(A) The sliding door(s) must be provided with jettison features which allow release of the door(s) from the tracks (to preclude jamming). The emergency release is generally separate and distinct from the normal door handle.
(B) Separate emergency exits of appropriate size and number may be installed in the sliding door(s).
(C) Separate emergency exits of appropriate size and number may be installed in addition to the sliding door(s).
(iv) Whether or not the sliding door is qualified as an emergency exit, it must meet the remaining door design standards.
(5) Direct visual inspection means by crewmembers of the locking mechanism of external doors may provide for visual observation of the door frame and the latching components for engagement or for visual observation of “flag” areas of the locking mechanism. If “flag” areas are used (such as tabs or shoulders which protrude into the crewmember’s line of sight when the latches are engaged (locked)), care should be taken to assure that the tab is permanently affixed (or an integral part) to the locking mechanism; and it should not give erroneous readings to the crewmembers under any foreseeable operation or failure of the latching mechanism. “Visual means to signal” to crewmembers “when normally used external doors are closed and fully locked” may be provided by annunciator panel lights or equivalent means. The visual indicating system may consist of an indicator for each individual door, or a system connecting all doors in series. If the latter system is used, it need not necessarily show which door is not fully locked. It is not necessary that more than one crewmember be able to ascertain by a visual signal that all external doors normally used by the crew in supplying the rotorcraft, or in loading and unloading passengers and cargo, are fully closed and locked. The visual signal should be located so that it may easily be seen by the appropriate crewmember from his station.
(6) For § 29.783(f), the auxiliary safety latching device to “prevent the door from opening when the primary latching mechanism fails” can be provided by the same multiple load path features which meet the § 29.783(c) requirement for prevention of door opening in flight after a “mechanical failure.” If a completely separate “auxiliary safety latching device” is used, it should allow the door to be opened from the inside, or outside, when in place. If the device must be removed to allow use of the door, “suitable operating procedures” (i.e., placards and RFM instructions) will be required for removal of the device during takeoff and landing.
(7) Additional standards for “airstair doors” were added by Amendment 29-20.
(i) An analysis or test may be used to prove compliance with deformation standards in § 29.783(g)(1).
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AC 29-2C, Chg 3 9/30/2008
(ii) A sketch, drawing, or demonstration may be used to prove the door is useable for the conditions described in § 29.783(g)(2).
AC 29.783A. § 29.783 (Amendment 29-31) DOORS.
a. Explanation.
(1) Amendment 29-30 extends the requirements of § 29.783 to:
- include each external door, not just passenger doors; and,
- require provision of door location and/or door operation procedures to protect persons from danger from propellers, engine intakes, and engine exhausts. (Protection from rotors are already included in the standard.)
(2) Amendment 29-31 adds a new paragraph (h) to § 29.783 which requires for doors used for ditching egress to have a means to secure the “ditching exits” in an open position and remain securely open in the appropriate Sea State used for compliance with § 29.801, paragraph AC 29.801.
b. Procedures. The procedures of paragraph AC 29.783 continue to apply to § 29.783 (and Amendment 29-31) with the following additions:
(1) Occupants of the rotorcraft and servicing personnel are now required to be protected from injury when using any external door to enter or egress the rotorcraft and when loading cargo or servicing the rotorcraft. Consideration should be given to door location and/or operating procedures to include protection from propellers (if equipped) and engine inlets and exhausts, as well as from rotors.
(2) These new standards clarify that engine exhausts, engine inlets, and propellers, as well as rotors, are potentially hazardous and should be located or designed to protect rotorcraft occupants and ground personnel or use door latching and operating procedures to protect those persons. Operating procedures for the door, including readily visible markings, should be provided to minimize injury to personnel when practical component locations or component design features, alone, do not assure possible freedom from injury.
(3) For § 29.783(h), a means such as a cable, chain, pin, or mechanical linkage should be provided to secure doors used as ditching exits in the open position. The means should be shown to be effective under rotorcraft attitudes and dynamic conditions common to ditching. The sea states for ditching approval in accordance with § 29.801 are found in paragraph AC 29.801. Demonstrations under actual ditching conditions are not mandated for substantiation purposes, but the substantiation methodology should be reliable, i.e., an analytical or test method demonstrated to be reliable and used in previous structural substantiation programs.
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AC 29.785. § 29.785 SEATS, SAFETY BELTS, AND HARNESSES.
a. Explanation.
(1) This section requires that seats, belts, harnesses, and adjacent parts of the rotorcraft be substantiated for the structural loads resulting from the inertia forces of § 29.561 as well as normal flight and ground inertia forces on a 170-pound occupant.
The inertia forces of § 29.561 are ultimate loads and must be multiplied by a factor of
1.33 in determining the “strength of attachment” of each seat to structure and each belt or harness to structure. The seat, belt, etc., are required to sustain applied loads and to protect the occupant from serious injury. The pilot seats must also sustain the effects of the pilot forces of § 29.397.
(2) In addition, the “occupant must be protected from head injury” by the seat belt and one of the following:
(i) A harness to prevent the head from contacting an injurious object.
(ii) Elimination of injurious object within striking distance of the head.
(iii) A cushioned rest as specified.
(3) Handholds are required to steady occupants using the aisle in moderately rough air.
(4) Projecting objects which would injure occupants “in normal flight must be padded.”
b. Procedures.
(1) Each seat with its belts and harnesses are to be substantiated for the flight, ground, and emergency landing loads of § 29.561 by structural test or stress analysis.
Section 29.785(b) states that “each seat must be approved.” Certification approval can be gained by Technical Standard Order (TSO) approval or by accomplishing sufficient structural substantiation to gain FAA/AUTHORITY approval of the seat and its belt(s) as part of the Type Design of the rotorcraft. TSO No. C-39 concerns standards for aircraft seats, including rotorcraft seats. If TSO No. C-39 is used as an approval basis for a specific rotorcraft seat, the seat should be checked to assure it has been substantiated for the vertical (up and down) and side loads imposed by installation in the aircraft. For example, TSO No. C-39 (and NAS 809) specifies an ultimate down load of 4.0g which is in agreement with the 4.0g emergency landing load factor of § 29.561, but it may be less than the design maneuver load factor (which can be as high as 3.5g limit or 5.25g ultimate).
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(i) The 1.33 factor is specified for substantiation of attachments of each seat to the structure and each safety belt or harness to the seat or structure for § 29.561 loads, whether analysis or test is used.
(ii) If static testing of seats, belts, and harnesses is used, the body block of NAS 809 may be used. The corners of the NAS 809 body block may be radiused and padded if it is found that the small radii cause premature, unrealistic crippling of thin wall tubing or other structure used in the seat.
(iii) The substantiation of the pilot seats is required to include pilot forces of § 29.397 in conjunction with normal flight and ground loads. For example, the pilot foot force (195 pounds ultimate) must be reacted by the seat.
(2) The following criteria have been found satisfactory for preventing occupant head injuries:
(i) If a harness is used, it should support the shoulders without applying hazardous loads to the side or front of the neck. It should be easily donned and a single point release with the seat belt is preferred. If separate release is provided, it must be simple, compatible with the seat belt release, and near the seat belt release. The harness should be tested in conjunction with the seat belt using a “body block” similar to that of NAS 809 if possible. If the harness is tested separately from the belt, it should be tested to 50 percent of the forward crash loads for the entire occupant weight of 170 pounds, unless that percentage distribution is found to be unrealistic by a rational analysis.
(ii) Elimination of injurious objects within striking distance of the head and other vital parts can be accomplished by removal of objects with sharp edges or rigid surfaces from within striking distance of vital parts of the occupant. Dimensions and weights for typical occupants are available in U.S. Army USAAULABS Reports 70-22 (August 1969) and 66-39 (June 1966) and NACA Report TN 2991 (August 1953).
Because of the range of occupant head striking distance, a combination of “elimination of injurious objects” and “cushioned rests” may be required for some interior configurations.
(iii) An acceptable cushioned rest can be provided by use of a 1-inch thickness of foamed polyvinyl chloride (PVC), or equivalent energy absorbing material.
The density of material should be in the 5 to 10 pounds per cubic foot density range.
PVC foam has the property of absorbing energy efficiently with negligible rebond effects. PVC foam recovers slowly to the original configuration after deformation. If PVC foam is used, however, care must be taken in its application relative to its flammability characteristics (reference § 29.853).
(3) Handholds for the occupants are generally provided by seat backs adjacent to the aisle. If the seat backs fold, the amount of support provided by the seat backs before they fold must be evaluated in a furnished interior or mock up. To provide Page D - 84
adequate support, the seat back may use an easily disengaged latch or adequate friction in the hinge mechanism to obtain adequate support. Handholds along the aisle are, of course, not needed for rotorcraft with no aisles or where seat belts must be fastened during flight.
(4) Projecting objects which could injure occupants in normal flight should be padded. The amount of padding required depends on the location, size, and minimum radius of the projecting object. In general, this requirement will mean that sharp edges must be padded with one-half inch of PVC foam or equivalent (5 to 10 lbs. density), while objects with radii in excess of 1 inch may meet the requirements of § 29.785(e) with a lesser amount of energy absorbing padding, if it can be contacted only by persons “moving about in the rotorcraft in normal flight.”
AC 29.785A. § 29.785 (Amendment 29-29) SEATS, BERTHS, BELTS, SAFETY BELTS, AND HARNESSES.
a. Explanation. Amendment 29- 29 makes the following changes to § 29.785:
(1) The title of § 29.785 now includes berths (which would include litters).
(2) Section 29.785(a) has been revised to include reference to the new § 29.562, “Emergency Landing Dynamic Conditions.”
(3) Section 29.785(b) has been revised to include a reference to the new § 29.562(c)(5) head injury criteria and to describe a torso restraint system that is contained in TSO-C114.
(4) Section 29.785(f) has been revised to change the percentage of load distribution for safety belt and harness combination to 60-40.
(5) A new § 29.785(i) has been added which provides a list of “seating device system” components.
(6) A new § 29.785(j) provides for deformations of the seat energy absorption device system installed to meet the requirements of § 29.562 but requires that the system “remain intact and not interfere with rapid evacuation of the rotorcraft.” Further “structural” performance standards are contained in §§ 29.562(c)(1) and (2).
(7) A new § 29.785(k) provides static strength and restraint requirements for litters and berths. Litters may be oriented laterally as well as longitudinally in the rotorcraft. Dynamic tests of litters are not required. For longitudinally oriented litters, features should be provided to protect the occupant from the increased loads in § 29.561(b) of Amendment 29-29.
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AC 29-2C, Chg 1 2/12/03
b. Procedures. The procedures of paragraph AC 29.785 still apply to static substantiation of the seats, berths, safety belts, and harness. In addition:
(1) Compliance with § 29.562 (except litters are not included) and § 29.561(b) is required.
(2) Section 29.562 includes a specific pass fail criteria, which includes head injury criteria.
(3) Shoulder harnesses need only be substantiated for 40 percent of total occupant load rather than the former 60 percent adopted by Amendment 29-24.
(4) AC 29.562 provides guidance for evaluating the functioning of a seating energy absorption device system under dynamic test conditions. Stroking is associated with the vertical-horizontal impact case and is recognized in the static strength substantiation.
(5) Berths or litters installed within 15° or less of the rotorcraft longitudinal axis (oriented longitudinally) shall use a combination of restraint devices, such as are required to be equipped with a padded end-board, cloth diaphragm, or equivalent means to withstand and distribute the occupant loads resulting from § 29.561(b) requirements. Other berths or litters may be equipped with straps or safety belts to withstand the forward reaction of § 29.561(b) as well as other loads, including flight loads.
(i) Berths/litters may be substantiated by static load tests, analysis, or a combination thereof and need not be substantiated to the 1.33 fitting factor of seat installations.
(ii) The berth/litter occupant’s head, neck, and spine should be protected from (landing) impact forward loads by appropriate design means; e.g.,
• non-longitudinal orientation of the berth/litter; or
• “feet forward” orientation; or
• distribution of an appropriate percentage of forward loads on the shoulders (not solely to the head and spine).
(iii) Recommendations for litter occupants:
• If the occupant’s head is oriented forward, a shoulder harness should be provided, in conjunction with body and leg straps that prevents the occupant’s head from falling off the litter. A padded end board, diaphragm, etc., may be used, provided head and spinal loads are alleviated or prevented.
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If the occupant’s feet are oriented forward, the padded end board may also be used in combination with the body and leg straps or other such restraints.
Multiple or combinations of devices should be used to distribute the occupant loads as well as protect the occupant from possible neck and spine compression.
AC 29.785B § 29.785 (Amendment 29-42) SEATS, BERTHS, LITTERS, SAFETY BELTS, AND HARNESSES.
a. Explanation. Amendment 29-42 revised the title of the rule to now include litters to distinguish from berths. Additi onally, § 29.785(k) was revised to require that the 1.33 fitting factor of § 29.625(d) must be applied to the emergency landing loads of § 29.561(b)(3) for the substantiation of attachments of each berth and litter to the structure.
b. Procedures. All of the advisory material pertaining to this section remains in effect with the following additions:
(1) A fitting factor of 1.33 must be applied to the emergency landing loads of § 29.561(b) when evaluating the berth or litter attachment and the occupant restraint system to the structure.
(2) The 1.33 factor is required whether analysis or test is used.
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AC 29-2C, Chg 4 5/1/2014 AC 29.787. § 29.787 (Amendment 29-12) CARGO AND BAGGAGE COMPARTMENTS.
a. Explanation.
(1) This section requires that cargo and baggage compartments be designed for normal flight and ground loads and for a 4g ultimate forward load condition.
Maximum placarded weights and critical distributions are to be considered.
(2) Means to prevent cargo shifting and contact between any cargo lamp bulb and cargo is to be provided.
b. Procedures. Structure tests or anal yses may be used for substantiation for the design loads.
(1) Nets or straps may be used to prevent cargo shifting. The nets or straps are required to be substantiated for the structural loads. They need a means for adjustment to assure proper restraint for different sizes and shapes of cargo.
(2) Cargo lamp bulbs need to be guarded, recessed, or placed in upper inside corners to prevent contact with cargo.
AC 29.787A. § 29.787 (Amendment 29-31) CARGO AND BAGGAGE COMPARTMENTS.
a. Explanation. Amendment 29-31 adds two subparagraphs to § 29.787 (c) which clarify that cargo and baggage compartments should be designed to protect occupants from injury by the compartment contents during emergency landings. This may be done by location or by retention provisions. The new paragraphs also add a requirement that the compartment contents should not cause injury when subjected to the loads of § 29.561.
b. Procedures. The procedures of paragraph AC 29.787 are still applicable. In addition to the forward load, the cargo and baggage compartments should be designed to withstand loads in other directions as specified in § 29.561. Also, the compartment may be shown to provide protection of occupants by location; i.e., cargo and baggage compartments may be shown to be located in a position where loose contents will not endanger occupants in an emergency landing. If the compartment is located above or behind the occupied area, § 29.561(c) still applies. If a compartment is in the occupied area, § 29.561(b) may apply.
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AC 29.801. § 29.801 (Amendment 29-12) DITCHING.
a. Explanation.
(1) Ditching certification is accomplished only if requested by the applicant.
(2) Ditching may be defined as an emergency landing on the water, deliberately executed, with the intent of abandoning the rotorcraft as soon as practical. The rotorcraft is assumed to be intact prior to water entry with all controls and essential systems, except engines, functioning properly.
(3) The regulation requires demonstration of the flotation and trim requirements under “reasonably probable water conditions.” The FAA/AUTHORITY has determined that a sea state 4 is representative of reasonably probable water conditions to be encountered. Therefore, demons tration of compliance with the ditching requirements for at least sea state 4 water conditions is considered to satisfy the reasonably probable requirement.
(4) A sea state 4 is defined as a moderate sea with significant wave heights of 4 to 8 feet with a height-to-length ratio of:
(i) 1:12.5 for category A rotorcraft.
(ii) 1:10 for category B rotorcraft with category A engine isolation.
(iii) 1:8 for category B rotorcraft.
The source of the sea state definition is the World Meteorological Organization (WMO) Table (see Figure AC 29.801-1).
(5) Ditching certification encompasses four primary areas of concern: rotorcraft water entry, rotorcraft flotation and trim, occupant egress, and occupant survival.
(6) The rule requires that after ditching in reasonably probable water conditions, the flotation time and trim of the rotorcraft will allow the occupants to leave the rotorcraft and enter liferafts. This means that the roto rcraft should remain sufficiently upright and in adequate trim to permit safe and orderly evacuation of all personnel.
(7) For a rotorcraft to be certified for ditching, emergency exits must be provided with visible markings and must meet the requirements of §§ 29.807(d) and 29.811(a).
(8) The safety and ditching equipment requirements are addressed in §§ 29.1411, 29.1415, and 29.1561 and specified in the operating rules (parts 91, 121, 127, and 135). As used in § 29.1415, the te rm ditching equipment would more properly be described as occupant water survival equipment. Ditching equipment is required for extended overwater operations (more than 50 nautical miles from the nearest shoreline Page D - 89
AC 29-2C, Chg 4 5/1/2014 and more than 50 nautical miles from an offshore heliport structure). However, ditching certification should be accomplished with the maximum required quantity of ditching equipment regardless of possible operational use.
(9) Current practices allow wide latitude in the design of cabin interiors and consequently, the stowage provisions for safety and ditching equipment. Rotorcraft manufacturers may deliver aircraft with unfinished (green) interiors that are to be completed by the purchaser or modifier. These various “configurations” present problems for certifying the rotorcraft for ditching.
(i) In the past, “segmented” certification has been permitted to accommodate this practice. That is, the rotorcraft m anufacturer shows compliance with the flotation time, trim, and emergency exit requirements while the purchaser or modifier shows compliance with the equipment provisions and egress requirements with the completed interior. This procedure requires clos e cooperation and coordination between the manufacturer, purchaser or modifier, and the FAA/AUTHORITY.
(ii) The rotorcraft manufacturer may elect to establish a “token” interior for ditching certification. This interior may subsequently be modified by a supplemental type certificate or a field approval. Compli ance with the ditching requirements should be reviewed after any interior configuration and limitations changes where applicable.
(iii) The rotorcraft flight manual (RFM) and supplements (RFMS) deserve special attention if a “segmented” certification procedure is pursued.
b. Procedures. The following guidance criteria has been derived from past FAA/AUTHORITY certification policy and experience. Demonstration of compliance to other criteria may produce acceptable results if adequately justified by rational analysis.
Model tests of the appropriate ditching configuration may be conducted to demonstrate satisfactory water entry and flotation and trim characteristics where satisfactory correlation between model testing and flight testing has been established. Model tests and other data from rotorcraft of similar configurations may be used to satisfy the ditching requirements where appropriate.
(1) Water entry.
(i) Tests should be conducted to establish procedures and techniques to be used for water entry. These tests should include determination of optimum pitch attitude and forward velocity for ditching in a calm sea as well as entry procedures for the highest sea state to be demonstrated (e.g., the recommended part of the wave on which to land). Procedures for all engines operating, one engine inoperative, and all engines inoperative conditions should be established. However, only the procedures for the most critical condition (usually all engines inoperative) need to be verified by water entry tests.
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(ii) The ditching structural design consideration should be based on water impact with a rotor lift of not more than two-thirds of the maximum design weight acting through the center of gravity under the following conditions:
(A) For entry into a calm sea--
(1) The optimum pitch attitude as determined in 337(b)(1)(i) with consideration for pitch attitude variations that would reasonably be expected to occur in service;
(2) Forward speeds from zero up to the speed defining the knee of the height-velocity (HV) diagram;
(3) Vertical descent velocity of 5 feet per second; and
(4) Yaw attitudes up to 15°.
(B) For entry into the maximum demonstrated sea state--
(1) The optimum pitch attitude and entry procedure as established in
(b)(1)(i);
(2) The forward speed defined by the knee of the HV diagram reduced by the wind speed associated with each applicable sea state;
(3) Vertical descent velocity of 5 feet per second; and
(4) Yaw attitudes up to 15°.
(C) The float system attachment hardware should be shown to be structurally adequate to withstand water loads during water entry when both deflated and stowed and fully inflated (unless in-flight inflation is prohibited). Water entry conditions should correspond to those established in paragraphs b.(1)(ii)(A) and (B).
The appropriate vertical loads and drag loads determined from water entry conditions (or as limited by flight manual procedures) should be addressed. The effects of the vertical loads and the drag loads may be considered separately for the analysis.
(D) Probable damage due to water impact to the airframe or hull should be considered during the water entry evaluations (i.e., failure of windows, doors, skins, panels, etc.).
(E) The ditching maximum demonstrated sea state for water entry is the same or greater than the maximum demonstrated sea state for flotation and trim.
(2) Flotation Systems.
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AC 29-2C, Chg 4 5/1/2014
(i) Normally inflated. Fixed flotation systems intended for emergency ditching use only and not for amphibian or limited amphibian duty should be evaluated for:
(A) Structural integrity when subjected to:
(1) Air loads throughout the approved flight envelope with floats installed;
(2) Water loads during water entry; and
(3) Water loads after water entry at speeds likely to be experienced after water impact.
(B) Rotorcraft handling qualities throughout the approved flight envelope with floats installed.
(ii) Normally deflated. Emergen cy flotation systems which are normally stowed in a deflated condition and inflated either in flight or after water contact during an emergency ditching should be evaluated for:
(A) Inflation. The float activati on means may be either fully automatic or manual with a means to verify primary actuation system integrity prior to each flight. If manually inflated, the float activation switch should be on one of the primary flight controls and should be safeguarded against spontaneous or inadvertent actuation for all flight conditions.
(1) The inflation system design should minimize the probability of the floats not inflating properly or inflating asymmetrically. This may be accomplished by use of a single inflation agent container or multiple container system interconnected together. Redundant inflation activation systems will also normally be required. If the primary actuation system is electrical, a mechanical backup actuation system will usually provide the necessary reliability. A secondary electrical actuation system may also be acceptable if adequate electrical system independence and reliability can be documented.
(2) The inflation system should be safeguarded against spontaneous or inadvertent actuation for all flight conditions. It should be demonstrated that float inflation at any flight condition within the approved operating envelope will not result in a hazardous condition unless the safeguarding system is shown to be extremely reliable.
One safeguarding method that has been successfully used on previous certification programs is to provide a separate float system arming circuit which must be activated before inflation can be initiated.
(3) The maximum airspeeds for intentional in-flight actuation of the float system and for flight with the floats inflated should be established as limitations in the RFM unless in-flight actuation is prohibited by the RFM.
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