Par 15 Page 13 seats may expose the child occupant to potential abdominal injury due to the combined effects of these forces.
d. Prohibition. Except for ACSDs approved by the FAA through a TC, STC, TSO, under § 21.305(d) (2010 ed.), or § 21.8(d), the following CRSs continue to be prohibited for use during ground movement, takeoff, and landing:
• Lap-held child restraint (commonly referred to as a belly belt);
• Vest- and harness-type devices that attach the child to the parent, the parent’s restraint system, or to the aircraft seatbelt; and
• Booster-type child restraints (even though they may bear appropriate labels showing that they meet applicable UN standards or are approved by a foreign government).
16. FAA BOOSTER SEAT DEFINITION. The FAA defines booster seats as those that are a raised platform base on which the child sits. A front shield, over which the lap belts are routed, covers the abdominal area of the child. Booster seats do not have a back or side shell. There are no integral belts to restrain the child. The use of such automotive booster seats is prohibited by the FAA’s operating rules during ground movement, takeoff, and landing. A child large enough for a booster seat can also be properly restrained in the normal passenger seat lap belts.
FIGURE 11. EXAMPLE OF A BACKLESS BOOSTER SEAT
17. CRS MANUFACTURERS’ BOOSTER SEAT DEFINITION.
a. Overview. Some manufacturers choose to market and label their approved CRSs with backs as “booster seats.” These “booster seats” do not meet the FAA definition of a booster seat.
However, these “booster seats” fall into two categories, those with and without internal restraints. As per FMVSS No. 213, the manufacturer’s labeling will specify that a CRS without internal restraints is not certified for use in aircraft. However, with internal restraints, solid backs, and the proper labeling, these CRSs marketed as “booster seats” will be labeled as certified for use in motor vehicles and aircraft and may be used for all phases of flight.
b. Approved “Booster Seat.” The CRSs in the following image (Figure 12, CRS with Internal Restraint Marketed as a “Booster Seat”) would be approved for use during all phases of flight.
Par 17 Page 14 FIGURE 12. CRS WITH INTERNAL RESTRAINT MARKETED AS A “BOOSTER SEAT”
c. Non-Approved “Booster Seat.” The CRS in the following image (Figure 13, CRS without Internal Restraint Marketed as a “Booster Seat”) would not be approved for use during all phases of flight.
FIGURE 13. CRS WITHOUT INTERNAL RESTRAINT MARKETED AS A “BOOSTER SEAT”
18. PASSENGER USE OF NON-APPROVED CRSs ON AN AIRCRAFT.
a. Regulations. The regulations contained in § 121.311 prohibit the use of certain types of CRSs during ground movement, takeoff, and landing. However, during the cruise portion of the flight, there is no regulatory prohibition regarding the use of any type of child restraint, including those prohibited from use during ground movement, takeoff, and landing.
b. Operational Flexibility. Also, there is no regulatory requirement that an aircraft operator must permit the use of a “non-approved” CRS during the cruise portion of the flight. If an aircraft operator decides to implement a policy to prohibit the use of a non-approved CRS in-flight, the operator has the operational flexibility to do so.
19. PLACEMENT OF CRS ON THE AIRCRAFT. A CRS must be installed in a forward-facing aircraft seat, in accordance with instructions on the label. This includes placing the CRS in the appropriate forward- or aft-facing direction as indicated on the label for the size
Par 19 Page 15 of the child. A window seat is the preferred location; however, other locations may be acceptable, provided the CRS does not block the egress of any passenger, including the child’s parent or guardian, to the aisle used to evacuate the aircraft. The regulations contained in §§ 91.107, 121.311, 125.211, and 135.128 allow aircraft operators to determine the most appropriate passenger seat location for a CRS based on safe operating practices. In making this determination, an aircraft operator should consider the following:
a. Aisle Seats. CRSs should not be placed in an aisle seat because this placement has the highest risk of slowing down the passenger flow rate during an evacuation. For example, a parent or guardian traveling with the child in a CRS may step out into the aisle to release the child from the CRS, or the CRS may impede F/As who may need to climb over the top of aisle seats to get past passengers in the aisle to reach an emergency exit.
b. Rows Forward and Aft of Emergency Exit Rows. Each aircraft operator’s specific evacuation procedures should be considered during the development of procedures regarding the placement of a CRS on aircraft.
(1) In an evacuation, space has to be rapidly cleared forward or aft of the exit row so that no one would be hurt or trapped if the exit hatch was thrown in this area. A delay may occur as a parent/guardian removes a child from a CRS. If the aircraft operator’s crewmember evacuation procedures or instructions to passengers demonstrate the removal and placement of Type III exit hatches (as defined in 14 CFR part 23, § 23.807, part 25, § 25.807, and part 29, § 29.807) in the row forward or aft of the emergency exit row, the aircraft operator should restrict the placement of CRSs accordingly.
(2) Installation of a CRS in the row forward of an exit keeps a seat back from breaking over. Aircraft seats are not required to break over, but if an aircraft operates with this feature and evacuation procedures include breaking over seat backs forward of an exit to create space for a crewmember or to create a wider evacuation path for passengers, the aircraft operator should restrict the placement of CRSs accordingly.
c. Proper Installation.
(1) Some CRSs will not fit into certain aircraft seats. In this instance, the CRS may not be used on those seats. Examples of this include:
• When the base of a CRS with a solid back and seat is wider than an aircraft seat with rigid armrests or
• When the strap encircling the seat back on a harness-type CRS approved under the provisions of § 21.305(d) (2010 ed.) or § 21.8(d) does not fit around some sleeper seats or very large first-class seats.
(2) Certain aircraft seat models have a recessed tray table cavity with rigid sides into which the tray table fits when closed. If the strap encircling the seat back on a harness-type ACSD is installed underneath the tray table, then this seat back design will not allow the tray table to be properly secured during ground movement, takeoff, and landing. In this case, the strap
Par 19 Page 16 must be placed completely over both the seat back and stowed tray table during these phases of aircraft operation.
(3) Some seats are equipped with inflatable seat belts. A seat belt extender must always be used with a CRS installed in a seat equipped with an inflatable seat belt. The seat belt extender will deactivate the inflation component of the seat belt installed in that seat. Not using a seat belt extender with a CRS in a seat equipped with an inflatable seat belt can result in death or serious injury.
20. TRAVELING WITH MORE THAN ONE CHILD. In the event a parent/guardian is traveling with more than one child in a CRS or is traveling with several small children, only one of whom is occupying a CRS, good judgment should be used regarding placement of the CRS.
As long as these conditions below are met, the CRS could be placed in a seat other than a window seat. At a minimum:
• The CRS should be placed so it does not block any passenger’s (including the parent’s/guardian’s) egress to the aisle used to evacuate the aircraft and
• The CRS should be placed so the parent/guardian can reach the child in the CRS to release and evacuate with the child, should an emergency evacuation be necessary.
21. RESPONSIBILITY FOR ENSURING THE PROPER USE OF CRS. If the CRS is supplied by the parent or guardian, typically he or she will check to ensure that the CRS is approved and that the child is the right size and weight for the CRS. In addition, the parent will usually ensure that the CRS is properly installed in a forward-facing passenger seat. However, aircraft operators still have overall responsibility to ensure that the CRS is properly secured to a forward-facing seat, the child is properly secured in the CRS and does not exceed the weight limit for the CRS, and that the CRS bears appropriate labels or markings (§ 121.311(b)(2)(iii)).
22. EFFECTIVE PRACTICES FOR CONSIDERATION. Effective practices may include:
• The aircraft operator’s training program and crewmember operating manuals should contain information, policy, and procedures regarding CRS use;
• The CRS should be secured to a regular passenger seat at all times or, if not in use, stowed as carry-on baggage; and
• The child should always be properly secured in the CRS whenever other passengers are required to fasten their seatbelts.
23. AN ADULT AS FOUND IN SECTION 121.311. The word “adult,” as it appears in § 121.311, is used in the ordinary sense of the word to denote a person 18 years of age or older (http://www.faa.gov/about/initiatives/cabin_safety/regs/legal/media/age_adult.pdf).
24. USE OF AN APPROVED CRS FOR A CHILD WITH DISABILITIES. The majority of individuals using CRSs on aircraft are young children typically weighing 40 pounds or less.
However, there are some people who, because of physical challenges, need the support and security that a restraint system provides in order to travel safely on aircraft. Aircraft operators should ensure F/As are aware that older children (who have not reached their eighteenth birthday) may use a properly approved CRS that is appropriate for that child’s size and weight.
Par 24 Page 17 In this case, the aircraft operator may not prohibit the use of the CRS. There are several companies manufacturing CRSs approved for use on aircraft specifically designed for larger children who are physically challenged.
25. USE OF A NON-APPROVED CRS FOR A CHILD, OR A NON-APPROVED RESTRAINT SYSTEM FOR AN ADULT, WITH DISABILITIES. In the case of a person who, because of physical challenges, needs the support and security of a non-approved CRS or restraint system, the individual, his or her guardian, or the aircraft operator (on the individual’s behalf) may request an exemption to certain operating rules addressing the use of the CRS on the aircraft. Upon application, the FAA will determine whether the exemption request will be granted in order to allow the use of a non-approved restraint system during all phases of flight.
As part of the conditions and limitations of granting the exemption, the individual or the parent/guardian must advise the air carrier about the contents of the exemption at least 48 hours before the date of each flight and have a copy of the grant of exemption available for the aircraft operator to review when using a non-approved CRS or restraint system on aircraft.
26. HOW TO PETITION FOR EXEMPTION. To find out how to submit a petition for exemption, refer to http://www.faa.gov/regulations_policies/rulemaking/petition/. To review previously granted exemptions regarding the use of restraint systems, refer to the FAA’s Automated Exemption System at http://aes.faa.gov/. To view previously granted exemptions regarding the use of specialized restraint for adults, type “12485,” or “9364” in the “Docket Search” field. To view previously granted exemptions regarding the use of non-approved restraint for children, type “17184,” “29824,”, “28630” or “8264”, “9834” in the “Docket Search” field.
27. IMPROVING EMERGENCY EVACUATION CAPABILITIES. To improve emergency evacuation capabilities, the CRS should remain attached to the passenger seat during an emergency evacuation, and only the child should be removed from the aircraft. Researchers from CAMI, Aerospace Medical Research Division (AAM-600), have completed two studies designed to determine the most favorable methods for the emergency evacuation of infants from aircraft. All CAMI Aerospace Medicine Technical Reports can be found at:
http://www.faa.gov/library/reports/medical/oamtechreports/.
a. Slide Evacuation. The purpose of the first study, Aerospace Medicine Technical Report DOT/FAA/AM-01/18, was to determine the most favorable methods for the evacuation of infants via an inflatable emergency evacuation slide. The results of this study strongly suggest that jumping onto the slide should be the favored boarding maneuver, as opposed to sitting down and sliding which slows the progress of the evacuation. The carrying position that provides the most protection for the child would include cradling the child’s head and neck with the hand (for a vertical position) or in the arm (for horizontal positions), keeping the child’s arms, legs and feet enfolded as much as possible by the adult’s arms.
Par 27 Page 18
b. Overwing Exit Evacuation. The purpose of the second study, Aerospace Medicine Technical Report DOT/FAA/AM-05/2, was to determine the most favorable methods for evacuation of infants through a Type III overwing exit. The results of this study suggest that carrying the infant vertically should be the favored egress maneuver through the Type III exit, as opposed to carrying the child horizontally or passing the child to another passenger on the outside of the Type III exit.
ORIGINAL SIGNED by /s/ John Barbagallo Deputy Director, Flight Standards Service