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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

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

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.

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 Sambungan

Gambar Gesper

Gambar Komponen Sabuk Pengaman

Gambar Jepitan

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

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 Pengaman untuk pesawat:

a. Autoliv Indonesia PT Motorcar Accessories. Merupakan perusahaan SwediaAmerica 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 AD
No.01 Kota Deltamas, Bekasi 17330 Indonesia.

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

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) Document No. 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 test
dummy, 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.

(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 the
occupant'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 is
defined by the equation:

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 airplane
who 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

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 vehicle
safety 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.

(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 CFR 571.213)), 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 may
prohibit 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.

10

(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 combined
Safety belt and shoulder harness that meets the applicable requirements specified
in 25.785 of 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 passenger
compartment that meets the requirements of 25.785 of 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.

11

(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 25.562 in effect
on or after June 16, 1988.

12

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 Anyaman dan Kekuatan Rusak (Breaking Strength)
b. Abrasi Anyaman (Hex Bar dan Buckle 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 pada pengujian kekuatan rusak anyaman.

13

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 rusak yang 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 jam
vi. Periksa pemasangan
- Pengujian ketahanan temperatur
i. Temperatur 80C (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

14

- Pengujian perangkat sambungan pengunci/latch (gaya separasi maksimal


22N)
- Pengujian Loop Load (Kebutuhan minimum 22,241 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 anyaman kekuatan 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 korosi pemaparan pada ruang garam/salt chamber
selama 24 jam
ii. Keringkan selama satu jam
iii. Cuci
iv. Keringkan selama 24 jam

15

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 siklus ELR
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, sebesar 22,241 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 25 APPENDIX 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.
16

(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 Corporation

China : 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 di


Department 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,

17

sehingga sangat mudah bagi perusahaan ini untuk mendapatkan sertifikasi


flammable testing untuk bagian seat belt pesawat udara. Berikut adalah alamat
Intertek.Co di Indonesia yang kami pilih :
Jl Kacapi no 8 & 10
Bandung, Indonesia
40264
+62227803370

Untuk test lainnya di dalam negeri, sejauh ini belum ada yang memiliki
secara lengkap alat untuk melakukan testing tersebut. Sehingga, potensi untuk
menjadi perusahaan pertama yang memiliki sertifikasi untuk melakukan pengujian
untuk Sabuk Pengaman masih terbuka lebar asalkan memiliki alat alatnya. Namun
untuk langsung melakukan pengujian tersebut, ada baiknya untuk tetap
melakukannya di Department of Transportation of the USA, Office of Vehicle
Safety Compliance, Washington, DC, untuk mempermudah proses sertifikasi
dikarenakan di tempat tersebut alat untuk pengujian dan ijin sertifikasi sudah ada.

18

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 timeline produk
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 prototype produk, karena kandidat produsen
dalam negeri sudah berpengalaman dalam pembuatan Sabuk Pengaman, maka
ditargetkan pembuatan prototype tidak lebih dari 1 bulan. Bersamaan itu pula,
dibuat TSO Application, setelah TSO dan prototype ada, diajukan ke DKUPPU.
Setelah protoype ada, dilakukan pengujian awal, hal ini dilakukan untuk
evaluasi 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 memproduksi
produk tersebut sebagai produksi awalnya.

19

Gambar Masterplan 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).

20

Gambar Timeline Proses Pengujian dan Sertifikasi

21

BAB VI
Kesimpulan dan Saran

6.1 Kesimpulan
Seat belt merupakan 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 belt untuk 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 part
lainnya. 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.

22

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/40200301-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
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/95
7DDFBDC81BF2BC86256A3E005A70B6?OpenDocument
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/0
F41D415C6C937B986256A340070652F?OpenDocument
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/AOCADSearch/11
59F4B0B308863686256A3400706AF0?OpenDocument

23

LAMPIRAN

24

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 as
Figure 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 3
and 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 to
this subject.

25

(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.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
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
AGENCY: Federal Aviation Administration, DOT
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 to
AA1A-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.

26

(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 Regional
Counsel, 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
Federal Aviation Administration
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,

27

JD, JE, 4JT, JU, MD, ME, MM, MN, NB, PM, PN, RG, and RH Seat Restraint
Systems

AGENCY: Federal Aviation Administration, DOT


ACTION: Final rule.

SUMMARY: This amendment revises an existing airworthiness directive (AD),


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 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, that currently requires inspecting to ensure the locking mechanism is
engaging properly and replacing the buckle-half of the seat restraint system, if
necessary. This amendment will allow an owner/operator (pilot) to determine if the
locking mechanism is engaging properly and will require replacing the buckle-half
of the seat restraint system, if necessary. This amendment is prompted by a
determination made by the FAA that pilots may perform the one-time check of the
locking mechanism and that only affected seat restraint systems manufactured
between March 1997 and November 1998 must be checked. The actions specified
by this AD are intended to prevent failure of the seat restraint system due to the
buckle assembly locking mechanism not engaging properly, which could result in
the seat restraint system failing to properly secure the occupant during turbulence
or landing.
DATES: Effective January 14, 2000.

FOR FURTHER INFORMATION CONTACT: Rob Romero, Aerospace


Engineer, Airplane Certification Office, ASW-150, FAA, 2601 Meacham Blvd.,
Fort Worth, Texas 76137, telephone (817) 222-5102, fax (817) 222-5960.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the


Federal Aviation Regulations (14 CFR part 39) by revising AD 98-25-10,

28

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 the
required 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 more


accurate 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 timein-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.

29

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 action
and 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:

30

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. 98SW-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 effect
of 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.

31

To prevent failure of the seat restraint system due to the buckle assembly
(buckle) locking mechanism not engaging properly, which could result in the seat
restraint system failing to properly secure the occupant during turbulence or
landing, accomplish the following:

NOTE 2: The part number (P/N) of the seat restraint system is on the
identification label located on each end of the seat restraint system near the anchor
point (Example: P/N MD A2626-E010). The model is designated by the first two
letters of the P/N.
(a) Visually check all affected seat restraint systems to determine if the locking
mechanism is engaging properly in accordance with the following:
(1) Open the lift lever of the buckle fully until it will not open any further.
This will cause the locking mechanism to pivot on the pivot pin.
(2) Allow the spring to close the lift lever slowly until the lift lever is back to
its at-rest position.
(3) After the lever is completely closed, examine the slot in the bottom of the
buckle. The locking mechanism should be firmly seated against the edge
of the slot as shown in Figure 1.
(b) If the locking mechanism does not seat properly, replace the buckle with an
airworthy buckle.
(c) The requirements of this AD may be performed by an owner/operator (pilot)
holding at least a private pilot certificate and must be entered into the aircraft
records showing compliance with this AD in accordance with sections 43.11
and 91.417(a)(2)(v) of the Federal Aviation Regulations (14 CFR sections
43.11 and 91.417(a)(2)(v)).
NOTE 3: If the seat restraint systems' locking mechanisms are found to be
functioning properly after the visual check described in paragraph (a) of this AD,
the following is an example of a maintenance record entry that may be used:
"AD (number), paragraph (a) complied with by visual check. Seat belt buckle
locking mechanism(s) found serviceable. (Date) (Aircraft total time-in-service).
(Signature) (Certificate number and type of certificate held)"
If any of the seat restraint systems' locking mechanisms are found to malfunction

32

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 be
accomplished.
(f) This amendment becomes effective on January 14, 2000.
Issued December 3, 1999.

33

4
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
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
AGENCY: Federal Aviation Administration, DOT
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, unless
previously 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 FAAapproved Sabuk Pengaman assembly. The removed belts, if not destroyed, must
have 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.

34

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
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
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

Regulatory Information
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

35

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 01/16 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

36

head. Secure the hinge bolt in the hexagonal cutout in the buckle frame.
Effective June 5, 1964.
Revised October 8, 1969.

6
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
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-165027M1

Regulatory Information
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 (See
Figure 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

37

of the buckle assembly than that shown should not be modified. This condition
has been corrected on all assemblies of current manufacture.

38

Department of Transportation
Federal Aviation Administration
Aircraft Certification Service
Washington, DC

TSO-C22g
Date: 3/5/93

Technical Standard Order


Subject: TSO-C22g, SAFETY BELTS

a. Applicability.
(1) Minimum Performance Standards. This technical standard order (TSO)
prescribes the minimum performance standard that safety belts must meet in order to be
identified with the applicable TSO marking. New models of safety belts that are to be so
identified and that are manufactured on or after the date of this TSO must meet the standards set
forth in Society of Automotive Engineers, Inc. (SAE) Aerospace Standard (AS) Document No.
AS 8043, Torso Restraint Systems, dated March 1986, with the exceptions and revisions
covered in subparagraphs (a) (4) and (a) (5) of this TSO. Through these exceptions and
additions, this TSO only uses those sections of SAE AS 8043 applicable to the pelvic restraint
(seat belt) portion of the torso restraint system. Safety belts approved prior to the date of this
TSO may continue to be manufactured for an additional six months at which time they may no
longer be manufactured under the provisions of their original approval.
(2) Exceptions.
(i) Wherever SAE AS 8043 refers to torso restraint system(s) or pelvic
restraint it shall be considered to be applicable to safety-belt restraint system(s).
(ii) The information contained in Sections 1., 2.1, 2.3, and 2.9 of SAE AS
8043 is not relevant to safety belt restraint systems and shall be disregarded.
(iii) Compliance with Sections 3.2, 3.2.2, 3.8, 5.9, 6.1, 6.1.2, 8.9, 9.3 and
9.4 of SAE AS 8043 is not required.
(iv) Disregard references to breaking strength of upper torso restraint
webbing and attachment hardware specified in Sections 4.2, 4.4, and 5.3 of SAE AS 8043
respectively.

DISTRIBUTION: ZVS-326; A-W(IR)-3; A-X(CD)-4; A-FFS-1, 2, 7, 8(LTD); A-X(FS)-3;


AVN-1; A-FAC-0(MAX)

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 modified test 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 locking
retractor 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.
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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 of manufacture 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 test
each 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 be
installed only if further evaluation by the applicant (user/installer) documents an
acceptable installation and is approved by the Administrator."

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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 of Automotive
Engineers, Inc., Department 331, 400 Commonwealth Drive, Warrendale, PA 15096.
(2) Copies of ASTM B117-73, D756-78, and G23-81 may be purchased from the
American 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 the
Superintendent 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, M443.2, Washington, DC 20590.

/S/ John K. McGrath


Manager, Aircraft Engineering Division
Aircraft Certification Service

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