232 

14 CFR Ch. I (1–1–14 Edition) 

§ 23.562 

(2) [Reserved] 

[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as 
amended by Amdt. 23–7, 34 FR 13090, Aug. 13, 
1969; Amdt. 23–24, 52 FR 34745, Sept. 14, 1987; 
Amdt. 23–36, 53 FR 30812, Aug. 15, 1988; Amdt. 
23–46, 59 FR 25772, May 17, 1994; Amdt. 23–48, 
61 FR 5147, Feb. 9, 1996; Amdt. 23–62, 76 FR 
75756, Dec. 2, 2011] 

§ 23.562

Emergency landing dynamic 

conditions. 

(a) Each seat/restraint system for use 

in a normal, utility, or acrobatic cat-
egory airplane, or in a commuter cat-
egory jet airplane, must be designed to 
protect each occupant during an emer-
gency landing 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 the 

loads resulting from the conditions 
prescribed in this section. 

(b) Except for those seat/restraint 

systems that are required to meet 
paragraph (d) of this section, each seat/ 
restraint system for crew or passenger 
occupancy in a normal, utility, or acro-
batic category airplane, or in a com-
muter category jet airplane, must suc-
cessfully complete dynamic tests or be 
demonstrated by rational analysis sup-
ported by dynamic tests, in accordance 
with each of the following conditions. 
These tests must be conducted with an 
occupant simulated by an 
anthropomorphic test dummy (ATD) 
defined by 49 CFR part 572, subpart B, 
or an FAA-approved equivalent, with a 
nominal weight of 170 pounds and seat-
ed in the normal upright position. 

(1) For the first test, the change in 

velocity may not be less than 31 feet 
per second. The seat/restraint system 
must be oriented in its nominal posi-
tion with respect to the airplane and 
with the horizontal plane of the air-
plane pitched up 60 degrees, with no 
yaw, relative to the impact vector. For 
seat/restraint systems to be installed 
in the first row of the airplane, peak 
deceleration must occur in not more 
than 0.05 seconds after impact and 
must reach a minimum of 19g. For all 
other seat/restraint systems, peak de-
celeration must occur in not more than 
0.06 seconds after impact and must 
reach a minimum of 15g. 

(2) For the second test, the change in 

velocity may not be less than 42 feet 
per second. The seat/restraint system 
must be oriented in its nominal posi-
tion with respect to the airplane and 
with the vertical plane of the airplane 
yawed 10 degrees, with no pitch, rel-
ative to the impact vector in a direc-
tion that results in the greatest load 
on the shoulder harness. For seat/re-
straint systems to be installed in the 
first row of the airplane, peak decelera-
tion must occur in not more than 0.05 
seconds after impact and must reach a 
minimum of 26g. For all other seat/re-
straint systems, peak deceleration 
must occur in not more than 0.06 sec-
onds after impact and must reach a 
minimum of 21g. 

(3) To account for floor warpage, the 

floor rails or attachment devices used 
to attach the seat/restraint system to 
the airframe structure must be pre-
loaded to misalign with respect to each 
other by at least 10 degrees vertically 
(i.e., pitch out of parallel) and one of 
the rails or attachment devices must 
be preloaded to misalign by 10 degrees 
in roll prior to conducting the test de-
fined by paragraph (b)(2) of this sec-
tion. 

(c) Compliance with the following re-

quirements must be shown during the 
dynamic tests conducted in accordance 
with paragraph (b) of this section: 

(1) The seat/restraint system must 

restrain the ATD although seat/re-
straint system components may experi-
ence deformation, elongation, displace-
ment, or crushing intended as part of 
the design. 

(2) The attachment between the seat/ 

restraint system and the test fixture 
must remain intact, although the seat 
structure may have deformed. 

(3) Each shoulder harness strap must 

remain on the ATD’s shoulder during 
the impact. 

(4) The safety belt must remain on 

the ATD’s pelvis during the impact. 

(5) The results of the dynamic tests 

must show that the occupant is pro-
tected from serious head injury. 

(i) When contact with adjacent seats, 

structure, or other items in the cabin 
can occur, protection must be provided 
so that the head impact does not ex-
ceed a head injury criteria (HIC) of 
1,000. 

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