ASTM F3083/F3083M-23a

Standard Specification for Emergency Conditions, Occupant Safety and Accommodations

ABSTRACT
This specification covers emergency conditions, occupant safety and accommodations for occupants and cargo. The applicant for a design approval must seek the individual guidance of their respective civil aviation authority (CAA) body concerning the use of this standard as part of a certification plan.
SCOPE
1.1 This specification addresses emergency conditions, occupant safety and accommodations for occupants and cargo.  
1.2 The applicant for a design approval must seek the individual guidance of their respective civil aviation authority (CAA) body concerning the use of this standard as part of a certification plan. For information on which CAA regulatory bodies have accepted this standard (in whole or in part) as a means of compliance to their airworthiness regulations (Hereinafter referred to as “the Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.  
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

General Information

• Status: Published
• Publication Date: 31-Aug-2023
• ICS: 49.020 - Aircraft and space vehicles in general
• Technical Committee: F44 - General Aviation Aircraft
• Drafting Committee: F44.30 - Structures

Relations

• Refers: ASTM F3061/F3061M-23b - Standard Specification for Systems and Equipment in Aircraft
• Effective Date: 01-Oct-2023
• Refers: ASTM F3179/F3179M-23 - Standard Specification for Performance of Aircraft
• Effective Date: 01-Sep-2023
• Refers: ASTM F3060-20 - Standard Terminology for Aircraft
• Effective Date: 01-Jan-2020
• Refers: ASTM F3061/F3061M-19a - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 01-Nov-2019
• Refers: ASTM F3061/F3061M-19 - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 01-Jun-2019
• Refers: ASTM F3179/F3179M-18 - Standard Specification for Performance of Aircraft
• Effective Date: 01-May-2018
• Refers: ASTM F3061/F3061M-17 - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 15-Feb-2017
• Refers: ASTM F3061/F3061M-16b - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 01-Dec-2016
• Refers: ASTM F3060-16a - Standard Terminology for Aircraft
• Effective Date: 01-Nov-2016
• Refers: ASTM F3061/F3061M-16a - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 01-Aug-2016
• Refers: ASTM F3060-16 - Standard Terminology for Aircraft
• Effective Date: 01-Apr-2016
• Refers: ASTM F3061/F3061M-16 - Standard Specification for Systems and Equipment in Small Aircraft
• Effective Date: 01-Feb-2016
• Refers: ASTM F3179/F3179M-16 - Standard Specification for Performance of Aeroplanes
• Effective Date: 01-Feb-2016
• Refers: ASTM F3060-15b - Standard Terminology for Aircraft
• Effective Date: 15-Sep-2015
• Refers: ASTM F3060-15a - Standard Terminology for Aircraft
• Effective Date: 01-May-2015

Overview

ASTM F3083/F3083M-23a is a comprehensive standard specification developed by ASTM International to establish requirements for emergency conditions, occupant safety, and accommodations for both aircraft occupants and cargo. This specification is crucial for manufacturers, designers, and regulatory bodies in the general aviation industry, particularly for those seeking civil aviation authority (CAA) certification. It covers vital topics such as emergency landing scenarios, occupant protection, seat and restraint systems, cargo security, and emergency egress, ensuring compliance with internationally recognized principles on safety and performance.

Key Topics

• Emergency Landing Provisions:
  Sets criteria that aircraft structures must meet to protect occupants during emergency or crash landing conditions, minimizing injury risk when proper restraint systems are used.

• Occupant Safety:
  Details requirements for seats, seat belts, shoulder harnesses, and supporting structures to ensure protection under various loading scenarios. Emphasis is placed on head injury criteria (HIC) limits, dynamic test protocols, and prevention of serious injuries.

• Cargo Accommodations:
  Outlines requirements for baggage and cargo compartments to secure contents from shifting and prevent them from becoming a hazard during flight or emergency conditions.

• Emergency Egress and Exits:
  Specifies the number, location, marking, illumination, and operability of emergency exits and external doors for quick evacuation, including provisions for flightcrew-specific and passenger exits.

• Emergency Lighting and Markings:
  Establishes independent, automatic-activation emergency lighting systems and clear, visible marking requirements for all emergency exits and doors, even in smoke or darkness.

• International Application:
  Stipulates the need for applicants to consult their respective CAA regarding use and acceptance of this standard as a means of compliance within certification plans.

Applications

Organizations and individuals engaged in the design, manufacture, and certification of general aviation aircraft apply ASTM F3083/F3083M-23a to:

• Ensure occupant protection systems (such as seats and restraints) meet defined safety performance measures.
• Design cargo compartments to prevent load shift or egress hazards in emergency conditions.
• Strategically position and mark emergency exits and crew doors for optimal accessibility and egress compliance.
• Satisfy regulatory requirements for certification by various international civil aviation authorities.
• Integrate robust emergency lighting systems and marking for compliance in both standard and adverse conditions.

This standard benefits aircraft manufacturers, engineering consultants, aviation safety auditors, and regulators by providing a recognized framework for enhancing occupant and cargo safety in diverse operational and emergency environments.

Related Standards

For a holistic approach to aircraft design and certification, ASTM F3083/F3083M-23a is often used alongside:

• ASTM F3060: Terminology for Aircraft.
• ASTM F3061/F3061M: Specification for Systems and Equipment in Aircraft.
• ASTM F3179/F3179M: Specification for Performance of Aircraft.
• 49 CFR Part 572: Anthropomorphic Test Devices standards for dynamic testing.
• EASA CS-23 and CS-VLA: European Certification Specifications for Aeroplanes.
• FAA Aircraft Materials Fire Test Handbook
• PH1.25: Standard Specifications for Safety Photographic Film.

By referencing these related standards, organizations ensure comprehensive safety and certification coverage, seamlessly integrating occupant safety, cargo security, and emergency response features into their aircraft designs.

---

ASTM F3083/F3083M-23a is essential for achieving and demonstrating compliance with international aviation safety standards, protecting occupants and cargo, and facilitating efficient emergency procedures in general aviation aircraft.

Standards Content (Sample)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3083/F3083M − 23a
Standard Specification for
Emergency Conditions, Occupant Safety and
Accommodations
This standard is issued under the fixed designation F3083/F3083M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope F3061/F3061M Specification for Systems and Equipment in
Aircraft
1.1 This specification addresses emergency conditions, oc-
F3179/F3179M Specification for Performance of Aircraft
cupant safety and accommodations for occupants and cargo.
2.2 U.S. Code of Federal Regulations:
1.2 The applicant for a design approval must seek the
49 CFR Part 572 Anthropomorphic Test Devices (Subpart B)
individual guidance of their respective civil aviation authority
2.3 European Aviation Safety Agency Regulations:
(CAA) body concerning the use of this standard as part of a
CS-23 Certification Specifications for Normal, Utility,
certification plan. For information on which CAA regulatory
Aerobatic, and Commuter Category Aeroplanes (Amend-
bodies have accepted this standard (in whole or in part) as a
ment 3)
means of compliance to their airworthiness regulations (Here-
CS-VLA Certifications Specifications for Very Light Aero-
inafter referred to as “the Rules”), refer to ASTM F44 webpage
planes (Amendment 1)
(www.ASTM.org/COMITTEE/F44.htm) which includes CAA
2.4 Other Standards:
website links.
DOT/FAA/AR-00 Aircraft Materials Fire Test Handbook
1.3 The values stated in either SI units or inch-pound units
PH1.25 Standard Specifications for Safety Photographic
are to be regarded separately as standard. The values stated in
Film
each system are not necessarily exact equivalents; therefore, to
ensure conformance with the standard, each system shall be
3. Terminology
used independently of the other, and values from the two
3.1 See Terminology F3060 for definitions of terms used in
systems shall not be combined.
this standard.
1.4 This standard does not purport to address all of the
3.2 Abbreviations:
safety concerns, if any, associated with its use. It is the
3.2.1 g —peak deceleration for seat/restraint system test
responsibility of the user of this standard to establish appro-
p
priate safety, health, and environmental practices and deter-
3.2.2 HIC—head injury criteria
mine the applicability of regulatory limitations prior to use.
3.2.3 t —rise time to the peak deceleration, g
r p
1.5 This international standard was developed in accor-
dance with internationally recognized principles on standard-
4. Emergency Landing Conditions
ization established in the Decision on Principles for the
4.1 General:
Development of International Standards, Guides and Recom-
4.1.1 The airplane, although it may be damaged in emer-
mendations issued by the World Trade Organization Technical
gency landing conditions, must be designed as prescribed in
Barriers to Trade (TBT) Committee.
this section to protect each occupant under those conditions.
2. Referenced Documents
4.1.2 The structure must be designed to give each occupant
every reasonable chance of escaping serious injury when:
2.1 ASTM Standards:
4.1.2.1 Proper use is made of the seats, safety belts, and
F3060 Terminology for Aircraft
shoulder harnesses provided for in the design.
This specification is under the jurisdiction of ASTM Committee F44 on General
Aviation Aircraft and is the direct responsibility of Subcommittee F44.30 on
Structures. Available from U.S. Government Publishing Office (GPO), 732 N. Capitol
Current edition approved Sept. 1, 2023. Published September 2023. Originally Street NW, Washington, D.C. 20401, http://www.ecfr.gov.
approved in 2015. Last previous edition approved in 2023 as F3083/F3083M–23. Available from the European Aviation Safety Agency (EASA), Postfach 10 12
DOI: 10.1520/F3083_F3083M-23A. 53, D-50452 Cologne, Germany, https://www.easa.europa.eu/.
2 5
For referenced ASTM standards, visit the ASTM website, www.astm.org, or Available from Federal Aviation Administration (FAA), 800 Independence
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Ave., SW, Washington, DC 20591, http://www.faa.gov.
Standards volume information, refer to the standard’s Document Summary page on Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
the ASTM website. 4th Floor, New York, NY 10036, http://www.ansi.org.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3083/F3083M − 23a
4.1.2.2 The occupant experiences the static inertia loads 4.1.7.1 Can withstand a forward acting static ultimate iner-
corresponding to the following ultimate load factors: tia load factor of 18.0 g plus the maximum takeoff engine
(1) Upward, 3.0 g, or 4.5 g for airplanes approved for thrust; or
aerobatics; 4.1.7.2 The airplane structure is designed to preclude the
(2) Forward, 9.0 g;
powerplant or ESS and its attached accessories from entering
(3) Sideward, 1.5 g; and or protruding into the cabin should the mounting structure fail.
(4) Downward, 6.0 g when certification to the emergency
4.2 Dynamic Conditions:
exit provisions of 5.6.4.1(2) is requested.
4.2.1 Each seat/restraint system must be designed to protect
4.1.2.3 The items of mass within the cabin, that could injure
each occupant during an emergency landing when:
an occupant, experience the static inertia loads corresponding
4.2.1.1 Proper use is made of seats, safety belts, and
to the following ultimate load factors:
shoulder harnesses provided for in the design; and
(1) For Level 1 aircraft with a V not more than 83 km/h
S0
4.2.1.2 The occupant is exposed to the loads resulting from
[45 kts]:
the conditions prescribed in this section.
(a) Upward, 3.0 g;
4.2.2 Except for those seat/restraint systems that are re-
(b) Forward, 9.0 g; and
quired to meet 4.2.4, 4.2.5, or 4.2.6, each seat/restraint system
(c) Sideward, 1.5 g.
for crew or passenger occupancy during takeoff and landing,
(2) For all other aircraft:
must successfully complete dynamic tests, or be demonstrated
(a) Upward, 3.0 g;
by rational analysis supported by dynamic tests, in accordance
(b) Forward, 18.0 g; and
with each of the following conditions. These tests must be
(c) Sideward, 4.5 g.
conducted with an occupant simulated by an anthropomorphic
4.1.3 Each airplane with retractable landing gear must be
test device (ATD) defined by 49 CFR part 572, subpart B, or an
designed to protect each occupant in a landing:
approved equivalent, with a nominal weight of 77 kg [170 lb]
4.1.3.1 With the wheels retracted;
and seated in the normal upright position.
4.1.3.2 With moderate descent velocity; and 4.2.2.1 For the first test, the change in velocity must not be
less than 9.4 m/s [31 ft/s]. The seat/restraint system must be
4.1.3.3 Assuming, in the absence of a more rational analy-
oriented in its nominal position with respect to the airplane and
sis:
with the horizontal plane of the airplane pitched up 60°, with
(1) A downward ultimate inertia force of 3 g; and
no yaw, relative to the impact vector. For seat/restraint systems
(2) A coefficient of friction of 0.5 at the ground.
to be installed in the first row of the airplane, peak deceleration
4.1.4 Unless it is established that a turnover is unlikely
must occur in not more than 0.05 s after impact and must reach
during an emergency landing, the structure must be designed to
a minimum of 19 g. For all other seat/restraint systems, peak
protect the occupants in a complete turnover. For determining
deceleration must occur in not more than 0.06 s after impact
the loads to be applied to the inverted airplane after a turnover,
and must reach a minimum of 15 g.
in the absence of a more rational analysis, an upward ultimate
4.2.2.2 For the second test, the change in velocity must not
inertia load factor of 3.0 g and a coefficient of friction with the
be less than 12.8 m/s [42 ft/s]. The seat/restraint system must
ground of 0.5 must be used.
be oriented in its nominal position with respect to the airplane
4.1.4.1 For Level 1 aircraft, it must be assumed that
and with the vertical plane of the airplane yawed 10°, with no
turnover is likely.
pitch, relative to the impact vector in a direction that results in
4.1.4.2 For Level 2 through 4 aircraft, the likelihood of a
the greatest load on the shoulder harness. For seat/restraint
turnover may be shown by an analysis assuming the following
systems to be installed in the first row of the airplane, peak
conditions:
deceleration must occur in not more than 0.05 s after impact
(1) The most adverse combination of weight and center of
and must reach a minimum of 26 g. For all other seat/restraint
gravity position;
systems, peak deceleration must occur in not more than 0.06 s
(2) Longitudinal load factor of 9.0 g;
after impact and must reach a minimum of 21 g.
(3) Vertical load factor of 1.0 g; and
4.2.2.3 To account for floor warpage, the floor rails or
(4) For airplanes with tricycle landing gear, the nose wheel
attachment devices used to attach the seat/restraint system to
strut failed with the nose contacting the ground.
the airframe structure must be preloaded to misalign with
4.1.5 Except as provided in 5.5.1.4, the supporting structure
respect to each other by at least 10° vertically (that is, pitch out
must be designed to restrain, under loads up to those specified
of parallel) and one of the rails or attachment devices must be
in 4.1.2.3, each item of mass that could injure an occupant if it
preloaded to misalign by 10° in roll prior to conducting the test
came loose in a minor crash landing.
defined by 4.2.2.2.
4.1.6 Powerplant and ESS mounts and supporting structures
4.2.3 Compliance with the following requirements must be
must withstand 15.0 g forward for powerplants and ESS
shown during the dynamic tests conducted in accordance with
installed behind and above the seating compartment.
4.2.2:
4.1.7 For powerplants and ESS mounted inside the fuselage, 4.2.3.1 The seat/restraint system must restrain the ATD
aft of the cabin, it must be shown by test or analysis that the although seat/restraint system components may experience
powerplants and ESS, the attached accessories, and the asso- deformation, elongation, displacement, or crushing intended as
ciated mounting structure: part of the design.
F3083/F3083M − 23a
4.2.3.2 The attachment between the seat/restraint system (a) The peak deceleration need not exceed the value
and the test fixture must remain intact, although the seat reached at a V of 146 km/h [79 kts].
S0
(3) The peak deceleration must occur in not more than time
structure may have deformed.
(t ), which must be computed as follows:
r
4.2.3.3 Each shoulder harness strap must remain on the
ATD’s shoulder during the impact.
31 0.96
t 5 5 (3)
r
32.2~g ! g
4.2.3.4 The safety belt must remain on the ATD’s pelvis
p p
during the impact.
where:
4.2.3.5 The results of the dynamic tests must show that the
g = the peak deceleration calculated in accordance with
p
occupant is protected from serious head injury.
4.2.4.2(2); and
(1) When contact with adjacent seats, structure, or other
t = the rise time (in seconds) to the peak deceleration.
r
items in the cabin can occur, protection must be provided so
4.2.5 For Level 1 aircraft with a maximum takeoff weight of
that the head impact does not exceed a head injury criteria
not more than 750 kg [1653 lb] and a stalling speed in the
(HIC) of 1000.
landing configuration of not more than 83 km/h [45 kts], the
(2) The value of HIC is defined as:
requirements of 4.2.2, 4.2.3, and 4.2.6 are not required if the
2.5
1 t
following conditions are met:
HIC 5 ~t 2 t ! a~t!dt (1)
H F * G J
2 1
t
~t 2 t !
2 1
Max 4.2.5.1 Each seat and its supporting structure must be
designed for occupants weighing at least 86 kg [190 lb], and
where:
for the maximum load factors corresponding to the specified
t = the initial integration time, expressed in seconds;
flight and ground load conditions, including the emergency
t = the final integration time, expressed in seconds; and
landing conditions prescribed in 4.1.2.2.
a(t) = the total acceleration vs. time curve for the head strike
4.2.5.2 Each occupant must be protected from serious head
expressed as a multiple of g (units of gravity).
injury by a safety belt and shoulder harness when the occupant
(3) Compliance with the HIC limit must be demonstrated
experiences the inertia forces prescribed in 4.1.2.2. (For
by measuring the head impact during dynamic testing as
reference, see Appendix X1.)
prescribed in 4.2.2.1 and 4.2.2.2 or by a separate showing of
4.2.6 For Level 1 or Level 2 aeroplanes with a stalling speed
compliance with the head injury criteria using test or analysis
in the landing configuration of not more than 113 km/h [61 kt],
procedures.
the requirements of 4.2.2, 4.2.3, and 4.2.5 are not required if
4.2.3.6 Loads in individual shoulder harness straps must not
the following conditions are met:
exceed 7784 N [1750 lbf]. If dual straps are used for retaining
4.2.6.1 Each seat and its supporting structure must be
the upper torso, the total strap loads must not exceed 8896 N
designed for occupants weighing at least 86 kg [190 lb], and
[2000 lbf]. An alternative method of compliance is provided in
for the maximum load factors corresponding to the specified
Appendix X3, Section X3.1.
flight and ground load conditions, including the following,
4.2.3.7 The compression load measured between the pelvis
separately applied, conditions:
and the lumbar spine of the ATD must not exceed 6672 N (1) Static inertia loads corresponding to the following
[1500 lb ].
ultimate load factors:
f
(a) Upward, 3.0 g;
4.2.4 For all single-engine airplanes with a V of more than
S0
(b) Forward, 18.0 g;
113 km/h [61 kts] at maximum weight, and those multiengine
(c) Sideward, 64.5 g; and
airplanes with a V of more than 113 km/h [61 kts] at
S0
(d) Downward, 6.0 g.
maximum weight that do not comply with the Level 1 and
4.2.6.2 If the seat is not integral to the airframe structure, the
Level 2 low-speed partial loss of thrust climb gradient specified
seat and seat attachment devices must be designed to accom-
in Specification F3179/F3179M.
modate floor warpage with no detachment or structural failures
4.2.4.1 The ultimate load factors of 4.1.2 must be increased
at the ultimate loading in 4.2.6.1. The floor rails or attachment
by multiplying the load factors by the square of the ratio of the
devices used to attach the seat/restraint system to the airframe
increased stall speed to 113 km/h [61 kts]. The increased
structure must accommodate a preload due to misalignment
ultimate load factors need not exceed the values reached at a
with respect to each other by at least 10° vertically (that is,
V of 146 km/h [79 kts]. The upward ultimate load factor for
S0
pitch out of parallel) and one of the rails or attachment devices
aircraft approved for aerobatics need not exceed 5.0 g.
preloaded to misalign by 10° in roll.
4.2.4.2 The seat/restraint system test required by 4.2.2.1 of
4.2.6.3 Each occupant must be protected from serious
this section must be conducted in accordance with the follow-
injury, including serious head injury, when the occupant
ing criteria:
experiences the inertia forces prescribed in 4.2.6.1(1).
(1) The change in velocity must not be less than 9.4 m/s
(1) The restraint system must be attached to the airframe
[31 ft ⁄s].
and include a pelvic restraint and dual shoulder belts with a
(2) The peak deceleration (g ) of 19 g and 15 g must be
p
single-point release.
increased and multiplied by the square of the ratio of the
(2) The seat and restraint system must be designed to
increased stall speed to V = 113 km/h [61 kts]:
normalize
mitigate submarining of the occupant under emergency landing
2 2
g 5 19.0 V ⁄ V or g 5 15.0 V ⁄ V (2) conditions.
~ ! ~ !
p S0 normalize p S0 normalize
F3083/F3083M − 23a
FIG. 1 Dimensions of Clear Region for Each Occupant
(3) Aft-facing seats must have a head rest. 5. Occupant and Cargo Accommodations
(4) With the seat positioned in the aft-most location in-
5.1 Seats, Berths, Litters, Safety Belts, and Shoulder Har-
tended for use during flight, no aircraft component (other than
nesses:
harnesses and other portions of the restraint system) or
5.1.1 There must be a seat or berth for each occupant that
occupant can be present within the clear region highlighted in
meets the following:
Fig. 1, defined from the seat reference point at the intersection
5.1.1.1 Each seat/restraint system and the supporting struc-
of the compressed seat cushion and the tangent to the seat back
ture must be designed to support occupants weighing at least
and centered laterally on the seat.
98 kg [215 lb] when subjected to the maximum load factors
(a) For purposes of this evaluation, the control yoke or
corresponding to the specified flight and ground load
stick can be assumed to be at its forwardmost position.
conditions, as defined in the approved operating envelope of
(5) Active restraints may be used for compliance in meet-
the airplane. In addition, these loads must be multiplied by a
ing submarining, head injury, and clear region criteria.
factor of 1.33 in determining the strength of all fittings and the
4.2.6.4 Occupant seats and the surrounding structure must
attachment of:
be designed to attenuate vertical forces on the occupant in a
(1) Each seat to the structure; and
manner acceptable to the governing CAA.
(2) Each safety belt and shoulder harness to the seat or
4.2.6.5 The forward fuselage structure must be designed to
structure.
incorporate anti-plowing/anti-scooping features.
5.1.1.2 Each forward-facing or aft-facing seat/restraint sys-
4.2.6.6 The cabin must be designed to maintain structural
tem in Level 1 through 3 airplanes must consist of a seat, a
integrity when subjected to a load acting rearwards and
safety belt, and a shoulder harness, with a metal-to-metal
upwards at an angle of 30° to the longitudinal axis of the
latching device, that are designed to provide the occupant
aircraft and sideward at an angle of 10°. The load must be
protection provisions required in 4.2. Other seat orientations
applied on the forward portion of the fuselage at a suitable
must provide the same level of occupant protection as a
point not behind the rudder pedals. The ultimate load applied
forward-facing or aft-facing seat with a safety belt and a
shall be 12 times the maximum takeoff weight of the aeroplane
shoulder harness, and must provide the protection provisions of
less the weight of any structure or components forward of the
4.2.
load application.
(1) For purposes of this requirement, localized failure may 5.1.1.3 For Level 4 airplanes, each seat and the supporting
occur, but the ability of the overall structure to maintain this structure must be designed for occupants weighing at least
load must be retained. 77 kg [170 lb] when subjected to the inertia loads resulting
4.2.6.7 For compliance with the requirements for 4.1.4, it from the ultimate static load factors prescribed in 4.1.2.2. Each
must be assumed that turnover is likely. occupant must be protected from serious head injury when
4.2.7 An alternate approach that achieves an equivalent, or subjected to the inertia loads resulting from these load factors
greater, level of occupant protection to that required by this by a safety belt and shoulder harness, with a metal-to-metal
section may be used if substantiated on a rational basis. latching device, for the front seats and a safety belt, or a safety
F3083/F3083M − 23a
belt and shoulder harness, with a metal-to-metal latching (1) Structural analysis, if the structure conforms to conven-
device, for each seat other than the front seats. tional airplane types for which existing methods of analysis are
known to be reliable;
5.1.1.4 Each restraint system must have a single-point
(2) A combination of structural analysis and static load
release for occupant evacuation.
tests to limit load; or
5.1.1.5 The restraint system for each crewmember must
(3) Static load tests to ultimate loads.
allow the crewmember, when seated with the safety belt and
shoulder harness fastened, to perform all functions necessary 5.2 Doors:
for flight operations.
5.2.1 Each closed cabin with passenger accommodations
must have at least one adequate and easily accessible external
5.1.1.6 Each pilot seat must be designed for the reactions
door.
resulting from the application of pilot forces to the primary
5.2.2 Passenger doors must not be located with respect to
flight controls.
any propeller disk or any other potential hazard so as to
5.1.1.7 There must be a means to secure each safety belt and
endanger persons using the door.
shoulder harness, when not in use, to prevent interference with
5.2.3 In addition, for Level 4 airplanes, the following
the operation of the airplane and with rapid occupant egress in
requirements apply:
an emergency.
5.2.3.1 Each passenger entry door must qualify as a floor
5.1.1.8 Unless otherwise placarded, each seat in an airplane
level emergency exit. This exit must have a rectangular
approved for bank angles greater than 60°, spins or aerobatics
opening of not less than 0.61 m [2 ft] wide by 1.22 m [4 ft]
must be designed to accommodate an occupant wearing a
high, with corner radii not greater than one-third the width of
parachute.
the exit.
5.1.1.9 The cabin area surrounding each seat, including the
5.2.3.2 If an integral stair is installed at a passenger entry
structure, interior walls, instrument panel, control wheel,
door, the stair must be designed so that, when subjected to the
pedals, and seats within striking distance of the occupant’s
inertia loads resulting from the ultimate static load factors in
head or torso (with the restraint system fastened) must be free
4.1.2.2 and following the collapse of one or more legs of the
of potentially injurious objects, sharp edges, protuberances,
landing gear, it will not reduce the effectiveness of emergency
and hard surfaces. If energy absorbing designs or devices are
egress through the passenger entry door.
used to meet this requirement, they must protect the occupant
5.2.4 If lavatory doors are installed, they must be designed
from serious injury when the occupant is subjected to the
to preclude an occupant from becoming trapped inside the
inertia loads resulting from the ultimate static load factors
lavatory. If a locking mechanism is installed, it must be capable
prescribed in 4.1.2.2, or they must comply with the occupant
of being unlocked from outside of the lavatory.
protection provisions of 4.2, as required in 5.1.1.2 and 5.1.1.3.
5.2.5 If external passenger or crew doors are employed,
5.1.1.10 Each seat track must be fitted with stops to prevent
each such door must be openable from the inside and the
the seat from sliding off the track.
outside when the internal locking mechanism is in the locked
5.1.1.11 Each seat/restraint system may use design features,
position.
such as crushing or separation of certain components, to reduce
5.2.6 If external passenger or crew doors are employed,
occupant loads when showing compliance with the require-
there must be a means of opening each such door, which is
ments of 4.2; otherwise, the system must remain intact.
simple and obvious and is arranged and marked inside and
5.1.1.12 For the purposes of this section, a front seat is a
outside so that the door can be readily located, unlocked, and
seat located at a flight crewmember station or any seat located
opened.
alongside such a seat.
5.2.7 The provisions of 5.2.6 must be met even in darkness.
5.1.1.13 Each berth, or provisions for a litter, installed 5.2.8 If external passenger or crew doors are employed,
parallel to the longitudinal axis of the airplane, must be each such door must meet the marking requirements of 5.7,
designed so that the forward part has a padded end-board, Emergency Exit Marking.
canvas diaphragm, or equivalent means that can withstand the
5.2.9 If external passenger or crew doors are employed,
load reactions from a 98 kg [215 lb] occupant when subjected each such door must be reasonably free from jamming as a
to the inertia loads resulting from the ultimate static load
result of fuselage deformation in an emergency landing.
factors of 4.1.2.2. In addition:
5.2.10 Auxiliary locking devices may be used for external
(1) Each berth or litter must have an occupant restraint
passenger or crew doors.
system and may not have corners or other parts likely to cause
5.2.11 Auxiliary locking devices that are actuated externally
serious injury to a person occupying it during emergency
to the aircraft may be used, but such devices must be
landing conditions; and
overridden by the normal internal opening means for each
(2) Occupant restraint system attachments for the berth or
external passenger or crew door.
litter must withstand the inertia loads resulting from the
5.2.12 In addition, for Level 4 Aeroplanes, the following
ultimate static load factors of 4.1.2.2.
requirements apply:
5.1.1.14 Proof of compliance with the static strength re- 5.2.12.1 Each external passenger or crew door must be
quirements of this section for seats and berths approved as part openable from both the inside and outside, even though
of the type design and for seat and berth installations may be persons may be crowded against the door on the inside of the
shown by: aircraft.
F3083/F3083M − 23a
5.2.12.2 If inward opening external passenger or crew doors 5.5.1.3 For each emergency exit that is not less than 1.83 m
are used, there must be a means to prevent occupants from [6 ft] from the ground, an assisting means must be provided.
crowding against the door to the extent that would interfere The assisting means may be a rope or any other means
with opening the door. demonstrated to be suitable for the purpose. If the assisting
means is a rope, or an approved device equivalent to a rope, it
5.3 Baggage and Cargo Compartments:
must be:
5.3.1 Each baggage and cargo compartment must:
(1) Attached to the fuselage structure at or above the top of
5.3.1.1 Be designed for its placarded maximum weight of
the emergency exit opening or, for a device at a pilot’s
contents and for the critical load distributions at the appropriate
emergency exit window, at another approved location if the
maximum load factors corresponding to the specified flight and
stowed device, or its attachment, would reduce the pilot’s
ground load conditions.
view; and
5.3.1.2 Have means to prevent the contents of any compart-
(2) Able (with its attachment) to withstand a 1779 N
ment from becoming a hazard by shifting, and to protect any
[400 lbf] static load.
controls, wiring, lines, equipment or accessories whose dam-
5.5.1.4 For airplanes that are used only for the carriage of
age or failure would affect safe operations.
cargo, the flightcrew emergency exits must meet the require-
5.3.1.3 Have a means to protect occupants from injury by
ments of 5.6 under any cargo loading conditions.
the contents of any compartment, located aft of the occupants
5.6 Emergency Exits:
and separated by structure, when the ultimate forward inertial
5.6.1 Number and Location—Emergency exits must be
load factor is 9 g and assuming the maximum allowed baggage
located to allow escape without crowding in any normal or
or cargo weight for the compartment.
probable crash attitude. The airplane must have at least the
5.3.2 Designs that provide for baggage or cargo to be
following emergency exits:
carried in the same compartment as passengers must have a
5.6.1.1 For all airplanes with a seating capacity of two or
means to protect the occupants from injury when the baggage
more, excluding airplanes with canopies, at least one emer-
or cargo is subjected to the inertial loads resulting from the
gency exit on the opposite side of the cabin from the main door
ultimate static load factors of 4.1.2.3, assuming the maximum
specified in 5.2.
allowed baggage or cargo weight for the compartment.
5.6.1.2 If the pilot compartment is separated from the cabin
5.3.2.1 For Level 1 aircraft with a V not more than
S0
by a door that is likely to block the pilot’s escape in a minor
83 km ⁄h [45 kts], if there is no structure between baggage and
crash, there must be an exit in the pilot’s compartment. The
occupant compartments the baggage items located behind the
number of exits required by 5.6.1.1 must then be separately
occupants and those which might become a hazard in a crash
determined for the passenger compartment, using the seating
must be secured for 1.33 × 9 g.
capacity of that compartment.
5.4 Emergency Evacuation:
5.6.1.3 Emergency exits must not be located with respect to
5.4.1 For Level 4 airplanes, an evacuation demonstration
any propeller disk or any other potential hazard so as to
must be conducted utilizing the maximum number of occu-
endanger persons using that exit.
pants for which certification is desired. The demonstration
5.6.2 Type and Operation—Emergency exits must be mov-
must be conducted under simulated night conditions using only
able windows, panels, canopies, or external doors, openable
the emergency exits on the most critical side of the airplane.
from both inside and outside the airplane, that provide a clear
The participants must be representative of average passengers
and unobstructed opening large enough to admit a 0.48 m
with no prior practice or rehearsal for the demonstration.
[1.58 ft] by 0.66 m [2.17 ft] ellipse. Auxiliary locking devices
Evacuation must be completed within 90 s.
used to secure the airplane must be designed to be overridden
5.4.2 In addition, when certification to the emergency exit
by the normal internal opening means. In addition, each
provisions of 5.6.4.1(2) is requested, only the emergency
emergency exit must:
lighting system required by 5.8 may be used to provide cabin
5.6.2.1 Be readily accessible, requiring no exceptional agil-
interior illumination during the evacuation demonstration re-
ity to be used in emergencies;
quired in 5.4.1.
5.6.2.2 Have a method of opening that is simple and
obvious;
5.5 Flightcrew Emergency Exits:
5.6.2.3 Be arranged and marked for easy location and
5.5.1 For airplanes where the proximity of the passenger
operation, even in darkness;
emergency exits to the flightcrew area does not offer a
convenient and readily accessible means of evacuation for the 5.6.2.4 Have reasonable provisions against jamming by
flightcrew, the following apply: fuselage deformation;
5.5.1.1 There must be either one emergency exit on each 5.6.2.5 In the case of airplanes approved for aerobatics,
side of the airplane, or a top hatch emergency exit, in the allow each occupant to abandon the airplane at any speed
flightcrew area; between V and V ; and
S0 D
5.5.1.2 Each emergency exit must be located to allow rapid 5.6.2.6 In the case of airplanes approved fo
...

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F3083/F3083M − 23 F3083/F3083M − 23a
Standard Specification for
Emergency Conditions, Occupant Safety and
Accommodations
This standard is issued under the fixed designation F3083/F3083M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
1.1 This specification addresses emergency conditions, occupant safety and accommodations for occupants and cargo.
1.2 The applicant for a design approval must seek the individual guidance of their respective civil aviation authority (CAA) body
concerning the use of this standard as part of a certification plan. For information on which CAA regulatory bodies have accepted
this standard (in whole or in part) as a means of compliance to their airworthiness regulations (Hereinafter referred to as “the
Rules”), refer to ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links.
1.3 The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each
system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used
independently of the other, and values from the two systems shall not be combined.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
F3060 Terminology for Aircraft
F3061/F3061M Specification for Systems and Equipment in Aircraft
F3179/F3179M Specification for Performance of Aircraft
2.2 U.S. Code of Federal Regulations:
49 CFR Part 572 Anthropomorphic Test Devices (Subpart B)
2.3 European Aviation Safety Agency Regulations:
CS-23 Certification Specifications for Normal, Utility, Aerobatic, and Commuter Category Aeroplanes (Amendment 3)
CS-VLA Certifications Specifications for Very Light Aeroplanes (Amendment 1)
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.30 on Structures.
Current edition approved Feb. 1, 2023Sept. 1, 2023. Published February 2023September 2023. Originally approved in 2015. Last previous edition approved in 20202023
as F3083/F3083M–20a. DOI: 10.1520/F3083_F3083M-23.–23. DOI: 10.1520/F3083_F3083M-23A.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Available from U.S. Government Publishing Office (GPO), 732 N. Capitol Street NW, Washington, D.C. 20401, http://www.ecfr.gov.
Available from the European Aviation Safety Agency (EASA), Postfach 10 12 53, D-50452 Cologne, Germany, https://www.easa.europa.eu/.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3083/F3083M − 23a
2.4 Other Standards:
DOT/FAA/AR-00 Aircraft Materials Fire Test Handbook
PH1.25 Standard Specifications for Safety Photographic Film
3. Terminology
3.1 See Terminology F3060 for definitions of terms used in this standard.
3.2 Abbreviations:
3.2.1 g —peak deceleration for seat/restraint system test
p
3.2.2 HIC—head injury criteria
3.2.3 t —rise time to the peak deceleration, g
r p
4. Emergency Landing Conditions
4.1 General:
4.1.1 The airplane, although it may be damaged in emergency landing conditions, must be designed as prescribed in this section
to protect each occupant under those conditions.
4.1.2 The structure must be designed to give each occupant every reasonable chance of escaping serious injury when:
4.1.2.1 Proper use is made of the seats, safety belts, and shoulder harnesses provided for in the design.
4.1.2.2 The occupant experiences the static inertia loads corresponding to the following ultimate load factors:
(1) Upward, 3.0 g, or 4.5 g for airplanes approved for aerobatics;
(2) Forward, 9.0 g;
(3) Sideward, 1.5 g; and
(4) Downward, 6.0 g when certification to the emergency exit provisions of 5.6.4.1(2) is requested.
4.1.2.3 The items of mass within the cabin, that could injure an occupant, experience the static inertia loads corresponding to the
following ultimate load factors:
(1) For Level 1 aircraft with a V not more than 83 km/h [45 kts]:
S0
(a) Upward, 3.0 g;
(b) Forward, 9.0 g; and
(c) Sideward, 1.5 g.
(2) For all other aircraft:
(a) Upward, 3.0 g;
(b) Forward, 18.0 g; and
(c) Sideward, 4.5 g.
4.1.3 Each airplane with retractable landing gear must be designed to protect each occupant in a landing:
4.1.3.1 With the wheels retracted;
4.1.3.2 With moderate descent velocity; and
4.1.3.3 Assuming, in the absence of a more rational analysis:
(1) A downward ultimate inertia force of 3 g; and
(2) A coefficient of friction of 0.5 at the ground.
4.1.4 Unless it is established that a turnover is unlikely during an emergency landing, the structure must be designed to protect
Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http://www.faa.gov.
Available from American National Standards Institute (ANSI), 25 W. 43rd St., 4th Floor, New York, NY 10036, http://www.ansi.org.
F3083/F3083M − 23a
the occupants in a complete turnover. For determining the loads to be applied to the inverted airplane after a turnover, in the
absence of a more rational analysis, an upward ultimate inertia load factor of 3.0 g and a coefficient of friction with the ground
of 0.5 must be used.
4.1.4.1 For Level 1 aircraft, it must be assumed that turnover is likely.
4.1.4.2 For Level 2 through 4 aircraft, the likelihood of a turnover may be shown by an analysis assuming the following
conditions:
(1) The most adverse combination of weight and center of gravity position;
(2) Longitudinal load factor of 9.0 g;
(3) Vertical load factor of 1.0 g; and
(4) For airplanes with tricycle landing gear, the nose wheel strut failed with the nose contacting the ground.
4.1.5 Except as provided in 5.5.1.4, the supporting structure must be designed to restrain, under loads up to those specified in
4.1.2.3, each item of mass that could injure an occupant if it came loose in a minor crash landing.
4.1.6 Powerplant and ESS mounts and supporting structures must withstand 15.0 g forward for powerplants and ESS installed
behind and above the seating compartment.
4.1.7 For powerplants and ESS mounted inside the fuselage, aft of the cabin, it must be shown by test or analysis that the
powerplants and ESS, the attached accessories, and the associated mounting structure:
4.1.7.1 Can withstand a forward acting static ultimate inertia load factor of 18.0 g plus the maximum takeoff engine thrust; or
4.1.7.2 The airplane structure is designed to preclude the powerplant or ESS and its attached accessories from entering or
protruding into the cabin should the mounting structure fail.
4.2 Dynamic Conditions:
4.2.1 Each seat/restraint system must be designed to protect each occupant during an emergency landing when:
4.2.1.1 Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and
4.2.1.2 The occupant is exposed to the loads resulting from the conditions prescribed in this section.
4.2.2 Except for those seat/restraint systems that are required to meet 4.2.4, 4.2.5, or 4.2.6, each seat/restraint system for crew or
passenger occupancy during takeoff and landing, must successfully complete dynamic tests, or be demonstrated by rational
analysis supported by dynamic tests, in accordance with each of the following conditions. These tests must be conducted with an
occupant simulated by an anthropomorphic test device (ATD) defined by 49 CFR part 572, subpart B, or an approved equivalent,
with a nominal weight of 77 kg [170 lb] and seated in the normal upright position.
4.2.2.1 For the first test, the change in velocity must not be less than 9.4 m/s [31 ft/s]. The seat/restraint system must be oriented
in its nominal position with respect to the airplane and with the horizontal plane of the airplane pitched up 60°, 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 s after impact and must reach a minimum of 19 g. For all other seat/restraint systems, peak deceleration must
occur in not more than 0.06 s after impact and must reach a minimum of 15 g.
4.2.2.2 For the second test, the change in velocity must not be less than 12.8 m/s [42 ft/s]. The seat/restraint system must be
oriented in its nominal position with respect to the airplane and with the vertical plane of the airplane yawed 10°, with no pitch,
relative to the impact vector in a direction that results in the greatest load on the shoulder harness. For seat/restraint systems to
be installed in the first row of the airplane, peak deceleration must occur in not more than 0.05 s after impact and must reach a
minimum of 26 g. For all other seat/restraint systems, peak deceleration must occur in not more than 0.06 s after impact and must
reach a minimum of 21 g.
4.2.2.3 To account for floor warpage, the floor rails or attachment devices used to attach the seat/restraint system to the airframe
structure must be preloaded to misalign with respect to each other by at least 10° vertically (that is, pitch out of parallel) and one
of the rails or attachment devices must be preloaded to misalign by 10° in roll prior to conducting the test defined by 4.2.2.2.
F3083/F3083M − 23a
4.2.3 Compliance with the following requirements must be shown during the dynamic tests conducted in accordance with 4.2.2:
4.2.3.1 The seat/restraint system must restrain the ATD although seat/restraint system components may experience deformation,
elongation, displacement, or crushing intended as part of the design.
4.2.3.2 The attachment between the seat/restraint system and the test fixture must remain intact, although the seat structure may
have deformed.
4.2.3.3 Each shoulder harness strap must remain on the ATD’s shoulder during the impact.
4.2.3.4 The safety belt must remain on the ATD’s pelvis during the impact.
4.2.3.5 The results of the dynamic tests must show that the occupant is protected from serious head injury.
(1) 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 exceed a head injury criteria (HIC) of 1000.
(2) The value of HIC is defined as:
2.5
1 t
HIC 5 t 2 t a t dt (1)
H~ !F * ~ ! G J
2 1
t 2 t t
~ ! 1
2 1 Max
where:
t = the initial integration time, expressed in seconds;
t = the final integration time, expressed in seconds; and
a(t) = the total acceleration vs. time curve for the head strike expressed as a multiple of g (units of gravity).
(3) Compliance with the HIC limit must be demonstrated by measuring the head impact during dynamic testing as prescribed
in 4.2.2.1 and 4.2.2.2 or by a separate showing of compliance with the head injury criteria using test or analysis procedures.
4.2.3.6 Loads in individual shoulder harness straps must not exceed 7784 N [1750 lblbf]. ]. If dual straps are used for retaining
f
the upper torso, the total strap loads must not exceed 8896 N [2000 lblbf]. ]. An alternative method of compliance is provided in
f
Appendix X3, Section X3.1.
4.2.3.7 The compression load measured between the pelvis and the lumbar spine of the ATD must not exceed 6672 N [1500 lb ].
f
4.2.4 For all single-engine airplanes with a V of more than 113 km/h [61 kts] at maximum weight, and those multiengine
S0
airplanes with a V of more than 113 km/h [61 kts] at maximum weight that do not comply with the Level 1 and Level 2 low-speed
S0
partial loss of thrust climb gradient specified in Specification F3179/F3179M.
4.2.4.1 The ultimate load factors of 4.1.2 must be increased by multiplying the load factors by the square of the ratio of the
increased stall speed to 113 km/h [61 kts]. The increased ultimate load factors need not exceed the values reached at a V of 146
S0
km/h [79 kts]. The upward ultimate load factor for aircraft approved for aerobatics need not exceed 5.0 g.
4.2.4.2 The seat/restraint system test required by 4.2.2.1 of this section must be conducted in accordance with the following
criteria:
(1) The change in velocity must not be less than 9.4 m/s [31 ft ⁄s].
(2) The peak deceleration (g ) of 19 g and 15 g must be increased and multiplied by the square of the ratio of the increased
p
stall speed to V = 113 km/h [61 kts]:
normalize
2 2
g 5 19.0 V ⁄ V or g 5 15.0 V ⁄ V (2)
~ ! ~ !
p S0 normalize p S0 normalize
(a) The peak deceleration need not exceed the value reached at a V of 146 km/h [79 kts].
S0
(3) The peak deceleration must occur in not more than time (t ), which must be computed as follows:
r
31 0.96
t 5 5 (3)
r
32.2 g g
~ !
p p
where:
g = the peak deceleration calculated in accordance with 4.2.4.2(2); and
p
t = the rise time (in seconds) to the peak deceleration.
r
F3083/F3083M − 23a
4.2.5 For Level 1 aircraft with a maximum takeoff weight of not more than 750 kg [1653 lb] and a stalling speed in the landing
configuration of not more than 83 km/h [45 kts], the requirements of 4.2.2, 4.2.3, and 4.2.6 are not required if the following
conditions are met:
4.2.5.1 Each seat and its supporting structure must be designed for occupants weighing at least 86 kg [190 lb], and for the
maximum load factors corresponding to the specified flight and ground load conditions, including the emergency landing
conditions prescribed in 4.1.2.2.
4.2.5.2 Each occupant must be protected from serious head injury by a safety belt and shoulder harness when the occupant
experiences the inertia forces prescribed in 4.1.2.2. (For reference, see Appendix X1.)
4.2.6 For Level 1 or Level 2 aeroplanes with a stalling speed in the landing configuration of not more than 113 km/h [61 kt], the
requirements of 4.2.2, 4.2.3, and 4.2.5 are not required if the following conditions are met:
4.2.6.1 Each seat and its supporting structure must be designed for occupants weighing at least 86 kg [190 lb], and for the
maximum load factors corresponding to the specified flight and ground load conditions, including the following, separately applied,
conditions:
(1) Static inertia loads corresponding to the following ultimate load factors:
(a) Upward, 3.0 g;
(b) Forward, 18.0 g;
(c) Sideward, 64.5 g; and
(d) Downward, 6.0 g.
4.2.6.2 If the seat is not integral to the airframe structure, the seat and seat attachment devices must be designed to accommodate
floor warpage with no detachment or structural failures at the ultimate loading in 4.2.6.1. The floor rails or attachment devices used
to attach the seat/restraint system to the airframe structure must accommodate a preload due to misalignment with respect to each
other by at least 10° vertically (that is, pitch out of parallel) and one of the rails or attachment devices preloaded to misalign by
10° in roll.
4.2.6.3 Each occupant must be protected from serious injury, including serious head injury, when the occupant experiences the
inertia forces prescribed in 4.2.6.1(1).
(1) The restraint system must be attached to the airframe and include a pelvic restraint and dual shoulder belts with a
single-point release.
FIG. 1 Dimensions of Clear Region for Each Occupant
F3083/F3083M − 23a
(2) The seat and restraint system must be designed to mitigate submarining of the occupant under emergency landing
conditions.
(3) Aft-facing seats must have a head rest.
(4) With the seat positioned in the aft-most location intended for use during flight, no aircraft component (other than harnesses
and other portions of the restraint system) or occupant can be present within the clear region highlighted in Fig. 1, defined from
the seat reference point at the intersection of the compressed seat cushion and the tangent to the seat back and centered laterally
on the seat.
(a) For purposes of this evaluation, the control yoke or stick can be assumed to be at its forwardmost position.
(5) Active restraints may be used for compliance in meeting submarining, head injury, and clear region criteria.
4.2.6.4 Occupant seats and the surrounding structure must be designed to attenuate vertical forces on the occupant in a manner
acceptable to the governing CAA.
4.2.6.5 The forward fuselage structure must be designed to incorporate anti-plowing/anti-scooping features.
4.2.6.6 The cabin must be designed to maintain structural integrity when subjected to a load acting rearwards and upwards at an
angle of 30° to the longitudinal axis of the aircraft and sideward at an angle of 10°. The load must be applied on the forward portion
of the fuselage at a suitable point not behind the rudder pedals. The ultimate load applied shall be 12 times the maximum takeoff
weight of the aeroplane less the weight of any structure or components forward of the load application.
(1) For purposes of this requirement, localized failure may occur, but the ability of the overall structure to maintain this load
must be retained.
4.2.6.7 For compliance with the requirements for 4.1.4, it must be assumed that turnover is likely.
4.2.7 An alternate approach that achieves an equivalent, or greater, level of occupant protection to that required by this section
may be used if substantiated on a rational basis.
5. Occupant and Cargo Accommodations
5.1 Seats, Berths, Litters, Safety Belts, and Shoulder Harnesses:
5.1.1 There must be a seat or berth for each occupant that meets the following:
5.1.1.1 Each seat/restraint system and the supporting structure must be designed to support occupants weighing at least 98 kg [215
lb] when subjected to the maximum load factors corresponding to the specified flight and ground load conditions, as defined in
the approved operating envelope of the airplane. In addition, these loads must be multiplied by a factor of 1.33 in determining the
strength of all fittings and the attachment of:
(1) Each seat to the structure; and
(2) Each safety belt and shoulder harness to the seat or structure.
5.1.1.2 Each forward-facing or aft-facing seat/restraint system in Level 1 through 3 airplanes must consist of a seat, a safety belt,
and a shoulder harness, with a metal-to-metal latching device, that are designed to provide the occupant protection provisions
required in 4.2. Other seat orientations must provide the same level of occupant protection as a forward-facing or aft-facing seat
with a safety belt and a shoulder harness, and must provide the protection provisions of 4.2.
5.1.1.3 For Level 4 airplanes, each seat and the supporting structure must be designed for occupants weighing at least 77 kg [170
lb] when subjected to the inertia loads resulting from the ultimate static load factors prescribed in 4.1.2.2. Each occupant must be
protected from serious head injury when subjected to the inertia loads resulting from these load factors by a safety belt and shoulder
harness, with a metal-to-metal latching device, for the front seats and a safety belt, or a safety belt and shoulder harness, with a
metal-to-metal latching device, for each seat other than the front seats.
5.1.1.4 Each restraint system must have a single-point release for occupant evacuation.
5.1.1.5 The restraint system for each crewmember must allow the crewmember, when seated with the safety belt and shoulder
harness fastened, to perform all functions necessary for flight operations.
5.1.1.6 Each pilot seat must be designed for the reactions resulting from the application of pilot forces to the primary flight
controls.
F3083/F3083M − 23a
5.1.1.7 There must be a means to secure each safety belt and shoulder harness, when not in use, to prevent interference with the
operation of the airplane and with rapid occupant egress in an emergency.
5.1.1.8 Unless otherwise placarded, each seat in an airplane approved for bank angles greater than 60°, spins or aerobatics must
be designed to accommodate an occupant wearing a parachute.
5.1.1.9 The cabin area surrounding each seat, including the structure, interior walls, instrument panel, control wheel, pedals, and
seats within striking distance of the occupant’s head or torso (with the restraint system fastened) must be free of potentially
injurious objects, sharp edges, protuberances, and hard surfaces. If energy absorbing designs or devices are used to meet this
requirement, they must protect the occupant from serious injury when the occupant is subjected to the inertia loads resulting from
the ultimate static load factors prescribed in 4.1.2.2, or they must comply with the occupant protection provisions of 4.2, as
required in 5.1.1.2 and 5.1.1.3.
5.1.1.10 Each seat track must be fitted with stops to prevent the seat from sliding off the track.
5.1.1.11 Each seat/restraint system may use design features, such as crushing or separation of certain components, to reduce
occupant loads when showing compliance with the requirements of 4.2; otherwise, the system must remain intact.
5.1.1.12 For the purposes of this section, a front seat is a seat located at a flight crewmember station or any seat located alongside
such a seat.
5.1.1.13 Each berth, or provisions for a litter, installed parallel to the longitudinal axis of the airplane, must be designed so that
the forward part has a padded end-board, canvas diaphragm, or equivalent means that can withstand the load reactions from a 98
kg [215 lb] occupant when subjected to the inertia loads resulting from the ultimate static load factors of 4.1.2.2. In addition:
(1) Each berth or litter must have an occupant restraint system and may not have corners or other parts likely to cause serious
injury to a person occupying it during emergency landing conditions; and
(2) Occupant restraint system attachments for the berth or litter must withstand the inertia loads resulting from the ultimate
static load factors of 4.1.2.2.
5.1.1.14 Proof of compliance with the static strength requirements of this section for seats and berths approved as part of the type
design and for seat and berth installations may be shown by:
(1) Structural analysis, if the structure conforms to conventional airplane types for which existing methods of analysis are
known to be reliable;
(2) A combination of structural analysis and static load tests to limit load; or
(3) Static load tests to ultimate loads.
5.2 Doors:
5.2.1 Each closed cabin with passenger accommodations must have at least one adequate and easily accessible external door.
5.2.2 Passenger doors must not be located with respect to any propeller disk or any other potential hazard so as to endanger
persons using the door.
5.2.3 In addition, for Level 4 airplanes, the following requirements apply:
5.2.3.1 Each passenger entry door must qualify as a floor level emergency exit. This exit must have a rectangular opening of not
less than 0.61 m [2 ft] wide by 1.22 m [4 ft] high, with corner radii not greater than one-third the width of the exit.
5.2.3.2 If an integral stair is installed at a passenger entry door, the stair must be designed so that, when subjected to the inertia
loads resulting from the ultimate static load factors in 4.1.2.2 and following the collapse of one or more legs of the landing gear,
it will not reduce the effectiveness of emergency egress through the passenger entry door.
5.2.4 If lavatory doors are installed, they must be designed to preclude an occupant from becoming trapped inside the lavatory.
If a locking mechanism is installed, it must be capable of being unlocked from outside of the lavatory.
5.2.5 If external passenger or crew doors are employed, each such door must be openable from the inside and the outside when
the internal locking mechanism is in the locked position.
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5.2.6 If external passenger or crew doors are employed, there must be a means of opening each such door, which is simple and
obvious and is arranged and marked inside and outside so that the door can be readily located, unlocked, and opened.
5.2.7 The provisions of 5.2.6 must be met even in darkness.
5.2.8 If external passenger or crew doors are employed, each such door must meet the marking requirements of 5.65.7, Emergency
Exits.Exit Marking.
5.2.9 If external passenger or crew doors are employed, each such door must be reasonably free from jamming as a result of
fuselage deformation in an emergency landing.
5.2.10 Auxiliary locking devices may be used for external passenger or crew doors.
5.2.11 Auxiliary locking devices that are actuated externally to the aircraft may be used, but such devices must be overridden by
the normal internal opening means for each external passenger or crew door.
5.2.12 In addition, for Level 4 Aeroplanes, the following requirements apply:
5.2.12.1 Each external passenger or crew door must be openable from both the inside and outside, even though persons may be
crowded against the door on the inside of the aircraft.
5.2.12.2 If inward opening external passenger or crew doors are used, there must be a means to prevent occupants from crowding
against the door to the extent that would interfere with opening the door.
5.3 Baggage and Cargo Compartments:
5.3.1 Each baggage and cargo compartment must:
5.3.1.1 Be designed for its placarded maximum weight of contents and for the critical load distributions at the appropriate
maximum load factors corresponding to the specified flight and ground load conditions.
5.3.1.2 Have means to prevent the contents of any compartment from becoming a hazard by shifting, and to protect any controls,
wiring, lines, equipment or accessories whose damage or failure would affect safe operations.
5.3.1.3 Have a means to protect occupants from injury by the contents of any compartment, located aft of the occupants and
separated by structure, when the ultimate forward inertial load factor is 9 g and assuming the maximum allowed baggage or cargo
weight for the compartment.
5.3.2 Designs that provide for baggage or cargo to be carried in the same compartment as passengers must have a means to protect
the occupants from injury when the baggage or cargo is subjected to the inertial loads resulting from the ultimate static load factors
of 4.1.2.3, assuming the maximum allowed baggage or cargo weight for the compartment.
5.3.2.1 For Level 1 aircraft with a V not more than 8383 km km/h [45 kts], ⁄h [45 kts], if there is no structure between baggage
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and occupant compartments the baggage items located behind the occupants and those which might become a hazard in a crash
must be secured for 1.33 × 9 g.
5.4 Emergency Evacuation:
5.4.1 For Level 4 airplanes, an evacuation demonstration must be conducted utilizing the maximum number of occupants for
which certification is desired. The demonstration must be conducted under simulated night conditions using only the emergency
exits on the most critical side of the airplane. The participants must be representative of average passengers with no prior practice
or rehearsal for the demonstration. Evacuation must be completed within 90 s.
5.4.2 In addition, when certification to the emergency exit provisions of 5.6.4.1(2) is requested, only the emergency lighting
system required by 5.8 may be used to provide cabin interior illumination during the evacuation demonstration required in 5.4.1.
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5.5 Flightcrew Emergency Exits:
5.5.1 For airplanes where the proximity of the passenger emergency exits to the flightcrew area does not offer a convenient and
readily accessible means of evacuation for the flightcrew, the following apply:
5.5.1.1 There must be either one emergency exit on each side of the airplane, or a top hatch emergency exit, in the flightcrew area;
5.5.1.2 Each emergency exit must be located to allow rapid evacuation of the crew and have a size and shape of at least a 0.48
m [1.58 ft] by 0.51 m [1.67 ft] unobstructed rectangular opening; and
5.5.1.3 For each emergency exit that is not less than 1.83 m [6 ft] from the ground, an assisting means must be provided. The
assisting means may be a rope or any other means demonstrated to be suitable for the purpose. If the assisting means is a rope,
or an approved device equivalent to a rope, it must be:
(1) Attached to the fuselage structure at or above the top of the emergency exit opening or, for a device at a pilot’s emergency
exit window, at another approved location if the stowed device, or its attachment, would reduce the pilot’s view; and
(2) Able (with its attachment) to withstand a 1779 N [400 lbf] static load.
5.5.1.4 For airplanes that are used only for the carriage of cargo, the flightcrew emergency exits must meet the requirements of
5.6 under any cargo loading conditions.
5.6 Emergency Exits:
5.6.1 Number and Location—Emergency exits must be located to allow escape without crowding in any normal or probable crash
attitude. The airplane must have at least the following emergency exits:
5.6.1.1 For all airplanes with a seating capacity of two or more, excluding airplanes with canopies, at least one emergency exit
on the opposite side of the cabin from the main door specified in 5.2.
5.6.1.2 If the pilot compartment is separated from the cabin by a door that is likely to block the pilot’s escape in a minor crash,
there must be an exit in the pilot’s compartment. The number of exits required by 5.6.1.1 must then be separately determined for
the passenger compartment, using the seating capacity of that compartment.
5.6.1.3 Emergency exits must not be located with respect to any propeller disk or any other potential hazard so as to endanger
persons using that exit.
5.6.2 Type and Operation—Emergency exits must be movable windows, panels, canopies, or external doors, openable from both
inside and outside the airplane, that provide a clear and unobstructed opening large enough to admit a 0.48 m [1.58 ft] by 0.66 m
[2.17 ft] ellipse. Auxiliary locking devices used to secure the airplane must be designed to be overridden by the normal internal
opening means. In addition, each emergency exit must:
5.6.2.1 Be readily accessible, requiring no exceptional agility to be used in emergencies;
5.6.2.2 Have a method of opening that is simple and obvious;
5.6.2.3 Be arranged and marked for easy location and operation, even in darkness;
5.6.2.4 Have reasonable provisions against jamm
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