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
(2) Paragraph (c)(5). The FAA issued policy memorandum ANM-03-115-28, dated October 2, 2003, and titled “Policy Statement on Use of Surrogate Parts When Evaluating Seatbacks and Seatback Mounted Accessories for Compliance with §§ 25.562(c)(5) and
25.785(b) and (d). This policy may be used with any test method used to demonstrate compliance with blunt force trauma for items mounted on the seatback. The new policy may be used for demonstrating compliance with § 25.562(c)(5), Amendment 25-64, and is provided below. (Amendment 25-64)
(i) The FAA has determined that it is acceptable to use a surrogate test article made of 6061-T4 aluminum which meets the criteria below in lieu of an accessory for demonstrating compliance with §§ 25.562(c)(5) and 25.785(b) and (d) for blunt trauma assessments. An exception to the use of the surrogate test article occurs when the accessory is more rigid (deflects less and absorbs less energy during impact) than the plate defined in this memorandum. In that case, the accessory should be used in the test(s) and not a surrogate test article. The following criteria are applicable when using a surrogate test article during blunt trauma testing in accordance with §§ 25.562(c)(5) and 25.785(b) and (d): (Amendment 25-64) (A) The surrogate part should be fabricated from 6061-T4 aluminum and have a minimum thickness of 0.238-inch (i.e., 0.25-inch minus a 0.012-inch manufacturing tolerance) at all locations. The length and width of the surrogate part should equal, within tolerances, the length and width of the actual part, respectively. (Amendment 25-64) (B) The exposed surface of the surrogate part that will be impacted should be flat. That is, it is not required to have the contour of the accessory’s exposed surface represented by the surrogate part. Note that this is based on typical accessory installations, which are essentially mounted flush with the seatback and have a generally homogeneous contact area.
Small variations in the surface due to the contour of plastic parts may be ignored. Designs that differ from this (e.g., a design with an exposed structural protrusion) might require the exposed surface of the actual part to be represented in order to adequately assess head injury potential.
(Amendment 25-64) (C) The weight of the surrogate part, and additional ballast if needed, should be ±10 percent of the weight of the actual part. (Amendment 25-64) (D) The surrogate part should be located on the seatback in the same place
(i.e., within manufacturing tolerances for mounting the actual part) where the actual part would be located in terms of the x and y coordinates in Figure 22-1. The surrogate part should be located such that the surface, which will be contacted during the test, is at the same location (i.e., within manufacturing tolerances for mounting the actual part) where the actual part would be in terms of the z coordinate (refer to figure 22-1). (Amendment 25-64) (E) The surrogate part should be attached to the seat by the final production hardware or a conservative representation of the final production hardware. For substantiating blunt trauma requirements, a conservative representation of the attachment hardware would be at least as rigid as the actual hardware. The surrogate part should be mounted so that it would not move farther or faster, with respect to the seatback, than the actual part during the test. Note that