(c) Any other critical condition expected in normal operation.

73.7 Emergency Landing Conditions
FAR 29.561 : General.
(a) The rotorcraft,althoughit maybedamagedin emergencylanding conditions onland or water, must be designed as prescribed in this section to protect the occupants under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a crash landing when–

(1) Proper use is made of seats, belts, and other safety design provisions;

(2) The wheels are retracted(where applicable); and

(3) Each occupant and each item of mass inside the cabin that could injure an occupant is restrained when subjected to the following ultimate inertial load factors relative to the surrounding structure :

(i) Upward–4g.

(ii) Forward–16g.

(iii) Sideward–8g.
(iv) Downward–20g, after the intended displacement of the seat device.

(v) [Rearward–1.5g.]

(c) The supporting structure must be designed to restrain under any ultimate inertial load factor up to those speci.ed in this paragraph, any item of mass above and/or behind the crew and passenger compartment that could injure an occupant if it came loose in an emergency landing. Items of mass to be considered include, but are not limited to, rotors, transmission, and engines. The items of mass must be restrained for the following ultimate inertial load factors :

(1) Upward–1.5g.

(2) Forward–[12g.]

(3) Sideward–[6g.]

(4) Downward–[12g.]

′
Elodie Roux. Septembre 2003
Subpart C : Strength Requirements
(5) [Rearward–1.5g.]
(d)
Any fuselage structure in the area of internal fuel tanks below the passenger .oor level must be designed to resist the following ultimate inertial factors and loads, and toprotect the fuel tanks from rupture, if rupture is likely when those loads are applied to that area :

(1)
Upward–1.5g.

(2)
Forward–4.0g.

(3)
Sideward–2.0g.

(4)
Downward–4.0g. Amdt. 29-38, E.. 6/11/96

FAR 29.562 : Emergency landing dynamic conditions.

(a)
The rotorcraft, although it may be damaged in a crash landing, must be designed to reasonablyprotect each occupant when–

(1)
The occupant properly uses the seats, safety belts, and shoulder harnesses provided in the design; and

(2)
The occupant is exposed to loads equivalent to those resulting from the condi-tions prescribed in this section.

(b)
Each seat type design or other seating device approved for crew or passenger occu-pancy 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 the following criteria. The test must be conducted with an occu-pantsimulatedby a170-pound anthropomorphictestdummy(ATD), asde.ned by49CFR572,SubpartB, orits equivalent, sittingin the normaluprightposition.

(1)
A change in downward velocity of not less than 30 feet per second when the seat or other seating deviceis orientedinits nominalposition with respectto the rotorcraft’s reference system, the rotorcraft’s longitudinal axis is canted upward 60'with respect to the impact velocity vector, and the rotorcraft’s lateral axisisperpendicularto a verticalplanecontaining theimpact velocity vector and the rotorcraft’s longitudinal axis. Peak .oor deceleration must occurin not more than0.031 seconds afterimpact and must reach a minimum of 30g’s.

(2)
A change in forward velocity of not less than 42 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft’s reference system, the rotorcraft’s longitudinal axis is ya-wed 10'either right or left of the impact velocity vector (whichever would cause the greatest load on the shoulder harness), the rotorcraft’s lateral axis is contained in a horizontal plane containing the impact velocity vector, and the rotorcraft’s vertical axisisperpendicularto ahorizontalplane containing the impact velocity vector. Peak .oor deceleration must occur in not more than 0.071 seconds after impact and must reach a minimum of 18.4g’s.
　
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