(v)
Rearward, 1.5g.

(c)
[For equipment, cargo in the passenger compartments and any other large masses, the following apply :

(1) Except asprovidedinparagraph(c)(2) ofthis section,theseitems mustbe positioned so that if they break loose, they will be unlikely to :
(i) Cause direct injury to occupants;
′
Elodie Roux. Septembre 2003
Subpart C : Structure
(ii) Penetrate fuel tanks or lines or cause .re 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 suchpositioning is notpractical(e.g.fuselage mounted engines orauxi-liarypower units) each suchitem of mass shallbe restrained under allloads up to those speci.edinparagraph(b)(3) of this section.Thelocal attachments for these items should be designed to withstand 1.33 times the speci.ed loads if these items are subject to severe wear and tear through frequent removal
(e.g. quickchange interior items).]
(d) Seats and items of mass (and their supporting structure) must not deform under anyloads up to those speci.edinparagraph(b)(3) ofthis sectionin any manner that would impede subsequent rapid evacuation of occupants.
Amdt. 25-91, E.. 7/29/97
FAR25.562 :[Emergencylandingdynamic conditions.]
(a)
[The seat andrestrainsysteminthe airplane mustbedesigned asprescribedinthis section to protect each occupant during an emergency landing condition when–

(1)
Proper useis made of seats, safety belts, and shoulderharnessesprovidedfor in the design; and

(2)
The occupant is exposed to loads resulting from the conditions prescribed in this section.

(b)
Each seattypedesign approvedfor crew orpassengeroccupancy during takeo.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 simulatedby a170-pound anthropomorphic testdummy, asde.nedby49 CFRPart572,SubpartB, orits equivalent, sitting inthe normal uprightposition.

(1)
A changeindownward vertical velocity(Δν of notless than35feetper second, with the airplane’slongitudinal axis canteddownward30degrees with respect tothehorizontalplaneand with thewingslevel.Peak .oordecelerationmust occur in not more than 0.08 seconds after impact and must reach a minimum of 14g.

(2)
A change in forward longitudinal velocity (Δν of not less than 44 feet per second, with the airplane’s longitudinal axis horizontal and yawed 10 degrees eitherrightorleft, whicheverwould causethegreatestlikelihood of the upper torsorestraint system(whereinstalled) moving o.the occupant’s shoulder, and with the wingslevel.Peak .oordecelerationmustoccurinnot morethan

0.09 secondsafterimpactand must reach aminimumof16g.Where .oorrails or .oor .ttings are used to attach the seating devices to the test .xture, the rails or .ttings must be misaligned with respect to the adjacent set of rails or .ttingsby atleast10degrees vertically(i.e., out ofparallel) with one rolled 10 degrees.

(c)
The followingperformance measures must notbe exceeded during the dynamic tests conductedin accordance withparagraph(b) of this section:

(1)
Where upper torso straps are usedfor crewmembers,tensionloadsinindividual straps must not exceed 1,750 pounds. If dual straps are used for restraining the uppertorso,thetotal strap tensionloads must not exceed2,000pounds.

(2)
The maximum compressive load measured between the pelvis and the lumbar column ofthe anthropomorphicdummy must not exceed1,500pounds.

(3)
The uppertorsorestraintstraps(whereinstalled) must remainonthe occu-pant’s shoulder during the impact.
　
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 3(66)