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Appendix 1 to ETSO-C127c - MPS For Rotorcraft, Transport Aeroplane, and Small Aeroplane Seating Systems

Available versions for ERULES-1963177438-9241

ED Decision 2022/018/R found in: CS-ETSO Amdt 17 - European Technical Standard Orders (Oct 2026)

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###### Appendix 1 to ETSO-C127c – MPS For Rotorcraft, Transport Aeroplane, and Small Aeroplane Seating Systems

*ED
Decision
2022/018/R*

1.0. Forward- and aft-facing seating systems must meet the
requirements of Table 1 of this Appendix. This Appendix prescribes
the EASA modifications to the MPS for SAE International’s Aerospace
Standard (AS) 8049C, ‘*Performance Standard for Seats in Civil
Rotorcraft, Transport Aircraft, and General Aviation Aircraft*’,
dated August 2015. When the SAE section *recommends (or
suggests, advises, etc.)* something, and it is part of the MPS,
the recommendation becomes a *requirement*. In addition, modify
AS8049C as follows:

***Table
1 — SAE AS8049C***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
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<col/>
<thead>
<tr valign="top">
<td bgcolor="#808080">
When
				reading AS8049C
</td>
<td bgcolor="#808080">
Do
				the following:
</td>
</tr>
</thead>
<tbody>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				1
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				2
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				3
</td>
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Apply
				all the subsections unless disregarded or modified as shown
				below:

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On
				page 6, replace subsection 3.2.15 by the following:

3.2.15
Except for rearward-facing seats and seats equipped with
				multiple anchorage point pelvic restraints (e.g. Y-belts), the
				pelvic restraint system must be designed such that the vertical
				angle between the pelvic restraint centre line and the seat
				reference point (SRP) waterline must range from 35° to 55°. The
				SRP waterline is a line/plane passing through the SRP parallel to
				the floor waterline. The pelvic restraint centre line is formed
				by a line from the pelvic restraint anchorage to a point located
				9.75 inches (250 mm) forward of the SRP and 7.0 inches
				(180 mm) above the SRP waterline. In addition, the pelvic
				restraint anchorage point(s) must be located no further than 2.0
				inches (51 mm) forward of the SRP (ref. ARP5526D). See AC 21‑34
				for additional guidance on acceptable seat belt geometries.

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On
				page 6, replace subsection 3.2.17 by the following:

3.2.17
Safety belt restraint systems must meet the requirements of
				E/TSO-C22g ‘Safety Belts’ or E/TSO-C114 ‘Torso Restraint
				Systems’ (or later EASA/FAA revisions), and each must be
				equipped with a metal-to-metal latching device.

-----------------------------------------------------------------------------

On
				page 7, for Type B seats, replace subsection 3.3.1 by the
				following:

3.3.1
The materials must be suitable and durable for use in aircraft
				seats, as established by tests or experience, accounting for
				statistical variability in the material and the effects of
				environmental conditions such as the temperature and humidity
				expected in service. Materials which could affect the safety of
				the aircraft or the occupants must be controlled to ensure the
				strength and other properties defined in the design data. Special
				factors must be developed for application per subsection 4.1 for
				each part of the structure whose strength is:

(1) uncertain;

(2) likely
				to deteriorate in service before normal replacement; or

(3) subject
				to appreciable variability due to uncertainties about:

i. the
				manufacturing processes; or

ii.	the
				inspection methods.

The
				use of materials such as fibre-reinforced materials (i.e.
				composites) used to fabricate components of the seat within the
				primary load path (to include seat backs and pans) requires
				unique considerations for material and process control,
				generation of design values, consideration of the environmental
				and variability factors, identification and substantiation of
				potential damage, developing criteria to assess the post-impact
				structural integrity, and creating instructions for continued
				airworthiness (ICAs). Applicants may follow the relevant guidance
				in AC 20-107B when addressing these concerns.

Test
				plans to develop design allowable data and special factors or
				alternative justification for the use of service history must be
				approved in advance by EASA.

Note:
				An ETSO approval does not include installation approval in an
				aircraft, and special conditions may be required to gain
				installation approval if the design includes new and novel
				materials and processes (e.g. composite materials, bonded joints,
				or additive manufacturing) in the primary load path.

Applicants
				for seat installations under CS-27 and CS-29 should ensure that
				all the composite seat components comply with the relevant
				regulatory requirements for material and process control, and
				that the manufacturing and service instructions are adequate to
				ensure that the seat complies with the crashworthiness
				requirements throughout its life.

---------------------------------------------------------------------------------------------------------

On
				page 7, for Type A-T, Type C seats (all the aircraft categories
				detailed in 1(1)c of this ETSO), replace subsection 3.3.1 by the
				following:

3.3.1
				The materials must be suitable and durable for use in aircraft
				seats, as established by tests or experience, accounting for
				statistical variability in the material and the effects of
				environmental conditions such as the temperature and humidity
				expected in service. Materials which could affect the safety of
				the aircraft or the occupants must be controlled to ensure the
				strength and other properties defined in the design data. Special
				factors must be developed for application per subsection 4.1 for
				each part of the structure whose strength is:

(1) uncertain;

(2) likely
				to deteriorate in service before normal replacement; or

(3) subject
				to appreciable variability due to uncertainties about:

i. the
				manufacturing processes; or

ii. the
				inspection methods.

For
				the use of materials such as fibre-reinforced materials (i.e.
				composites) used to fabricate components of the seat within the
				primary load path (to include seat backs and pans) apply Table 5
				of Appendix 1 of this ETSO.

Note:
				An ETSO approval does not include installation approval in an
				aircraft, and special conditions may be required to gain
				installation approval if the design includes new and novel
				materials and processes (e.g. composite materials, bonded joints,
				or additive manufacturing) in the primary load path.

Applicants
				for seat installations under CS-23 and CS-25 should ensure that
				all the composite seat components comply with the relevant
				regulatory requirements for material and process control, and
				that the manufacturing and service instructions are adequate to
				ensure that the seat complies with the crashworthiness
				requirements throughout its life.

---------------------------------------------------------------------------------------------------------

On
				page 7, replace subsection 3.3.2 by the following:

3.3.2
				The methods and processes used for fabrication and assembly must
				produce consistently sound seats. If a fabrication process
				requires close control to reach this objective, the process must
				be performed in accordance with the design data (e.g. process
				specification).

---------------------------------------------------------------------------------------------------------

On
				page 7, add subsection 3.3.4 as follows:

3.3.4
				Each part of the seat structure must be protected against
				deterioration or loss of strength in service due to any cause
				(such as corrosion, wear, impact damage, environmental
				degradation, etc.) and have provisions for ventilation and
				drainage where necessary for protection.

---------------------------------------------------------------------------------------------------------

On
				page 7, replace subsection 3.4.1 by the following:

3.4.1
				All the materials used on seats must meet the requirements of
				subsection 3.4.1.1, 3.4.1.2, 3.4.1.3, or 3.4.1.4. The definition
				and use of parts that are considered small parts that would not
				contribute significantly to the propagation of a fire must be
				approved in advance by EASA. When inflatable materials are used
				(i.e. material used in the fabrication of inflatable restraints,
				airbags, etc.), the inflatable material must meet the
				flammability requirements of CS-25, Appendix F, Part I (a)(iv).

Note:
				Inflatable materials used in devices to increase occupant safety
				are a novel or unusual design feature that may be subject to
				special conditions and additional certification requirements for
				installation approval. The fire protection properties of the
				material may be demonstrated by following FAA Policy Statement PS
				


ANM-25.853-01
				R2, ‘Flammability Testing of Interior Materials’ (dated 3
				July 2013) or tested in accordance with the applicable chapter of
				the Aircraft Materials Fire Test Handbook — DOT/FAA/AR-00/12.

---------------------------------------------------------------------------------------------------------

Add
				subsections 3.4.1.1, 3.4.1.2, 3.4.1.3, and 3.4.1.4 as follows:

3.4.1.1
				All the materials used on Type A-T and Type B-T seats must be
				tested in accordance with the procedures, and meet the fire
				protection requirements, of CS-25, Appendix F, Part I, except
				where the material properties, size and quantity would not create
				or propagate a cabin fire. The fire protection properties of the
				material may also be demonstrated by following FAA Policy
				Statement 
PS-ANM-25.853-01 R2, ‘Flammability Testing of
				Interior Materials’ (dated 3 July 2013) or tested in accordance
				with the Aircraft Materials Fire Test Handbook —
				DOT/FAA/AR-00/12, Chapter 1 or 3.

3.4.1.2
				All the materials used on Type B-N, Type C-N, Type C-NL1, Type
				C-NL2, Type C NL3, Type C-U, and Type C-A seats must have
				flame-resistant properties. The materials must be tested to and
				must meet the requirements of paragraph 8.b of FAA Advisory
				Circular (AC) 23-2A Change 1, ‘Flammability Tests’ (dated 15
				February 2013).

3.4.1.3
				All the materials used on Type C-C seats must be tested in
				accordance with the test procedures of CS-23, Appendix F, Part I
				(Amendment 5) or the Aircraft Materials Fire Test Handbook —
				DOT/FAA/AR-00/12, Chapter 1 or 3, and must meet the following
				flammability performance requirements:

3.4.1.3.1
				The panels, walls, structural flooring, and materials used in the
				construction of stowage compartments (other than underseat
				stowage compartments and compartments for stowing small items
				such as magazines and maps) must be self extinguishing. The
				average burn length may not exceed 6 inches and the average flame
				time after removal of the flame source may not exceed 15 seconds.
				Drippings from the test specimen may not continue to flame for
				more than an average of 3 seconds after falling.

3.4.1.3.2
				Floor coverings, textiles (including draperies and upholstery),
				seat cushions, padding, decorative and non-decorative coated
				fabrics, leather, electrical conduits, transparencies, moulded
				and thermoformed parts, and trim strips (decorative and chafing)
				that are constructed of materials not covered in subsection
				3.4.1.3.3 must be self-extinguishing. The average burn length may
				not exceed 8 inches and the average flame time after removal of
				the flame source may not exceed 15 seconds. Drippings from the
				test specimen may not continue to flame for more than an average
				of 5 seconds after falling.

3.4.1.3.3
				Acrylic windows and signs, parts constructed in whole or in part
				of elastomeric materials, seatbelts, and shoulder harnesses may
				not have an average burn rate greater than 2.5 inches per minute.

3.4.1.3.4
				Except for electrical wire cable insulation, and for small parts
				where the material properties, size, and quantity would not
				create or propagate a cabin fire, the materials in items not
				specified in subsections 3.4.1.3.1 through 3.4.1.3.3 may not have
				a burn rate greater than 4.0 inches per minute.

3.4.1.4
				All the materials used on Type C-NL4 seats must be
				self-extinguishing and tested in accordance with the test
				procedures of CS-23, Appendix F 
(Amendment 4), or the
				Aircraft Materials Fire Test Handbook — 
DOT/FAA/AR-00/12,
				Chapter 1.

---------------------------------------------------------------------------------------------------------

On
				page 8, replace subsection 3.4.2 by the following:

Cushion
				systems on Type A-T and Type B-T passenger, flight attendant and
				observer seats must meet the fire protection requirements of
				CS-25, Appendix F, Part II. The fire protection properties of the
				material may also be demonstrated by following FAA AC 25.853-1,
				‘Flammability Requirements for Aircraft Seat Cushions’ (dated
				17 September 1986), tested in accordance with the Aircraft
				Materials Fire Test Handbook — DOT/FAA/AR-00/12, Chapter 7 and,
				where applicable, FAA Policy Statement ANM 115 07-002, ‘Policy
				Statement on Certification for Flammability of Lightweight Seat
				Cushions’ (dated 16 April 2009).

---------------------------------------------------------------------------------------------------------

On
				page 8, replace subsection 3.4.3 by the following:
The
				insulation on electrical wires and cables on all Type A, Type B
				and Type C seats must meet the fire protection requirements of
				CS-25, Appendix F, Part I, (a)(3), or the Aircraft Materials Fire
				Test Handbook — DOT/FAA/AR-00/12, Chapter 4.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				4
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

-----------------------------------------------------------------------------

On
				page 14, revise column 5 in Table 4A as follows:

<img align="bottom" border="0" name="Image4" src="image098.png"/>


---------------------------------------------------------------------------------------------------------

On
				page 14, add an additional column in Table 4A as follows:

<img align="bottom" border="0" name="Picture 2" src="image099.png"/>


<img align="bottom" border="0" name="Picture 3" src="image100.png"/>


---------------------------------------------------------------------------------------------------------

On
				page 14, replace Note (6) in Table 4A by the following:

Use
				a 190-pound occupant weight to account for the weight of a
				parachute.

---------------------------------------------------------------------------------------------------------

On
				page 14, replace Note (4) in Table 4A by the following:

For
				Type C seats, the load factors may need to be increased according
				to 
CS 23.562(d), or CS 23.2270, Amendment 5.

---------------------------------------------------------------------------------------------------------

On
				page 14, replace Note (2) in Table 4A by the following:

Elective:
				Increase these load factors as necessary for
				aircraft-model-specific flight and ground loads. All the seat
				adjustment positions and occupancy variations, including those
				used in flight, must be evaluated when using these increased load
				factors. Load factors at directions other than those prescribed
				by Table 4A as modified by this Appendix may be tested. Document
				the increased load factors and report them. You must also mark
				them on the ETSO placard (see Appendix 2, paragraph (d) of
				ETSO-C127c).

---------------------------------------------------------------------------------------------------------

On
				page 17, replace Note (1) in Table 4C by the following:
Applicable
				only to Type C-N, C-NL1, C-NL2, C-NL3, C-NL4, Type C-U, Type C-C,
				and Type C-A seats.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				5 

</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

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On
				page 18, replace Section 5.0 by the following:

The
				initial qualification of a seat shall be performed by static and
				dynamic tests. Computer modelling analytical techniques may be
				used as established by 
AC 20-146, Revision A, paragraph
				2.5. The use of computer modelling analytical techniques must be
				established by the applicant and accepted by EASA.

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On
				page 22, replace subsection 5.1.9 by the following:

The
				load due to any item of mass, including the seat that is not
				restrained by the occupant restraint system, must be applied in a
				representative manner at the CG of the mass, or with a corrective
				factor applied in a conservative manner relative to the CG of the
				item of mass.

Note:
				If the retention of an item of mass attached to the seat is
				demonstrated by the dynamic qualification tests of subsection
				5.3, no further demonstration of retention for the forward and
				downward static conditions is required; however, a demonstration
				of retention of items of mass for the side, up, and aft static
				conditions is still required.

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On
				page 24, replace subsection 5.3 by the following:

5.3
				Dynamic Qualification Tests

This
				section specifies the dynamic tests to satisfy the requirements
				of this document.

For
				Type A seats: You may demonstrate compliance with the dynamic
				test procedures and documentation of subsection 5.3.1 ‘Dynamic
				Impact Test Parameters’ to subsection 5.3.9.2 ‘Impact Pulse
				Shape’ of SAE AS8049C by the equivalent procedures of FAA AC
				25.562-1B, Change 1. The equivalent method must be included in
				the document that contains the installation instructions and
				limitations, and must be used consistently when evaluating all
				the variations of the seat and any subsequent changes to the seat
				design.

For
				Type A seats: You can also use the simplified procedures for head
				injury criteria (HIC) outlined in AC 25.562-1B, Change 1, instead
				of the test conditions in AS8049C subsection 5.3.6.2.

Except
				for Hybrid III ATDs (49 CFR Part 572, Subpart E) modified in
				accordance with SAE Technical Paper 1999-01-1609, the use of an
				equivalent ATD must be established by the applicant and accepted
				by EASA.

---------------------------------------------------------------------------------------------------------

Add
				subsection 5.3.1.5 as follows:

5.3.1.5
Sensor-driven restraint systems

If
				a sensor-driven restraint system (e.g. an airbag, inflatable
				restraint, seatbelt pre tensioner, deployable panel) is used as
				part of the seating system, additional threshold testing must be
				conducted to ensure that the structural and occupant injury
				criteria continue to be met when the sensor-driven restraint
				system does not activate. The threshold test must test the
				seating system at an inertial load no less than the maximum
				dynamic impact acceleration allowed by the 
sensor-driven
				restraint system without activating.

For
				seats with sensor-driven restraint systems, it must be shown that
				the system will activate and provide protection under emergency
				landing conditions where it is necessary to prevent serious
				injury to the occupants. The system must provide a consistent
				approach to injury protection throughout the range of occupants
				(2-year-old child to 95th percentile male) whether it is designed
				to manage injury parameters (e.g. HIC, Nij, neck rotation, etc.)
				or occupant motion. The system must be included in each test. If
				sensor driven restraint systems influence the test results, they
				must be active during the test.

Seats
				that require a sensor-driven restraint system to meet the
				requirements of this ETSO must include the detailed design
				definition of the system and any other information required for
				installation as part of the document that contains the
				installation instructions and limitations.

Sensor-driven
				restraint systems may be used to control occupant motion. The
				intended function of the system must be demonstrated during each
				applicable test.

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On
				page 35, replace subsection 5.3.3.5(i) by the following:

(i) The
				side-facing seat requirements are defined in Table 3 of the
				Appendix to this ETSO.

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On
				page 35, add subsection 5.3.3.5(j) as follows:

(j) The
				oblique-facing seat requirements are defined in Table 4 of the
				Appendix to this ETSO.

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On
				page 39, replace subsection 5.3.4.1(a) by the following:

(a) Sled
				or drop tower vehicle acceleration data measurements must be in
				accordance with the Channel Class 60 requirements.

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On
				page 42, replace subsection 5.3.6.3 by the following:

5.3.6.3
				If a non-symmetrical upper torso restraint system (such as a
				single diagonal shoulder belt) is used in a system, it must be
				installed in the test fixture in a position representative of
				that in the aircraft.

For
				a forward-facing seat equipped with a single diagonal shoulder
				belt, the Test 2 yaw direction must be selected to address the
				direction which would increase the likelihood of the occupant not
				being restrained (typically over the trailing shoulder) and
				assessment of the maximum upper torso restraint load, which
				requires testing in the critical structural direction. In some
				cases, this may require testing in both directions of yaw.

For
				a Type A seat, testing per AC-25.562-1B, Change 1, paragraph
				3.b(3), may be used.

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On
				page 44, replace subsection 5.3.8.3(a) by the following:

(a) Prior
				to seating the ATD, all the seat adjustments and controls must be
				set as indicated in 5.3.6.4. To the extent that they influence
				the injury criteria, all the seat adjustments and controls should
				be in the design position intended for a 50th percentile male
				occupant. If seat restraint systems are being tested that are to
				be used in applications where special requirements dictate their
				position for landing or take-off, those positions should be used
				in the tests.

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On
				page 44, replace subsection 5.3.8.3(d) and (e) by the following:

(d) Once
				all lifting devices have been removed from the ATD, it should be
				rocked slightly to settle it in the seat.

(e) The
				ATD's knees should be separated by approximately 4 inches (100
				mm).

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On
				page 47, replace subsection 5.3.9.4 by the following:

5.3.9.4
				Head Injury Criteria (HIC)

Head
				Injury Criterion (HIC) data for determining the HIC needs to be
				collected during the tests discussed in this document only if the
				ATD's head is exposed to impact on aircraft interior features
				(not including the floor or the ATD’s own leg) during the test.
				The HIC is calculated according to the following equation:

<img align="bottom" border="0" name="Picture 4" src="image101.png"/>


where
				t1 and t2 are any two points in time (in seconds) during the head
				impact, and a(t) is the resultant head acceleration (expressed in
				g) during the head impact.

The
				HIC is a method for defining an acceptable limit, i.e. the
				maximum value of the HIC must not exceed 1000 for head impact
				against interior surfaces in a crash. The HIC is invariably
				calculated by computer-based data analysis systems, and the
				discussion that follows outlines the basic method for
				computation. The HIC is based on data obtained from three
				mutually perpendicular accelerometers installed in the head of
				the ATD in accordance with the ATD specification. Data from these
				accelerometers is obtained using a data system conforming to
				Channel Class 1000, as described in SAE J211. Only the data taken
				during head impact with the aircraft interior needs to be
				considered; this is usually indicated by a rapid change in the
				magnitude of the acceleration data. Film of the test may show
				head impacts that can be correlated with the acceleration data by
				using the time base common to both the electronic and
				photographic instrumentation. Simple contact switches that do not
				significantly alter the surface profile could also be used to
				define the initial contact time.

In
				many cases, a full system sled test to evaluate specific occupant
				injury conditions may not be needed to evaluate a redesign of the
				seat system that affects only the HIC. In such cases, the
				photometric head path data can be gathered and used to ensure
				that no contact will occur, or to define the head angle and
				velocity at impact. This data can then be used in a component
				test of severity comparable to the whole-system sled test. Other
				factors, such as the inertial response of the impact target, must
				be accounted for in the component test conditions so that the
				impact condition is representative. The component testing methods
				used for HIC measurements must be demonstrably equivalent to
				whole-system sled test HIC measurements.

Additionally,
				a seat may be designed for use in multiple locations where head
				contact against a range of unknown bulkhead targets is
				anticipated (e.g. 
front-row seats). For these seats, the
				HIC may be measured using a representative impact target mounted
				in front of the seat at the installation setback, or a range of
				setbacks. This target will represent typical fixtures such as
				galleys, partitions, lavatories, and closets, and its stiffness
				will be representative for those monuments. If contact occurs,
				the HIC must not exceed 1000.

When
				the seat is evaluated against unknown bulkhead targets using a
				representative impact target, the detailed design definition of
				the impact target, and any other information required for the
				installation (e.g. the stiffness), must be included as part of
				the document that contains the installation instructions and
				limitations.

When
				considering multiple seat pitches or setbacks from interior
				components, or considering a range of occupant statures, the HIC
				evaluation should be made when a solid head strike occurs during
				the dynamic test. Regardless of whether the head contact is a
				solid strike or a glancing blow, the HIC value must be calculated
				and must not exceed 1000.

The
				ATD head should not sweep by the seat back/interior component
				with no apparent interruption in the head path movement, even
				though there may have been contact on the top of the head.

The
				following evaluations of the test data can be used to determine
				whether a solid head strike has occurred:

a.	A
				review of the dynamic test videos and evaluation of the ATD head
				path movement, head contact, and head reaction at contact should
				be made. There should be a noticeable change in the head movement
				at the time of contact.

b.	A
				review of the post-test photographs and an evaluation of the ATD
				head contact markings should be made. The contact marks (see
				subsection 5.3.8.4) should show that the area of the ATD head
				contact was not only across the top of the head.

c.	A
				review and evaluation of the ATD head acceleration plots (x, y, z
				and resultant) should be made. The resultant ATD head
				acceleration plot during the time period in which the critical
				HIC calculation was made should show an abrupt change in the head
				acceleration. In addition, the individual direction ATD head
				acceleration plots should be evaluated to determine which
				component direction contributes primarily to the resultant head
				acceleration. A primary contribution of the x-component indicates
				more of a solid head strike occurring. A primary contribution of
				the z-component indicates more of a top of the head contact and
				the top of the head moving forward into the seat/interior
				component as the head is sweeping by the seat/interior component.

---------------------------------------------------------------------------------------------------------

On
				page 49, replace subsection 5.3.9.9 by the following:

5.3.9.9
Femur load (type A-T seats): Data for measuring femur loads
				can be collected in the tests discussed in this document if the
				ATD’s legs contact seats or other structures. The maximum
				compressive load in the femur can be obtained directly from a
				plot or listing of each femur load transducer output. If the
				value of peak acceleration measured in the test exceeds the level
				given in Figure 6, 7A, or 7B, the femur load measured in the test
				may be adjusted by no more than 10 % by multiplying the
				measured values by the ratio of the peak acceleration given in
				Figure 6, 7A, or 7B, divided by the measured peak acceleration,
				if necessary. Data need not be recorded in each individual test
				if a rational comparative analysis is available for showing
				compliance. For large clearance installations (distance from the
				seat reference point (SRP) to the strike target is greater than
				40 inches (100 cm) nominally), no data is necessary to
				substantiate the femur loads; however, appropriate limitations
				must be included in the document that contains the installation
				instructions and limitations.

Extensive
				seat testing has shown that the femur loading criterion is not
				usually exceeded; therefore, recording femur loads may not be
				necessary during the test if you can show compliance by rational
				comparative analysis using data from previous tests. However, the
				rational analysis must show that the testing applies to the seat
				design, and you must include appropriate limitations in the
				document that contains the installation instructions and
				limitations.

---------------------------------------------------------------------------------------------------------

On
				page 49, replace subsection 5.3.9.12 by the following:

5.3.9.12
Seat Attachment Reactions

The
				data of the maximum loads imposed on the tracks or fittings at
				all the seat attachment points must be collected and recorded
				(see subsection 5.3.3.2). This data can be obtained directly from
				the output of the load cell at each attachment location.

---------------------------------------------------------------------------------------------------------

On
				page 50, replace subsection 5.3.10.1.1(e) and (f) by the
				following:

(e) A
				statement confirming that the data collection was performed in
				accordance with the requirements of this document, or a detailed
				description of the actual procedure used and a technical analysis
				showing equivalence to the requirements of this document.

Note:
				Unless otherwise specified in the ETSO, you must obtain EASA
				approval for any deviations from the requirements of the AS8049C
				subsections identified as the MPS of this ETSO.

(f) The
				manufacturer, governing specification, serial number, and test
				weights of the ATDs used in the tests, and a description of any
				modifications or repairs performed on the ATDs that could cause
				them to deviate from the specification.

Note:
				Unless otherwise specified in the ETSO, you must obtain EASA
				approval for any deviations from the requirements of the AS8049C
				subsections identified as the MPS of this ETSO.

---------------------------------------------------------------------------------------------------------

Add
				subsection 5.4.11 as follows:

5.4.11
If the ATD is exposed to impact with aircraft interior
				features during the test:

(a)	if
				the test uses a Hybrid II ATD, then:

(1)	the
				interaction must not rotate the head about its vertical axis,
				relative to the torso, by more than 105 degrees in either
				direction from forward facing, or introduce a feature or surface
				that produces concentrated loading on the neck, and

(2)	the
				head centre of gravity must not stop sliding down the seat back
				for more than 10 milliseconds while the torso is still moving
				downward; or

(b)	if
				the test uses an FAA Hybrid III or equivalent, then:

(1)	the
				interaction must not rotate the head about its vertical axis,
				relative to the torso, by more than 105 degrees in either
				direction from forward facing, or introduce a feature or surface
				that produces concentrated loading on the neck, and

(2)	the
				Nij (calculated in accordance with 49 CFR 571.208) must be below
				1.0, where Nij = (Fz/Fzc) + (Mocy/Myc), and the Nij critical
				values are:

i. Fzc
				= 1 530 lbf for tension

ii. Fzc
				= 1 385 lbf for compression

iii. Myc
				= 229 lbf ft in flexion

iv. Myc
				= 100 lbf ft in extension

(3)	the
				peak upper neck Fz is less than 937 lbf in tension and 899 lbf in
				compression.

(c)	If
				testing is first conducted with the Hybrid II ATD and the
				interaction could cause serious human injury as defined in
				paragraph (a)(2) (e.g. chin snagging on a horizontal seat back
				feature), then subsequent testing may be accomplished with the
				FAA Hybrid III or equivalent. To show acceptability using the FAA
				Hybrid III or equivalent:

(1)	the
				ATD must be positioned so that the chin will strike above the
				seat feature which caused the unacceptable interaction in the
				initial Hybrid II ATD test,

(2)	testing
				must demonstrate the same behaviour as shown with the Hybrid II
				ATD in order for the safety demonstration to be valid, and

(3)	the
				loads in (b)(1) and (b)(2) must be reported.

(4)	If
				the test demonstrates an acceptable interaction per paragraph
				(a)(1), and the loads in (b)(1) and (b)(2) are below the limits,
				no further substantiation is necessary.

(5)	Due
				to differing chin shapes and neck stiffnesses, the chin of the
				FAA Hybrid III ATD or equivalent may or may not hang up on the
				seat feature. If the head stops, the stop time may exceed 10 ms
				provided that the loads in (b)(1) and (b)(2) are not exceeded.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				6
</td>
<td bgcolor="#d9d9d9">
Disregard
				and refer to paragraph 4 of this ETSO.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				7
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Appendix
				A
</td>
<td bgcolor="#d9d9d9">
No
				Changes
</td>
</tr>
</tbody>
</table>

2.0 This paragraph prescribes the MPS for SAE International ARP5526D
‘Aircraft Seat Design Guidance and Clarifications’, dated
July 2015. When the SAE section recommends (or suggests,
advises, etc.) something, and it is part of the MPS, the
recommendation becomes a requirement. In addition, modify ARP5526D as
follows:

***Table
2 — SAE ARP5526D***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<thead>
<tr valign="top">
<td bgcolor="#808080">
When
				reading ARP5526D
</td>
<td bgcolor="#808080">
Do
				the following:
</td>
</tr>
</thead>
<tbody>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				1
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				2
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section3
</td>
<td bgcolor="#d9d9d9">
Disregard
				all the subsections in Section 3 not listed below. The following
				subsections apply as modified:

 


On
				page 7, replace subsection 3.2.2. by the following:

 


3.2.2
Recommended Practice

Seatbelt
				misalignment is a condition where the seatbelt and/or shackle is
				positioned to give the impression that the belt has been properly
				tightened, when in fact there is slack in the system or the
				shackle is positioned so that it will not carry the force
				generated in an emergency landing or turbulence condition.

Restraint
				system anchorages should provide self-aligning features. If
				 
self-aligning features are not provided, the static and
				dynamic tests in this document should be conducted with the
				restraints and anchorages positioned in the most adverse
				configuration allowed by the design. The anchorage system must
				minimise the possibility of incorrect installation or inadvertent
				disconnection of the restraints.

The
				seat belt installation should not appear to the belted occupant
				to be properly adjusted (snug) while there is significant (2.54
				cm (1 inch) or more) slack in the system, which may pay out in an
				emergency landing situation. For example, the belt installation
				should not be able to be caught between seat features such that
				the occupant would not know that there was slack in the belt,
				which could allow the occupant to slide forward during an
				emergency landing or turbulence.

When
				the seat system is adjusted to and from all in-flight positions,
				it must not allow the occupant restraint to become trapped or
				damaged in the seat structure or mechanisms.

To
				evaluate this requirement, translate the unoccupied seat through
				all the adjustable positions with the restraint system unfastened
				and the seat cushions installed. Evaluate the size and location
				of any gap created for the potential of the unfastened restraint
				to become trapped or damaged with subsequent seat motion.

To
				test the installed seat belt for misalignment, the seat should be
				positioned in its taxi, take-off and landing conditions.
				Installations on seats having bottom cushions that can be removed
				or incorrectly repositioned without tools should be evaluated
				with the cushions installed, removed and incorrectly
				repositioned. The belt and shackle combination should be
				manipulated with one hand in an attempt to place the restraint in
				a non-design configuration where it could carry the seatbelt
				adjustment forces. Particular effort should be made to place the
				restraint in a position that the restraint forces would not be
				applied to the hook of the shackle in the same manner as they
				would be applied in a straight tension pull on the belt. Attempts
				should be made with the restraint in its normal shape, a single
				twist of the webbing and/or a single fold of the webbing. Typical
				areas around the restraint shackle that should be checked are the
				plastic shrouding around the armrest, the hydraulic seat recline
				device, the seat pan, anti-rotation brackets/stops, seat pan
				supports and exposed fasteners. If a condition of potential
				misalignment is identified, the seatbelt and shackle, in that
				condition, should be loaded by a restorative force of 22.2 N (5
				pounds) applied through the belt in the direction in which it
				would be loaded in the emergency landing or turbulence situation.
				If the load is carried in the misaligned condition, the design is
				unacceptable. The examples in subsection 3.2.3 illustrate various
				misalignment conditions that have been found to be unacceptable,
				as indicated. These examples are not intended to be all
				inclusive.

To
				test the belt for inadvertent disengagement, where disengagement
				is defined as the separation of the restraint’s attachment
				fitting from the seat structure, the belt should be tested in all
				orientations with the seat in the taxi, take-off and landing
				conditions with the seat cushions installed. Interactions with
				belts in adjacent seats, where the belts could be inadvertently
				crossed and used by occupants in those adjacent seats, must be
				evaluated for the possibility of disengagement.

---------------------------------------------------------------------------------------------------------

On
				page 13, replace subsection 3.3.2 by the following:

 


3.3.2
Recommended Practice

The
				terms ‘life preserver’, ‘life vest’ and ‘life jacket’
				may be used interchangeably. When life preserver stowage
				provisions are included as part of the seat design, the stowage
				provisions must provide access to a life preserver for each
				seating position. The life preserver stowage must be designed and
				located such that the requirements of this section are met. The
				installation, operating and maintenance instructions must also
				reflect the requirements of this section. For example, the
				installation instructions must account for the allowable life
				preserver weight and size, and marking requirements, as well as
				the required unobstructed area to remove the life preserver from
				the container. Furthermore, the operating instructions must
				report the detailed content of the simulated preflight briefing
				and any special instructions for unique aspects of the operation
				of the design that should be considered for operational use and
				continued performance.

a.	The
				life preserver must be restrained under all applicable loading
				conditions; i.e. the retention device must not allow the
				preserver to come free during emergency landing static and
				dynamic conditions, taxi, 
take-off, landing, turbulence,
				and during stowage and removal of underseat baggage.

b.	Any
				life preserver locating placard installed on the seat must
				accurately state the location of the life preserver and be
				adequately marked per 3.8.2 of ARP5526D, as modified by this
				Appendix (e.g. ‘LIFE PRESERVER UNDER CENTRE ARMREST’). For
				life preserver locations other than under the seat or under a
				console between the seats, mark ‘LIFE PRESERVER’ or ‘LIFE
				PRESERVER INSIDE’ on the container or compartment, unless the
				location is identified with a pull strap. Pull straps must be red
				or labelled ‘PULL’ or ‘PULL FOR LIFE PRESERVER’ in a
				contrasting colour. 


A
				symbolic placard may be used in lieu of text provided it has been
				shown to be comprehensible to the flying public. For seats
				intended to be installed in sequential rows, a placard may be
				fixed on the seat back, stating the location of the life
				preserver for the occupant seated behind.

c.	The
				retrieval path of the life preserver must be free of obstructions
				due to movement of the life preserver container, and/or seat or
				aircraft components (e.g. seat legs, cushions, baggage bars,
				shrouds, etc.) when the seat is in the configuration for taxi,
				take-off and landing.

d.	The
				life preserver stowage must not present any sharp edges or points
				that could damage the life preserver or cause injury to the
				occupants.

e.	For
				underseat pan storage on passenger seats (excluding centre
				console storage):

1)	a
				pull strap must be connected to the life preserver, or a pull
				strap or latch must be on the compartment opening, such that when
				the strap or latch is pulled, the preserver is presented on the
				strap or the occupant can reach into the compartment to retrieve
				the life preserver;

2)	the
				life preserver must be located no more than 3 inches
				(7.62 cm) aft of the front edge of the seat bottom (i.e. the
				seat frame or cushion), whichever is further forward;

3)	unless
				limited by seat cushions or structures (e.g. the seat leg, floor,
				etc.), designs utilising a pull strap must permit retrieval of
				the life preserver when pulled from any angle between:

a)	45
				degrees up and 50 degrees down from the horizontal plane,

b)	45
				degrees left and 45 degrees right from the container centre line;

4)	for
				designs utilising a pull strap, normal seat operation or
				underseat baggage storage activities must not sweep the pull
				strap into an unreachable location;

5)	the
				life preserver container, or compartment, as installed on the
				seat must protect the life preserver from inadvertent damage from
				normal passenger movements such as the stowage and removal of
				underseat baggage.

f.	Demonstrate
				that the life preserver is within easy reach of, and may be
				readily removed by a seated and belted occupant (shoulder
				strap(s) may be removed prior to demonstration), for all seat
				orientations and installations that are intended for use during
				taxi, take-off and landing. In lieu of an actual life preserver,
				a representative object (e.g. in size and weight) may be utilised
				for testing. The evaluation to quickly retrieve the preserver is
				to begin with the occupant in the seated position, hands in their
				lap. Timing begins with the movement of their hand(s) from their
				lap to reach for the preserver, and ends with the occupant having
				the preserver in their hand(s) and fully removed from the stowage
				container. It does not include the time for the occupant to
				return to the upright position, to remove a pull strap from the
				preserver (if used) or to open the preserver package provided by
				the preserver manufacturer. Test the critical configuration(s)
				(including the minimum approved seat pitch for passenger seats,
				and the most confined surrounding area for the flight attendant
				and cockpit seats) to demonstrate retrieval in less than
				10 seconds by a minimum of 5 test subjects with a success
				rate of no less than 75 per cent. The test must evaluate three
				anticipated occupant test subject size categories: the 5th, 50th
				and 95th percentile. At least one occupant from each size
				category must demonstrate successful retrieval within 10 seconds.
				The test subjects for either the 5th or 95th percentile occupant
				category must not exceed 40 % of the overall test subject
				population.

1)	For
				passenger seats, the test subjects must be naïve. For the
				purpose of this test, naïve test subjects are defined as ones
				who must have had no experience within the prior 24 months in
				retrieving a life preserver. The subjects must receive no
				retrieval information other than a typical preflight briefing.
				The occupant size categories to be evaluated must be defined as
				follows:

a.	a
				5th percentile occupant is no taller than 60 inches (1.5 m),
				


b.	a
				50th percentile occupant is at least 63 inches (1.6 m)
				tall but no taller than 70 inches (1.8 m),

c.	a
				95th percentile occupant weighs at least 244 lb (110.7 kg).

2)	For
				flight attendant and observer seats, the test subjects do not
				need to be naïve. The occupant size categories to be evaluated
				must be defined as follows:

a.	a
				5th percentile occupant is no taller than 60 inches (1.5 m),

b.	a
				50th percentile occupant is at least 63 inches (1.6 m)
				tall but no taller than 70 inches (1.8 m), 


c.	a
				95th percentile occupant weighs at least 244 lb (110.7 kg).

3)	For
				pilot/co-pilot seats, the test subjects do not need to be naïve.
				The occupant size categories to be evaluated must be defined as
				follows:

a.	a
				5th percentile occupant is no taller than 62 inches
				(1.57 m),

b.	a
				50th percentile occupant is at least 63 inches (1.6 m)
				tall but no taller than 70 inches (1.8 m),

c.	a
				95th percentile occupant weighs at least 244 lb (110.7 kg).

---------------------------------------------------------------------------------------------------------

On
				page 14, replace subsection 3.3.3 by the following:

 


3.3.3
Recommended Practice for Life Vests in Leg Rests

All
				the requirements under 3.3.2 are applicable to life vests in leg
				rests, with the following additions:

				— Retrieval
				of life vest

The
				footrest must not impact on the accessibility of the pull strap
				or life vest, and must be evaluated in all its positions to
				ensure that it can be readily moved out of the way.

				— Inadvertent
				opening

The
				life vest container must not be susceptible to inadvertent
				opening by a seated occupant’s foot or feet.

				— Effect
				of static and dynamic deformations on life vest retrievability

The
				distance between the life vest container post deformation
				(plastic deformation only) and the aircraft floor should be such
				that the retrieval of the life vest will not be obstructed. Seat
				tracks and track covers should be considered.

---------------------------------------------------------------------------------------------------------

3.6.2
				for Type A-T seats, apply as written.

3.7.2
				for Type A-T seats, apply as written.

---------------------------------------------------------------------------------------------------------

On
				page 20, replace subsection 3.8.2 by the following:

 


3.8.2
Recommended Practice

Safety
				placards on occupant seats should be permanently affixed, located
				such that they cannot be easily obscured, and of a type that
				cannot be easily erased. The height and colour contrast of the
				lettering should be sufficient to allow the placard to be read by
				the intended occupant (e.g. a placard located on the back of the
				seat should be designed to allow the occupant seated behind to
				easily read it at the anticipated installed pitch.)

---------------------------------------------------------------------------------------------------------

3.10.2:
				apply as written.

3.11.2:
				apply as written.

---------------------------------------------------------------------------------------------------------

On
				page 29, replace subsection 3.12.2 by the following:

 


3.12.2
				Recommended Practice

Edges
				that could cut skin during normal use (including edges on
				electrical equipment) should be eliminated, and for maintenance,
				should be minimised. To be considered non injurious, edges that
				are accessible (as defined in subsection 3.11.2.1) and could cut
				skin during normal use must meet either of the standards listed
				below:

1.	NASA
				Standard 3000 Volume I (NASA–STD-3000 Vol I), Man-Systems
				Integration Standards, Revision B, July 1995, Section 6.3.3,

or

2.	UL
				1439, Standard for Tests for Sharpness of Edges on Equipment,
				Edition 4, 26 February 1998, with revisions up to 6/1/2004.

In
				addition, the seat should not have any features whose edges or
				corners are exposed when deployed and present an impediment to an
				occupant’s egress (e.g. a cocktail table, seat back and in-arm
				video, flip-out PCU, ashtray, etc.).

---------------------------------------------------------------------------------------------------------

On
				page 30, replace subsection 3.13.2 by the following:

 


3.13.2
				This section recommends a test method that demonstrates that
				items on seats located within the striking radius of the head are
				not injurious to the occupant of a seat or a nearby seat. The
				component tests are defined in FAA Policy Memo ANM-03-115-31, and
				in this context, the striking radius of the head is defined in AC
				25-17A, Change 1, Section 25.785.88.b(8), see Figure 88-2.

 


3.14.2:
				apply as written.

3.15.2:
				apply as written.

3.17.2:
				apply as written for Type A-T passenger seats.

---------------------------------------------------------------------------------------------------------

On
				page 46, replace subsection 3.19.2 by the following:

 


3.19.2
				Recommended Practice

Flight
				crew seats (cockpit) and restraints should accommodate adult
				occupants ranging in stature (standing height) from
				5 feet 2 inches (1.57 m) to 6 feet 3 inches
				(1.9 m).

Flight
				attendant seats and restraints should accommodate adult occupants
				ranging in stature (standing height) from a 5th percentile female
				to a 95th percentile male according to Table 7. If required,
				additional anthropometric measurements can be obtained from the
				CAESAR study (reference 2.1.2).

Table
				7 — CAESAR anthropometric database sitting and standing heights

<img align="bottom" border="0" name="Picture 6" src="image102.png"/>


 
 


Crew
				restraint systems, while fastened, should neither significantly
				impede access to controls nor prevent the crew from performing
				their duties.

---------------------------------------------------------------------------------------------------------

3.20.2:
				apply as written.

3.21.2:
				apply as written.

3.24.2:
				apply as written.

---------------------------------------------------------------------------------------------------------

On
				page 50, replace subsection 3.25.2 by the following:

 


3.25.2
Recommended Practice

Where
				the seat being reclined could adversely affect emergency
				evacuation, the passenger seat recline and control mechanisms
				should have an override feature so that the reclined seat back
				may be moved to the upright position without activating the
				recline control button.

---------------------------------------------------------------------------------------------------------

3.32.2:
				apply as written.

 
 


In
				addition, the selected seat reference point (SRP) method must be
				documented, and must be used consistently when evaluating all
				variations of the seat ETSOA model and subsequent changes to the
				seat ETSOA model design.

---------------------------------------------------------------------------------------------------------

Add
				‘3.41.2 Recommended Practice’ as follows:

 


3.41.2
Recommended Practice
The
				passenger should not have ready access to the internal contents
				or electrical connections of any electrical components on the
				seat.
</td>
</tr>
</tbody>
</table>

3.0. Side-facing seats must meet the requirements of Table 3 of the
Appendix to this ETSO. It prescribes the MPS for SAE International
AS8049/1B, ‘Performance Standards for Side-Facing Seats in Civil
Rotorcraft, Transport Aircraft, and General Aviation Aircraft’,
dated December 2016. When the SAE section recommends (or
suggests, advises, etc.) something, and it is part of the MPS, the
recommendation becomes a requirement. For the purpose of meeting the
side-facing seat requirements of Table 3 of the Appendix to this
ETSO, all the references to ‘AS8049C’ must be replaced by
‘AS8049C as modified by Table 1 of the Appendix to this ETSO’. In
addition, SAE AS8049/1B is modified as follows:

***Table
3 — SAE AS8049/1B***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<thead>
<tr valign="top">
<td bgcolor="#808080">
When
				reading AS8049/1B
</td>
<td bgcolor="#808080">
Do
				the following:
</td>
</tr>
</thead>
<tbody>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				1
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

-------------------------------------------------------------------------------------------------------

On
				page 3, replace subsection 1.1 by the following:

 


1.1
				Purpose

This
				SAE Aerospace Standard (AS) defines the Minimum Performance
				Standards (MPSs), qualification requirements, and minimum
				documentation requirements for side-facing seats in civil
				rotorcraft, transport aircraft, and general aviation aircraft.
				The goal is to achieve comfort, durability, and occupant
				protection under normal operational loads and to define test and
				evaluation criteria to demonstrate occupant protection when a
				side-facing seat/occupant/restraint system is subjected to
				statically applied ultimate loads and to dynamic test conditions.

---------------------------------------------------------------------------------------------------------

On
				page 3, replace subsection 1.3 by the following:

 


1.3
				Seat Types
This
				document covers all passenger and crew seats except pilot and
				co-pilot seats. Additionally, flight attendant seats are excluded
				for Type A-T seats.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				2
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 4, replace subsection 2.1 by the following:

2.1
				Applicable Documents
This
				document is explicitly linked with and cannot be used without
				AS8049C. The requirements of each section of AS8049C apply to
				this document unless specifically modified by this document.
				Sections 3 to 7 of this document note only differences between
				the standards of this document and the standards of AS8049C.
				Sections 8 and 9 are reserved for future use, and the content
				specific to side-facing seats is found in Section 10. Test pulse
				evaluations must use the method defined in AS8049C Appendix A.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				3
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				4
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				5
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 8, subsection 5.3 is modified by adding subsection 5.3.1.5
				as follows:

5.3.1.5
				If smaller occupants are permitted to occupy the seat, the range
				of occupants must include a 2 year-old child up to a 95th
				percentile male (see 10.8 for further discussion on the range of
				occupants). This requirement applies whether the sensor-driven
				restraint system is designed to manage injury parameters (HIC,
				neck rotation, etc.) or occupant motion.

Side-facing
				seating systems, including sensor-driven restraint systems, must
				be shown to meet the occupant injury criteria of subsection 10.7,
				as modified by this Appendix, throughout the entire range of yaw
				that encompasses installation angles ± 10 degrees relative to
				the aircraft longitudinal axis.
If
				a shoulder belt incorporating an airbag is used, care must be
				taken when placing the webbing load cell to ensure that an
				accurate measurement is made and that the load cell does not
				affect the performance of the airbag.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				6
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 12, replace Section 6 by the following:

6.
				Markings
The
				requirements prescribed in paragraph 4 of this ETSO are
				applicable to all side-facing seats, with the exception that
				side-facing seats must also be identified with the applicable
				occupant limitations prescribed by subsection 10.8.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				7
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				10
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 12, add subsection 10.1.2.1 as follows:

10.1.2.1
				When a contactable item is not part of the seat design (e.g.
				interior furnishing, bulkhead) and is evaluated per subsection
				10.1.2, then the detailed design definition of the contactable
				item evaluated per subsection 10.1.2 and any other information
				required for the installation (e.g. stiffness) must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 13, add subsection 10.2.2.1 as follows:

When
				a contactable item is not part of the seat design (e.g. interior
				furnishing, bulkhead) and is evaluated per subsection 10.2.2,
				then the detailed design definition of the contactable item
				evaluated per subsection 10.2.2 and any other information
				required for the installation (e.g. stiffness) must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 13, replace subsection 10.3.1 by the following:

10.3.1
				Occupant Simulation

Injury
				assessments must be evaluated for all the seat places of a
				multiple occupant seat structure. Injury assessments must be
				accomplished by performing one test with ES-2re ATD (49 CFR Part
				572 Subpart U) at all seat places. Alternatively, these
				assessments must be accomplished by multiple tests that use an
				ES-2re in the seat place being evaluated, and a Hybrid II ATD (49
				CFR Part 572, Subpart B) or its equivalent in all the seat places
				forward of the one being assessed, to evaluate the occupant
				interactions. In this case, the seat places aft of the one being
				assessed may be unoccupied.

---------------------------------------------------------------------------------------------------------

On
				page 14, add subsection 10.3.2.1 as follows:

10.3.2.1
				When a contactable item is not part of the seat design (e.g.
				interior furnishing, bulkhead) and is evaluated per subsection
				10.3.2, then the detailed design definition of the contactable
				item evaluated per subsection 10.3.2 and any other information
				required for the installation (e.g. stiffness) must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 14, add subsection 10.3.3.1 as follows:

10.3.3.1
				When a contactable item is not part of the seat design (e.g.
				interior furnishing, bulkhead) and is evaluated per subsection
				10.3.3, then the detailed design definition of the contactable
				item evaluated per subsection 10.3.3 and any other information
				required for the installation (e.g. stiffness) must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 17, replace subsection 10.7, Item 5, by the following:

5.
				Leg: Axial rotation of the upper-leg (femur) is limited to 35
				degrees in either direction from the nominal (pre-test) ATD
				seated position. This limit only applies to femur axial rotations
				caused by the lateral (relative to the ATD) swinging action of
				the lower legs, and not to any rotations caused by other leg
				articulations or rebound motion. For the purposes of this
				criteria, the rebound begins when the forward motion of the lower
				leg has stopped. The rotation can be measured by using video
				evidence or femur axial rotation sensors on the ATD.
For
				threshold tests only, if the pulse used for the threshold test
				has a lower energy than the research pulse used to develop the
				criteria (see FAA Report DOT/FAA/AM-17/2, ‘Supplemental Injury
				Risk Considerations for Aircraft 
Side-Facing Seat
				Certification’, dated January 2017), it is not necessary to
				meet the leg axial rotation requirement of AS8049/1B, subsection
				10.7, Item 5, as modified by this Appendix.
</td>
</tr>
</tbody>
</table>

4.0. Oblique-facing seats must meet the requirements of Table 4 of
the Appendix to this ETSO. It prescribes the MPS for SAE
International SAE AS6316, ‘Performance Standards for Oblique Facing
Passenger Seats in Transport Aircraft’, dated June 2017. When the
SAE section recommends (or suggests, advises, etc.) something, and it
is part of the MPS, the recommendation becomes a requirement. For the
purpose of meeting the oblique-facing seat requirements of Table 4 of
the Appendix to this ETSO, all the references to ‘AS8049C’ must
be replaced by ‘AS8049C as modified by Table 1 of the Appendix to
this ETSO’. In addition, we have also modified AS6316 as follows:

***Table
4 — SAE AS6316***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<thead>
<tr valign="top">
<td bgcolor="#808080">
When
				reading AS6316
</td>
<td bgcolor="#808080">
Do
				the following:
</td>
</tr>
</thead>
<tbody>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				1
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 3, replace subsection 1.1 by the following:

1.1
				Purpose

This
				SAE Aerospace Standard (AS) defines the Minimum Performance
				Standards (MPSs), qualification requirements, and minimum
				documentation requirements for oblique-facing seats in transport
				aircraft. The goal is to achieve comfort, durability, and
				occupant protection under normal operational loads and to define
				test and evaluation criteria to demonstrate occupant protection
				when an oblique-facing seat/occupant/restraint system is
				subjected to statically applied ultimate loads and to dynamic
				test conditions.

These
				criteria are limited to seats with an occupant facing direction
				greater than 18° and no greater than 45° relative to the
				aircraft longitudinal axis. Seats installed at angles greater
				than 30° relative to the aircraft longitudinal axis must have an
				energy-absorbing rest or shoulder harness and must satisfy the
				criteria listed in Table 2 as modified by this Appendix.

---------------------------------------------------------------------------------------------------------

On
				page 3, replace subsection 1.2 by the following:

1.2
				Seat Types
This
				document covers only Type A-T passenger seats.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				2
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 3, replace subsection 2.1 by the following:

2.1
				Applicable Documents

This
				document is explicitly linked with and cannot be used without
				AS8049C. The requirements of each section of AS8049C apply to
				this document unless specifically modified by this document.
				Sections 3 through 7 of this document note only the differences
				between the standards of this document and the standards of
				AS8049C. Sections 8 and 9 are reserved for future use, and the
				content specific to oblique-facing seats is found in Section 10.
				Test pulse evaluations must use the method defined in AS8049C
				Appendix A.

---------------------------------------------------------------------------------------------------------
On
				page 3, disregard Section 2.1.1.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				3
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------
On
				page 7, disregard the modification to subsection 3.4.1.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				4
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				5
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 7, subsection 5.3.4.1 is modified by adding the following:

g.	The
				ATD neck forces shall be measured in accordance with the
				requirements of Channel Class 1000.

h.	The
				ATD neck forces used for calculating Nij shall be measured in
				accordance with the requirements of Channel Class 600.

i.	The
				ATD neck moments shall be measured in accordance with the
				requirements of Channel Class 600.

j.	The
				ATD spine accelerations shall be measured in accordance with the
				requirements of Channel Class 180.

k.	The
				leg axial rotation obtained from the measured leg angular
				velocity by integration shall require angular velocity data
				measured in accordance with the requirements of Channel Class
				180.

---------------------------------------------------------------------------------------------------------

On
				page 7, subsection 5.3.1.5 is modified by adding the following:
Oblique-facing
				seating systems including sensor-driven restraint systems must be
				shown to meet the occupant injury criteria of Table 2 as modified
				by this Appendix throughout the entire range of yaw that
				encompasses installations at ± 10° relative to the aircraft
				longitudinal axis.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				6
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				7
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				10
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 9, add subsection 10.1.2.1 as follows:

10.1.2.1
				When a contactable item is not part of the seat design (e.g.
				interior furnishing, bulkhead) and is evaluated per subsection
				10.1.2, then the detailed design definition of the contactable
				item evaluated per subsection 10.1.2 and any other information
				required for the installation (e.g. stiffness), must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 10, add subsection 10.2.2.1 as follows:

10.2.2.1
				When a contactable item is not part of the seat design (e.g.
				interior furnishing, bulkhead) and is evaluated per subsection
				10.2.2, then the detailed design definition of the contactable
				item evaluated per subsection 10.2.2 and any other information
				required for the installation (e.g. stiffness) must be included
				as part of the installation instructions and limitations
				document.

---------------------------------------------------------------------------------------------------------

On
				page 11, replace Table 2, ‘Neck’, Item (4), by the following:

The
				neck must not impact on any surface that would produce
				significant concentrated loading on the neck.

---------------------------------------------------------------------------------------------------------

On
				page 12, in Table 2, ‘Femur’, add Item (1) as follows: 


Note:
				If contact occurs with other structure that is not part of the
				seat design (e.g. interior furnishing, bulkhead) and is evaluated
				during the axial compressive load, then the detailed design
				definition of the item must be included as part of the
				installation instructions and limitations document.

---------------------------------------------------------------------------------------------------------

On
				page 12, in Table 2, ‘Femur’, add Item (2) as follows:
Note:
				For threshold tests only, if the pulse used for the threshold
				test has a lower energy than the research pulse used to develop
				the criteria (see FAA Report DOT/FAA/AM-17/2, ‘Supplemental
				Injury Risk Considerations for Aircraft 
Side-Facing Seat
				Certification’, dated January 2017), it is not necessary to
				meet the leg axial rotation requirement of Table 2 as modified by
				this Appendix, Femur, Item (2).
</td>
</tr>
</tbody>
</table>

5.0. Table 5 of the Appendix to this ETSO prescribes the MPS for SAE
International ARP6337, ‘Design, Manufacturing, and Performance
Standard for Composite Materials Used on Aircraft Seat Structures’,
dated November 2020. When the SAE section recommends (or suggests,
advises, etc.) something, and it is part of the MPS, the
recommendation becomes a requirement. For the purpose of meeting the
requirements of Table 5 of the Appendix to this ETSO, all the
references to ‘AS8049’ and ‘ARP5526’ must be replaced by
‘AS8049C as modified by Table 1 of the Appendix to this ETSO’ and
‘ARP5526D as modified by Table 3 of the Appendix to this ETSO’
respectively.

In addition, SAE ARP6337 is also modified as follows:

***Table
5 — SAE AS63376***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<thead>
<tr valign="top">
<td bgcolor="#808080">
When
				reading AS6337
</td>
<td bgcolor="#808080">
Do
				the following:
</td>
</tr>
</thead>
<tbody>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				1
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 3, replace Table 1 by the following:
<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<col/>
<tr valign="top">
<td bgcolor="#808080">
Seat
							Type
</td>
<td bgcolor="#808080">
Aircraft
							Category
</td>
<td bgcolor="#808080">
Applicable
							CSs
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
A-T
</td>
<td bgcolor="#d9d9d9">
Large
							(Transport) Aeroplane
</td>
<td bgcolor="#d9d9d9">
CS-25
</td>
</tr>
<tr valign="top">
<td bgcolor="#808080">
C
</td>
<td bgcolor="#d9d9d9">
General
							Aviation Aircraft — All categories as specified in 1(1)(c)
							of this ETSO
</td>
<td bgcolor="#d9d9d9">
CS-23
</td>
</tr>
</table>

 
 

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				2
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 6, disregard 2.1.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				3
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				4
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				5
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				6
</td>
<td bgcolor="#d9d9d9">
Apply
				all the subsections unless disregarded or modified as shown
				below:

---------------------------------------------------------------------------------------------------------

On
				page 18, Section 6 is modified as follows:

6.
				Optionally, the composite seat structure can be subjected to the
				following environmental conditions described in EUROCAE
				ED-14/RTCA DO-160, according to paragraph 2.1 of CS-ETSO Subpart
				A, as outlined in Table 2 below. Comparison by similarity is
				acceptable if the test data is directly applicable to the
				material system, design details, and environmental conditions
				characteristic of the application. Testing may be combined
				sequentially to reduce the number of tests and optimise the use
				of test resources as noted in Section 3.2 of 
EUROCAE
				ED-14/RTCA DO 160.

---------------------------------------------------------------------------------------------------------

On
				page 18, Section 6.1 is modified as follows:

6.1
				Fluid Susceptibility

The
				composite seat structure should be exposed to the fluids at the
				temperatures listed in Table 3 using one of the methods described
				in 
EUROCAE ED-14/RTCA DO-160, according to paragraph 2.1 of
				CS-ETSO Subpart A, Section 11.0. Resin-dominated shear tests
				are best for detecting the effects of solvent exposure on resins;
				refer to DOT/FAA/AR-02/109 for guidance on the recommended tests.
				The solvent exposure and subsequent testing should be conducted
				at the temperatures expected during service.

---------------------------------------------------------------------------------------------------------

On
				page 18, Section 6.2 is modified as follows:

6.2
				Waterproofness

The
				composite seat structure shall withstand the effects of liquid
				water falling onto the seat, or the effects of condensation. The
				seat system shall be tested per Section 10.3.2 (drip test only)
				of EUROCAE ED-14/RTCA DO-160, according to paragraph 2.1 of
				CS-ETSO Subpart A. The seat manufacturer shall be able to
				demonstrate that the seat and the associated components are not
				adversely affected by the parameters considered.
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				7
</td>
<td bgcolor="#d9d9d9">
Apply
				as written
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Section
				8
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
Appendix A
</td>
<td bgcolor="#d9d9d9">
Disregard
</td>
</tr>
</tbody>
</table>

[Amdt ETSO/11]

[Amdt ETSO/17]