

altered, or repaired in the area subject to the requirements of this AD. For seat

restraint systems that have been modified, altered, or repaired so that the

performance of the requirements of this AD is affected, the owner/operator must

request approval for an alternative method of compliance in accordance with

paragraph (d) of this AD. The request should include an assessment of the effectof the modification, alteration, or repair on the unsafe condition addressed by this

AD; and, if the unsafe condition has not been eliminated, the request should

include specific proposed actions to address it.

Compliance: Required within 10 hours time-in-service after the effective date of

this AD, unless accomplished previously.


34/44


35/44

after the visual check described in paragraph (a), the following is an example of a

maintenance record entry that may be used:

"AD (number), paragraphs (a) and (b) complied with by visual check and

replacement of seat belt buckle locking mechanism(s) on (seat location(s)) with

airworthy buckle(s). (Date) (Aircraft total time-in-service). (Signature)

(Certificate number and type of certificate held)"

(d) An alternative method of compliance or adjustment of the compliance time

that provides an acceptable level of safety may be used if approved by the

Manager, Airplane Certification Office, FAA. Operators shall submit their

requests through a FAA Principal Maintenance Inspector, who may concur or

comment and then send it to the Manager, Airplane Certification Office.

NOTE 4: Information concerning the existence of approved alternative methods

of compliance with this AD, if any, may be obtained from the Airplane

Certification Office.

(e) Special flight permits may be issued in accordance with sections 21.197 and

21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to

operate the aircraft to a location where the requirements of this AD can beaccomplished.

(f) This amendment becomes effective on January 14, 2000.

Issued December 3, 1999.


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4



14 CFR Part 39

Amendment 39-5552; AD 87-04-19

Airworthiness Directives; EON CORPORATION: Applies to EON Corporation

TSO C22 Sabuk Pengaman Assemblies Incorporating E6000 Buckle Assemblies


DATES: Effective March 18, 1987.

Regulatory Information

87-04-19 EON CORPORATION: Amendment 39-5552. Applies to EON

Corporation TSO C22 Sabuk Pengaman assemblies incorporating E6000 buckle

assemblies.

Compliance is required within 30 days after the effective date of this AD, unlesspreviously accomplished.

To prevent inadvertent opening of Sabuk Pengaman assemblies, accomplish the

following:

A. Inspect all EON Corporation TSO C22 Sabuk Pengaman assemblies to

determine if they use E6000 buckle assemblies. If a Sabuk Pengaman assembly

with E6000 buckles is installed, remove and replace it with another FAA-

approved Sabuk Pengaman assembly. The removed belts, if not destroyed, musthave the TSO approval markings either permanently obliterated or removed.

NOTE: This type of buckle assembly has a front cover plate which is pivoted at

one end and is pulled at the other end through an arc to release the latch from the

buckle. The E6000 buckle assemblies can be identified by the type of catch they

use. Figure 1 (following) shows the configuration of the catch and how it is

located within the buckle assembly.


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B. Alternate means of compliance which provide an acceptable level of safety

may be used when approved by the Manager, Western Aircraft Certification

Office, FAA, Northwest Mountain Region.

This amendment becomes effective March 18, 1987.

5



14 CFR Part 39

Amendment 39-856; AD 64-10-03

Airworthiness Directives; DAVIS AIRCRAFT PRODUCTS: Applies to All

Aircraft Equipped With Davis Aircraft P/N FDC-2700 Series Sabuk Pengamans

Manufactured Prior to September 1, 1963


64-10-03 DAVIS AIRCRAFT PRODUCTS:Amdt. 39-856. Applies to All

Aircraft Equipped With Davis Aircraft P/N FDC-2700 Series Sabuk Pengamans

Manufactured Prior to September 1, 1963.

Compliance required within 125 hours' time in service after the effective date of

this AD.

As the result of the investigation of reports of the failure of Davis Aircraft P/N

FDC-2700 Series Sabuk Pengamans to latch properly, it has been determined that


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binding of the latching mechanism has resulted from the loss of lubricant during

belt cleaning processes and also from certain manufacturing and assembly errors.

(a) Inspect each belt assembly as follows:

(1) Determine whether the buckle cover P/N FD-2674 is fully closed. If the buckle

cover is fully opened and does not automatically snap back into the completely

closed position when released, it may be assumed that the spring is damaged.

(2) Slowly raise the buckle cover taking careful note of any tendency of binding

of the latching mechanism components. The buckle cover P/N FD-2674 and

release latch P/N FD-2668 must be free to snap into the fully closed position when

the buckle cover is opened and released.

(b) If any of the deficiencies specified in (a) are found, disassemble and further

inspect the components to determine whether they meet the following

requirements:

(1) The tangs or straight ends of the coil spring P/N FD-3007 shall be 9/32 plus 0-

1/16 inch and be straight throughout this length. (A bent tang will result in binding

of the latching mechanism.)(2) The release latch P/N FD-2668, shall be counterbored in one end to receive

spring P/N FD-3007. The counterbored depth shall be 15/32 plus or minus 1/32

inch.

(c) Replace any components found to be defective under the inspection required in

paragraph (b).

(d) Clean latch components and relubricate hexagonal headed hinge bolt and

spring of the latching mechanism as required using Alemite No. 33 lubricant or

equivalent.

(e) After reassembly inspect the spring to determine that it is seated in the release

latch retaining groove and apply spring tension by rotating the hexagonal headed

hinge bolt from the unloaded position through two to three flats of the hexagonal


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head. Secure the hinge bolt in the hexagonal cutout in the buckle frame.

Effective June 5, 1964.

Revised October 8, 1969.

6



14 CFR Part 39

AD 57-14-02

Airworthiness Directives; DAVIS AIRCRAFT PRODUCTS (Sabuk Pengamans):

Applies to Model FDC-1650 Belts, P/N FDC-1650, FDC-1650-27, FDC-1650-

27M1


57-14-02 DAVIS AIRCRAFT PRODUCTS (Sabuk Pengamans):Applies to

Model FDC-1650 Belts, P/N FDC-1650, FDC-1650-27, FDC-1650-27M1.

Compliance required as soon as possible but not later than August 15, 1957.

Some of the release fittings of the subject belt assemblies are so constructed as to

require one particular side of the fitting UP when being inserted in the buckle.

It is possible to improperly fasten the belts effected so that the buckle may

become unfastened under load. The unsatisfactory release fittings have a tab bent

up to an angle of approximately 11 degrees with the plane of the fitting (SeeFigure 1).

To provide for securely assembling the buckle with the release fitting in either

position, the tab area indicated in the sketch must be removed or bent flush with

the plane of the adjoining metal.

This rework applies only to the release fitting shown in the sketch. Other portions


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of the buckle assembly than that shown should not be modified. This condition

has been corrected on all assemblies of current manufacture.


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TSO-C22g 3/5/93

(3) Additions.

(i) The definition in Section 2.2 of SAE AS 8043 shall read as follows:

Safety Belt Restraint System: Consists of any webbing or similar device including all buckles or

other fasteners, and all integral hardware designed to restrain movement of the pelvis, commonly

referred to as a lap belt or safety belt.

(ii) The requirements of Section 3.2.1 of SAE AS 8043 shall read as

follows: Safety Belt Restraint System: A safety belt restraint system shall provide pelvic

restraint and shall not incorporate emergency locking retractors (inertia reels).

(iii) Section 9.1 of SAE AS 8043 is revised and shall read as follows:

Installation: All components of three seat belt restraint systems shall be tested using a rigid test

block, as shown in Figures 2 and 3, or a modifiedtest block incorporating only the first 6 inches

of the test block shown in Figure 3, or the equivalent, using the procedures in paragraph 9.2, as

appropriate. Install the seat belt restraint system on the test block, as shown in Figure 2 and

adjust to a length of 1220-1270 mm (48-50 inches), or as near as possible. An automatic lockingretractor should be locked at the start of the test with a force on the webbing just sufficient to

keep the retractor locked.

(4) Environmental Standards. SAE AS 8043 incorporates as reference the

following environmental standards, for which a more recent version of these standards may be

substituted, if approved by the manager of the aircraft certification office (ACO), Federal

Aviation Administration (FAA), having geographical purview over the manufacturers facilities.

(i) American Society for Testing Materials (ASTM) G23-81, Standard

Practice for Operating Light-Exposure Apparatus (Carbon-Arc Type) With and Without Water

for Exposure of Nonmetallic Materials.

(ii) ASTM B117-73, Standard Method of Salt Spray (Fog) Testing.

(iii) ASTM D756-78, Standard Practice for Determination of Weight and

Shape Changes of Plastics Under Accelerated Service Conditions.

(5) Test Methods. SAE AS 8043 incorporates as a reference the following test

standards, for which a more recent version of these standards may be substituted, if approved by

the manager of the ACO, having geographical purview over the manufacturers facilities.

(i) American Association of Textile Chemist and Colorists (AATCC)Standard Test Method 8-1981, Colorfastness to Crocking.

(ii) AATCC Standard Test Method 107-1981, Colorfastness to Water.

(iii) Federal Test Method Standard 191, Method 5906.

(iv) AATCC Chart for Measuring Transference of Color.

Page 2


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3/5/93 TSO-C22g

b. Marking. Each safety belt restraint system or separate sub-assembly must be marked

in accordance with Federal Aviation Regulations (FAR) Section 21.607 (d), except that the rated

strength of the safety belt restraint system shall be shown and the date ofmanufacture is required

in lieu of the optional marking requirements of Section 21.607 (d) (3).

c. Data Requirements.

(1) In addition to FAR Section 21.605, the manufacturer shall furnish the

manager of the ACO, FAA having geographical purview of the manufacturers facilities, one

copy each of the following technical data:

(i) A complete description of the safety belt restraint system, including

detail drawings, material identification and specification.

(ii) Operating instructions and limitations.

(iii) Installation instructions and limitations.

(iv) A report of the tests conducted in accordance with SAE AS 8043 for

qualification and approval of safety belt restraint systems.

(v) Detailed maintenance instructions, including specific guidance on the

limits of wear and damage permissible to webbing material which would warrant replacement,

i.e., explain how and/or when the breaking strength of the webbing would be expected to drop

below the specified abrasion breaking strength.

(vi) The quality control functional test specification to be used to testeach production article to ensure compliance with this TSO.

(2) In addition, the manufacturer must furnish to the user one copy of the data

and information specified in paragraphs c (1) (ii) and c (1) (v). This data and information is

necessary for proper installation and use and for continued airworthiness of the product or

article. The manufacturer also must furnish the user a note with the following statement:

The conditions and test required for TSO approval of this article are minimum

performance standards. It is the responsibility of those desiring to install the

article either on or within a specific type or class of aircraft to determine that the

aircraft installation conditions are within the TSO standards. The article may beinstalled only if further evaluation by the applicant (user/installer) documents an

acceptable installation and is approved by the Administrator."

Page 3


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TSO-C22g 3/5/93

d. Availability of Referenced Documents.

(1) Copies of SAE AS 8043 may be purchased from the Society ofAutomotive

Engineers, Inc., Department 331, 400 Commonwealth Drive, Warrendale, PA 15096.

(2) Copies of ASTM B117-73, D756-78, and G23-81 may be purchasedfrom theAmerican Society for Testing and Materials, 1916 Race Street, Philadelphia, PA 19103.

(3) Copies of AATCC 8-1981 and 107-1981 may be purchased from the

American Association of Textile Chemists and Colorists, PO Box 12215, Research Triangle

Park, NC 27709.

(4) Copies of Federal Test Method Standard 191 Method 5906 may be purchased

from the Commanding Officer, Naval Publications and Forms Center, 5801 Tabor Avenue,

Philadelphia, PA 19120.

(5) Federal Aviation Regulations, Part 21, Subpart O, may be purchased from theSuperintendent of Documents, US Government Printing Office, Washington, DC 20402-9325.

(6) Advisory Circular 20-110, Index of Aviation Technical Standard Orders,

may be obtained from the US Department of Transportation, Utilization and Storage Section, M-

443.2, Washington, DC 20590.

/S/ John K. McGrath

Manager, Aircraft Engineering DivisionAircraft Certification Service