APPENDIX A - EXEMPTION FROM SECTION 525.01 OF THE CANADIAN AVIATION REGULATIONS AND PARAGRAPH 525.785(b) OF THE AIRWORTHINESS MANUAL

From: Transport Canada

EXEMPTION FROM SECTION 525.01 OF THE CANADIAN

AVIATION REGULATIONS AND PARAGRAPH 525.785(b) OF THE AIRWORTHINESS MANUAL

 

Standards of Airworthiness

525.01

The standards of airworthiness for the issuance of a type certificate in respect of a transport category aeroplane, or for a change to such a type certificate, are those specified in Chapter 525 of the Airworthiness Manual.

 

525.785 Seats, Berths, Safety Belts, and Harnesses

(b)

Each seat, berth, safety belt, harness, and adjacent part of the aeroplane at each station designated as occupiable during take-off and landing must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the inertia forces specified in 525.561 and 525.562.

 

Emergency Landing Conditions

525.561 General

  1. The aeroplane, 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.
  2. 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:
      1. Upward 3.0g.
      2. Forward 9.0g.
      3. Sideward, 3.0g on the airframe; and 4.0g on the seats and their attachments.
      4. Downward, 6.0g.
      5. Rearward, 1.5g.
  3. 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:
      1. Cause direct injury to occupants;
      2. Penetrate fuel tanks or lines or cause fire or explosion hazard by damage to adjacent systems; or
      3. 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).]
  4. 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.

(Change 525-2 (89-01-01))
(Change 525-8)

525.562 Emergency Landing Dynamic Conditions

  1. The seat and restraint system in the aeroplane 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.
  2. Each seat type design approved for crew or passenger occupancy during take-off 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 the USA 49 CFR Part 372, Subpart B, or its equivalent, sitting in the normal upright position.
    1. A change in downward vertical velocity (D v) of not less than 35 feet per second, with the aeroplane’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 (D v) of not less than 44 feet per second, with the aeroplane’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.
  3. 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 crew members, 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).
    1. 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.
    2. The seat must remain attached at all points of attachment, although the structure may have yielded.
    3. 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 aeroplane occupants.

(Change 525-2 (89-01-01))

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