xi SECTION 25.1423 PUBLIC ADDRESS SYSTEMS
901. Section 25.1423 Did Not Exist Prior to Amendment 25-70. 629
902. Amendment 25-70, Effective November 27, 1989. 629
903. Amendment 25-79, Effective September 27, 1993. 629 904 – 920. [RESERVED] SECTION 25.1439(a) PROTECTIVE BREATHING
EQUIPMENT
921. Regulation in Effect at Adoption of Part 25. 631
922. Amendment 25-38, Effective February 1, 1977.. 631 923 - 970. [RESERVED] SECTION 25.1447 EQUIPMENT STANDARDS FOR OXYGEN
DISPENSING UNITS
971. Regulation in Effect at Adoption of Part 25. 633
972. Amendment 25-41, Effective September 1, 1977. 635
973. Amendment 25-87, Effective July 5, 1996. 637 974 - 1010. [RESERVED] SECTION 25.1451 FIRE PROTECTION FOR OXYGEN
EQUIPMENT 1011. Regulation in Effect at Adoption of Part 25. 641 1012. Removed at Amendment 25-72, Effective August 20, 1990. 641 1013 - 1040. [RESERVED] SECTION 25.1541 MARKINGS AND PLACARDS—GENERAL 1041. Regulation in Effect at Adoption of Part 25. 643 1042 - 1060. [RESERVED] SECTION 25.1557(a), (c), and (d) MISCELLANEOUS
MARKINGS AND PLACARDS 1061. Regulation in Effect at Adoption of Part 25. 645 1062. Amendment 25-32, Effective May 1, 1972. 645 1063. Amendment 25-38, Effective February 1, 1977. 646 1064. Amendment 25-72, Effective August 20, 1990. 646 1065 - 1100. [RESERVED]
xii SECTION 25.1561 SAFETY EQUIPMENT 1101. Regulation in Effect at Adoption of Part 25. 647 1102. Amendment 25-46, Effective December 1, 1978. 647 1103 - 1150. [RESERVED] APPENDIX F TO PART 25 ACCEPTABLE PROCEDURES
FOR FLAMMABILITY TESTING FOR COMPLIANCE WITH PART 25 FLAMMABILITY REQUIREMENTS 1151. Appendix F Did Not Exist Prior to Amendment 25-15. 649 1152. Appendix F, Amendment 25-15, Effective October 24, 1967. 649 1153. Appendix F, Amendment 25-32, Effective May 1, 1972. 650 1154. Appendix F, Amendment 25-55, Effective April 26, 1982. 653 1155. [Part I] Amendment 25-59, Effective November 26, 1984. 655 1156. Part I Amendment 25-72, Effective August 20, 1990. 658 1157. Part I Amendment 25-111, Effective September 2, 2003. 662 1158 - 1161. [RESERVED] 1162. Appendix F, Part II, Did Not Exist Prior to Amendment 25-59. 667 1163. Part II Amendment 25-59, Effective November 26, 1984. 667 1164. Part II Amendment 25-72, Effective August 20, 1990. 677 1165. Part II Amendment 25-94, Effective March 25, 1998. 685 1166 - 1170. [RESERVED] 1171. Appendix F, Part III, Did Not Exist Prior to Amendment 25-60. 693 1172. Amendment 25-60, Effective June 16, 1986. 693 1173 - 1177. [RESERVED] 1178. Appendix F, Part IV, Did Not Exist Prior to Amendment 25-61. 701 1179. Part IV Amendment 25-61, Effective August 20, 1986. 701 1180. Part IV Amendment 25-66, Effective September 26, 1988. 715 1181 - 1185. [RESERVED] 1186. Appendix F, Part V, Did Not Exist Prior to Amendment 25-66. 727 1187. Part V Amendment 25-66, Effective September 26, 1988. 727
1188 - 1192. [RESERVED] 1193. Appendix F, Part VI, Did Not Exist Prior to Amendment 25-111. 729 1194. Amendment 25-111, Effective September 2, 2003. 729 1195 - 1200. [RESERVED]
xiii 1201. Appendix F, Part VII, Did Not Exist Prior to Amendment 25-111. 743 1202. Appendix F, Amendment 25-111, Effective September 2, 2003. 743 1203 - 1207. [RESERVED] APPENDIX J TO PART 25—EMERGENCY EVACUATION 1208. Appendix J Did Not Exist at Prior to Amendment 25-72. 759 1209. Appendix J, Amendment 25-72, Effective August 20, 1990. 759 1210. Appendix J, Amendment 25-79, Effective September 27, 1993. 761 1211 - 1300. [RESERVED] Appendix 1. CROSS REFERENCE FOR PART 25 AT AMENDMENT 25-0 765 AND CAM 4b Appendix 2. SYMBOLIC REGULATORY MESSAGES 767 Appendix 3. CRASHWORTHINESS ADVISORY CIRCULARS 773 Appendix 4. TEST PROCEDURES FOR EVALUATING NONSTANDARD 777
EXITS FOR TRANSPORT CATEGORY AIRPLANES Appendix 5. CRASHWORTHINESS TECHNICAL STANDARD ORDERS 781 Appendix 6. INTERIOR COMPLIANCE CHECKLIST- EXAMPLE 783 Appendix 7. AMENDMENT BY AMENDMENT HISTORY OF 793
CRASHWORTHINESS REQUIREMENTS Appendix 8. FIRE CONTAINMENT TEST METHODS 805 Appendix 9. ACRONYMS 813 Appendix 10. CROSS REFERENCE FOR PRE-AMENDMENT 25-72 AND 815 POST AMENDMENT 25-72 Appendix 11. FAA MEMORANDUM, 01-115-11, ORIGINAL RELEASE: 819 DAT ED NOVEMBER 6, 2001, LATEST REVISION, SUBJECT:
CERTIFICATION OF STRENGTHENED FLIGHTDECK
DOORS ON TRANSPORT CATEGORY AIRPLANES Appendix 12. ESTABLISHING THE MAXIMUM PASSENGER SEATING 841
CAPACITY FOR AN AIRPLANE MODEL
xiv Appendix 13. FAA POLICY MEMO ANM-03-115-31, “POLICY 845
STATEMENT ON CONDUCTING COMPONENT LEVEL
TESTS TO DEMONSTRATE COMPLIANCE WITH §§ 25.785(B) AND (D)” DATED MAY 9, 2005 Appendix 14. FAA POLICY MEMO ANM-115-05-001, “POLICY 867 STATEMENT ON THE INSTALLATION OF “NO STOWAGE”
PLACARDS ON SURFACES NOT DESIGNED OR INTENDED
TO BE USED FOR STOWAGE Appendix 15. FIGURES SHOWING REQUIRED AISLES, CROSS AISLES, 873
AND PASSAGEWAYS FOR TYPE A AND B EXITS
1 SECTION 25.561 EMERGENCY LANDING CONDITIONS GENERAL
11. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.
(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when-
(1) Proper use is made of seats, belts, and all other safety design provisions;
(2) The wheels are retracted (where applicable); and
(3) The occupant experiences the following ultimate inertia forces relative to the surrounding structure:
(i) Upward-2.0 g.
(ii) Forward-9.0 g.
(iii) Sideward-1.5 g.
(iv) Downward-4.5 g, or any lesser force that will not be exceeded when the airplane absorbs the landing loads resulting from impact with an ultimate descent velocity of five f.p.s. at design landing weight.
(c) The supporting structure must be designed to restrain, under all loads up to those specified in paragraph (b) (3) of this section, each item of mass that could injure an occupant if it came loose in a minor crash landing.
b. Guidance. Paragraph (b). When testing a seat to demonstrate compliance with the static requirements of § 25.561, the testing should be conducted with an occupant center of gravity (CG) location as defined in NAS 809 (referenced in Technical Standard Order (TSO) C39) and AS8049 (referenced in the current version of TSO-C127). This CG location should be utilized in any airplane interface load analysis conducted. (Amendment 25-0)
12. AMENDMENT 25-23, Effective May 8, 1970.
a. Regulation.
(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.
(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when—
(1) Proper use is made of seats, belts, and all other safety design provisions;
(2) The wheels are retracted (where applicable); and
(3) The occupant experiences the following ultimate inertia forces [acting separately] relative to the surrounding structure:
(i) Upward-2.0g.
(ii) Forward-9.0g.
(iii) Sideward-1.5g .
(iv) Downward-4.5g, or any lesser force that will not be exceeded when the airplane absorbs the landing loads resulting from impact with an ultimate descent velocity of five f.p.s. at design landing weight.
(c) The supporting structure must be designed to restrain, under all loads up to those specified in paragraph (b)(3) of this section, each item of mass that could injure an occupant if it came loose in a minor crash landing.
b. Guidance. Paragraph (b). When testing a seat to demonstrate compliance with the static requirements of § 25.561, the testing should be conducted with an occupant center of gravity (CG) location as defined in NAS 809 (referenced in Technical Standard Order (TSO) C39) and AS8049 (referenced in the current version of TSO-C127). This CG location should be utilized in any airplane interface load analysis conducted. (Amendment 25-0)
13. AMENDMENT 25-64, Effective June 16, 1988.
a. Regulation.
(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.
(b) The structure must be designed to give each occupant every reasonable change of escaping serious injury in a minor crash landing when—
(1) Proper use is made of seats, belts, and all other safety design provisions;
(2) The wheels are retracted (where applicable); and
(3) The occupant experiences the following ultimate inertia forces acting separately relative to the surrounding structure:
(i) [Upward, 3.0g.]
(ii) Forward, 9.0g.
(iii) [Sideward, 3.0g on the airframe; and 4.0g on the seats and their attachments.
(iv) Downward, 6.0g.
(v) Rearward, 1.5g]
(c) The supporting structure must be designed to restrain, under all loads up to those specified in paragraph (b)(3) of this section, each item of mass that could injure an occupant if it came loose in a minor crash landing.
[(d) Seats and items of mass (and their supporting structure) must not deform under any loads up to those specified in paragraph (b)(3) of this section in any manner that would impede subsequent rapid evacuation of occupants.]
b. Guidance.
(1) Paragraph (b). When testing a seat to demonstrate compliance with the static requirements of § 25.561, the testing should be conducted with an occupant center of gravity (CG) location as defined in NAS 809 (referenced in Technical Standard Order (TSO) C39) and AS8049 (referenced in the current version of TSO-C127). This CG location should be utilized in any airplane interface load analysis conducted. (Amendment 25-0)
(2) Paragraph (d). The permanent deformations of items of mass, such as galleys and closets, located near exits should not interfere with the opening of those exits. Also, shared
4 loading (loads imposed by the deformation of one furnishing onto an adjacent furnishing) between adjacent items of mass should be considered when determining maximum deformations.
Refer to AC 25.562-1B “Dynamic Evaluation of Seat Restraint Systems & Occupant Protection on Transport Airplanes,” dated 1/19/96, Appendix 2 for policy concerning seat deformations for both §§ 25.561(d) and 25.562(c)(8). For § 25.561(d) only the forward, rearward, and sideward deformations are applicable. Deformations and possible load sharing between articles need only be considered for a common load case (e.g., 9g to 9g & 16g to 16g). The dynamic deflections of seats in particular do not have to be considered in conjunction with the static deflections of other articles when assessing possible load sharing. That is, when a seat substantiated under § 25.562 has interaction with another article substantiated under § 25.561, the assessment of load sharing is done using the § 25.561 deflections/reactions for both articles. (Amendment 25-64)
14. AMENDMENT 25-91, Effective July 29, 1997.
a. Regulation.
(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.
(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when-
(1) Proper use is made of seats, belts, and all other safety design provisions;
(2) The wheels are retracted (where applicable); and
(3) The occupant experiences the following ultimate inertia forces relative to the surrounding structure:
(i) Upward, 3.0g.
(ii) Forward, 9.0g.
(iii) Sideward, 3.0g on the airframe; and 4.0g on the seats and their attachments.
(iv) Downward, 6.0g.
(v) Rearward, 1.5g.
[(c) For equipment, cargo in the passenger compartments and any other large masses, the following apply:
(1) Except as provided in paragraph (c)(2) of this section, these items must be positioned so that if they break loose, they will be unlikely to:
(i) Cause direct injury to occupants;
(ii) Penetrate fuel tanks or lines or cause fire or explosion hazard by damage to adjacent systems; or
(iii) Nullify any of the escape facilities provided for use after an emergency landing.
(2) When such positioning is not practical (e.g. fuselage mounted engines or auxiliary power units) each such item of mass shall be restrained under all loads up to those specified in paragraph (b)(3) of this section. The local attachments for these items should be designed to withstand 1.33 times the specified loads if these items are subject to severe wear and tear through frequent removal (e.g. quick change interior items).]
(d) Seats and items of mass (and their supporting structure) must not deform under any loads up to those specified in paragraph (b)(3) of this section in any manner that would impede subsequent rapid evacuation of occupants.
b. Guidance.
(1) Paragraph (b). When testing a seat to demonstrate compliance with the static requirements of § 25.561, the testing should be conducted with an occupant center of gravity (CG) location as defined in NAS 809 (referenced in Technical Standard Order (TSO) C39) and AS8049 (referenced in the current version of TSO-C127). This CG location should be utilized in any airplane interface load analysis conducted. (Amendment 25-0)
(2) Paragraph (d). The permanent deformations of items of mass, such as galleys and closets, located near exits should not interfere with the opening of those exits. Also, shared loading (loads imposed by the deformation of one furnishing onto an adjacent furnishing) between adjacent items of mass should be considered when determining maximum deformations.
Refer to AC 25.562-1B dated 1/10/2006, Appendix 2 for policy concerning seat deformations for both §§ 25.561(d) and 25.562(c)(8). For § 25.561(d) only the forward, rearward, and sideward deformations are applicable. Deformations and possible load sharing between articles need only be considered for a common load case (e.g., 9g to 9g & 16g to 16g) . The dynamic deflections of seats in particular do not have to be considered in conjunction with the static deflections of other articles when assessing possible load sharing. That is, when a seat substantiated under § 25.562 has interaction with another article substantiated under § 25.561, the assessment of load sharing is done using the § 25.561 deflections/reactions for both articles. (Amendment 25-64) 15 – 20. [RESERVED]
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7 SECTION 25.562 EMERGENCY LANDING DYNAMIC CONDITIONS
21. Section 25.562 Did Not Exist Prior to Amendment 25-64.
22. AMENDMENT 25-64, Effective June 16, 1988.
a. Regulation.
(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, safety belts, 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 safety belt 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.
b. Guidance.
(1) Refer to AC 25.562-1B, “Dynamic Evaluation of Seat Restraint Systems & Occupant Protection on Transport Airplanes,” dated 1/10/2006. (Amendment 25-64) HIC = (t - t ) [ 1(t - t ) tt a(t ) dt ][ 2 1 2 1 12 2.5∫ ]max