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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
10 a conservative representation of the attachment hardware for determining HIC may not adequately represent the attachment hardware for substantiating it to § 25.562 loads. However, if the attachment hardware is adequately represented for substantiating it to § 25.562 loads, the test using a surrogate part may also be used to demonstrate that the attachment hardware will retain the actual accessory under § 25.562 loads. (Amendment 25-64) (F) If the surrogate part cracks during a test, the test results are invalid.
(Amendment 25-64) (G) A surrogate part made of a material and thickness other than 6061-T4 aluminum in a nominal thickness of 0.25-inch may be used if an FAA Aircraft Certification Office finds that it is at least as rigid (i.e., it deflects less and absorbs less energy during the test).
Surrogate test articles which are less rigid than the aluminum surrogate part defined above are not addressed in this AC. If an applicant desires to use a surrogate part which is less rigid, its use should be approved through the issue paper process (or equivalent) or by an FAA policy memorandum. Testing may be required to determine the acceptability of these less rigid surrogate parts. (Amendment 25-64)
FIGURE 22-1 SURROGATE PART INSTALLED ON SEATBACK Surrogate part installed on the back side of the seatback in lieu of the actual accessory.
The x and y axes are in the plane of the backside of the seatback 23 - 40. [RESERVED] 11
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13 SECTION 25.772 PILOT COMPARTMENT DOORS
41. Section 25.772 Did Not Exist Prior to Amendment 25-33.
42. AMENDMENT 25-33, Effective October 21, 1972.
a. Regulation.
(a) Except as provided in paragraph (b) of this section, if a lockable door is installed between the pilot compartment and the passenger compartment to comply with § 121.313(f) of this chapter, the emergency exit configuration of the airplane must be designed so that neither crewmembers nor passengers need use that door in order to reach the emergency exits provided for them.
(b) The provisions of paragraph (a) of this section do not apply to an airplane that-
(l) Has a maximum passenger seating configuration of 20 seats or less; or
(2) Is excepted from the equipment requirements of § 121.313(f) under the provisions of § 121.583(a) of this chapter.
b. Guidance. There is no guidance for this regulation.
43. AMENDMENT 25-47, Effective December 24, 1979.
a. Regulation.
(a) Except as provided in paragraph (b) of this section, if a lockable door is installed between the pilot compartment and the passenger compartment to comply with § 121.313(f) of this chapter, the emergency exit configuration of the airplane must be designed so that neither crewmembers nor passengers need use that door in order to reach the emergency exits provided for them. [However, for passenger configuration, means must be provided to enable flight crewmembers to directly enter the passenger compartment from the pilot compartment if the cockpit door becomes jammed.]
(b) The provisions of paragraph (a) of this section do not apply to an airplane that-
(1) Has a maximum passenger seating configuration of 20 seats or less; or
(2) Is excepted from the equipment requirements of § 121.313(f) under the provisions of § 121.583(a) of this chapter.
b. Guidance.
(1) Paragraph (a). Compliance may be shown by either analysis or demonstration.
(Amendment 25-47)
(2) Paragraph (a). Acceptance of frangible doors. The following test procedure is acceptable to demonstrate that the door between the pilot compartment and the passenger compartment will not block the flight crewmembers' escape in the event the door is jammed. An acceptable means of showing compliance is by demonstrating that the door is frangible and the flightcrew participants can rapidly egress from the pilot compartment without assistance.
(Amendment 25-47)
(i) The test should be conducted in an airplane, or a mockup if the mockup conforms to the production airplane's interior configuration. If a mockup is used, it should include the observer's seat(s), if they are part of the type design, and the bulkhead and door to be tested. The door should be blocked to simulate possible jamming from the top, bottom, and sides (closing and locking alone may not be adequate to simulate all possible jamming). If the fragments from the broken door could cause an obstruction to the escape routes for passenger emergency egress, and if an emergency evacuation demonstration is required by airworthiness regulations or operating rules, consideration should be given to include the passengers in the test.
For emergency evacuation demonstrations with passengers, refer to § 25.803(c), Amendment 25-
15. (Amendment 25-47)
(ii) Two participants representing a pilot in the left crew seat and a copilot in the right crew seat should be used for the test. They should be persons with no special escape abilities. The crewmembers should be a female approximately 60-inches tall and weighing no more than 102 lbs and a male approximately 74-inches tall and weighing no less than 210 lbs.
The foregoing statures and weights represent the 5th percentile female to 95th percentile male occupants respectively. The female participant will be instructed to break the door and be the first person to egress without assistance from the male participant. Instructions for enhancing the egress should be limited to those instructions that will be provided in the FAA-approved Airplane Flight Manual (AFM) or on the related placards. (Amendment 25-47)
(iii) The test should be conducted in night conditions. If conducted in a hangar during the day, the hangar should be draped and taped so that all sunlight is prevented from entering the hangar. Similar conditions should exist if conducted at night either in or out of a hangar. Lighting may be allowed at ground level to aid in leaving the area near the airplane providing the lighting is kept low and shielded so it does not aid evacuating the airplane. Use of emergency lighting is acceptable. (Amendment 25-47)
(iv) Personnel participating should be informed of the purpose of the demonstration and of the safety precautions. Safety of participants is the responsibility of the applicant, and should be considered to prevent injuries to the participants without compromising the test results.
Participants may wear protective gear such as crash helmets, but the protective gear, tools, or any other device should not be used to break through the door. (Amendment 25-47)
44. AMENDMENT 25-72, Effective August 20, 1990.
a. Regulation.
[For an airplane that has a maximum passenger seating configuration of more than 20 seats and that has a lockable door installed between the pilot compartment and the passenger compartment:
(a) The emergency exit configuration must be designed so that neither crewmembers nor passengers need use that door in order to reach the emergency exits provided for them; and
(b) Means must be provided to enable flight crewmembers to directly enter the passenger compartment from the pilot compartment if the cockpit door becomes jammed.]
b. Guidance.
(1) Paragraph (b). Compliance may be shown by either analysis or demonstration.
(Amendment 25-47)
(2) Paragraph (b). Acceptance of frangible doors. The following test procedure is acceptable to demonstrate that the door between the pilot compartment and the passenger compartment will not block the flight crewmembers' escape in the event the door is jammed. An acceptable means of showing compliance is by demonstrating that the door is frangible and the flightcrew participants can rapidly egress from the pilot compartment without assistance.
(Amendment 25-47)
(i) The test should be conducted in an airplane, or a mockup if the mockup conforms to the production airplane's interior configuration. If a mockup is used, it should include the observer's seat(s), if they are part of the type design, and the bulkhead and door to be tested. The door should be blocked to simulate possible jamming from the top, bottom, and sides (closing and locking alone may not be adequate to simulate all possible jamming). If the fragments from the broken door could cause an obstruction to the escape routes for passenger emergency egress, and if an emergency evacuation demonstration is required by airworthiness regulations or operating rules, consideration should be given to include the passengers in the test.
For emergency evacuation demonstrations with passengers, refer to § 25.803(c), Amendment 25-
15. (Amendment 25-47)
(ii) Two participants representing a pilot in the left crew seat and a copilot in the right crew seat should be used for the test. They should be persons with no special escape abilities. The crewmembers should be a female approximately 60-inches tall and weighing no more than 102 lbs and a male approximately 74-inches tall and weighing no less than 210 lbs.
The foregoing statures and weights represent the 5th percentile female to 95th percentile male occupants respectively. The female participant will be instructed to break the door and be the first person to egress without assistance from the male participant. Instructions for enhancing the
16 egress should be limited to those instructions that will be provided in the FAA-approved Airplane Flight Manual (AFM) or on the related placards. (Amendment 25-47)
(iii) The test should be conducted in night conditions. If conducted in a hangar during the day, the hangar should be draped and taped so that all sunlight is prevented from entering the hangar. Similar conditions should exist if conducted at night either in or out of a hangar. Lighting may be allowed at ground level to aid in leaving the area near the airplane providing the lighting is kept low and shielded so it does not aid evacuating the airplane. Use of emergency lighting is acceptable. (Amendment 25-47)
(iv) Personnel participating should be informed of the purpose of the demonstration and of the safety precautions. Safety of participants is the responsibility of the applicant, and should be considered to prevent injuries to the participants without compromising the test results.
Participants may wear protective gear such as crash helmets, but the protective gear, tools, or any other device should not be used to break through the door. (Amendment 25-47)
45. AMENDMENT 25-106, Effective January 15, 2002.
a. Regulation.
For an airplane that has a [lockable door installed between the pilot compartment and the passenger compartment:
(a) For airplanes with a maximum passenger seating configuration of more than 20 seats, the emergency exit configuration must be designed so that neither crewmembers nor passengers require use of the flightdeck door in order to reach the emergency exits provided for them;]
(b) Means must be provided to enable flight crewmembers to directly enter the passenger compartment from the pilot compartment if the cockpit door becomes jammed.
[(c) There must be an emergency means to enable a flight attendant to enter the pilot compartment in the event that the flightcrew becomes incapacitated.]
b. Guidance.
(1) Paragraph (b). Compliance may be shown by either analysis or demonstration.
(Amendment 25-47)
(2) Paragraph (b). Acceptance of frangible doors. The following test procedure is acceptable to demonstrate that the door between the pilot compartment and the passenger compartment will not block the flight crewmembers' escape in the event the door is jammed. An acceptable means of showing compliance is by demonstrating that the door is frangible and the
17 flightcrew participants can rapidly egress from the pilot compartment without assistance.
(Amendment 25-47)
(i) The test should be conducted in an airplane, or a mockup if the mockup conforms to the production airplane's interior configuration. If a mockup is used, it should include the observer's seat(s), if they are part of the type design, and the bulkhead and door to be tested. The door should be blocked to simulate possible jamming from the top, bottom, and sides (closing and locking alone may not be adequate to simulate all possible jamming). If the fragments from the broken door could cause an obstruction to the escape routes for passenger emergency egress, and if an emergency evacuation demonstration is required by airworthiness regulations or operating rules, consideration should be given to include the passengers in the test.
For emergency evacuation demonstrations with passengers, refer to § 25.803(c), Amendment 25-
15. (Amendment 25-47)
(ii) Two participants representing a pilot in the left crew seat and a copilot in the right crew seat should be used for the test. They should be persons with no special escape abilities. The crewmembers should be a female approximately 60-inches tall and weighing no more than 102 lbs and a male approximately 74-inches tall and weighing no less than 210 lbs.
The foregoing statures and weights represent the 5th percentile female to 95th percentile male occupants respectively. The female participant will be instructed to break the door and be the first person to egress without assistance from the male participant. Instructions for enhancing the egress should be limited to those instructions that will be provided in the FAA-approved Airplane Flight Manual (AFM) or on the related placards. (Amendment 25-47)
(iii) The test should be conducted in night conditions. If conducted in a hangar during the day, the hangar should be draped and taped so that all sunlight is prevented from entering the hangar. Similar conditions should exist if conducted at night either in or out of a hangar. Lighting may be allowed at ground level to aid in leaving the area near the airplane providing the lighting is kept low and shielded so it does not aid evacuating the airplane. Use of emergency lighting is acceptable. (Amendment 25-47)
(iv) Personnel participating should be informed of the purpose of the demonstration and of the safety precautions. Safety of participants is the responsibility of the applicant, and should be considered to prevent injuries to the participants without compromising the test results.
Participants may wear protective gear such as crash helmets, but the protective gear, tools, or any other device should not be used to break through the door. (Amendment 25-47)
(3) Paragraph (c). Refer to Appendix 11, FAA Memorandum, 01-115-11, Original Release: dated November 6, 2001, Revised December 3, 2002, “Subject: Certification of Strengthened Flightdeck Doors on Transport Category Airplanes.” This policy memorandum outlines acceptable means of compliance with this paragraph and many other regulatory requirements that were affected by Amendment 25-106. (Amendment 25-106) 46 - 60. [RESERVED]