(3) Part 29, Appendix D contains procedures. Safety equipment for alleviating “ground” injuries is contained in paragraph (c) of the Appendix.
(4) A combination of analysis and tests may be used in lieu of test only. A combination of tests and analysis is particularly intended to evaluate emergency evacuations from rotorcraft from 10 to 44 passengers with van or limousine-type interiors. Test other than full -scale evacuation tests may be used in conjunction with analyses to evaluate specific design features such as folding seat backs which affect only one or two passengers. That is, sections of an interior may be used to evaluate a feature and its effects on prompt evacuation of the rotorcraft.
AC 29.805. § 29.805 (Amendment 29-3) FLIGHTCREW EMERGENCY EXITS.
a. Explanation. Flightcrew emergency exits are required when passenger exits are not convenient. The placement of litters, cargo, or bulkheads may prevent passenger exits from being convenient to the flightcrew. Flightcrew exits, if required, are to be of sufficient size and located on both sides of the rotorcraft (or one top hatch) to “allow rapid evacuation of the flightcrew.” A test or tests are required.
b. Procedures. Flightcrew emergency exits, if required, may consist of one overhead hatch or two side exits (one on either side). The size is not explicitly defined except that it be “of sufficient size . . . to allow rapid evacuation of the flightcrew.” The ability for “rapid evacuation” should be demonstrated by test. For side exits located immediately adjacent to the crew seat and exceeding Type IV exits (§ 29.807) in size, the test demonstration can be accomplished by normal use and evaluation of the exits by the FAA/AUTHORITY crew during Type Inspection Authorization (TIA) testing. For any overhead exit or side of fuselage exits not meeting Type IV dimensions, a special demonstration test should be accomplished. This demonstration should show that
2.5 percentile to 97.5 percentile men could egress rapidly through the crew exit(s), i.e., men 5 feet 4 inches to 6 feet 5 inchesto 6 feet in height and up to 225 pounds in weight, based on the Civil Aeromedical Institute’s (CAMI) 1998 Aeromedical Certification Statistical Handbook. If an overhead hatch type exit is utilized, on conventional rotorcraft designs, hazards associated with the proximity of rotor blades should be considered.
AC 29.805A. § 29.805 (Amendment 29-30) FLIGHTCREW EMERGENCY EXITS.
a. Explanation. Amendment 29- 30 adds a new paragraph § 29.805(c) which requires that water or flotation devices not obstruct the flight crew emergency exits after a ditching. Test, demonstration, or analysis is required for substantiation.
b. Procedures.
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(1) The tests, demonstrations, or analysis required by § 29.805(c) for flight crew exits is analogous to those of § 29.807(d)(3) except the crew exit threshold may be slightly below the water line but should not obstruct use of the exit.
(2) Tests in water (tanks or large bodies of water) or demonstrations in the laboratory may be used for compliance if the deflections of flotation devices relative to the exits are accurately or conservatively achieved.
(3) Obstructions should be identified, should be minor, and should not interfere with exit removal or opening, or with crew egress.
AC 29.807. § 29.807 (Amendment 29-12) PASSENGER EMERGENCY EXITS.
a. Explanation. The normal passenger exits (type and number in each side of fuselage) are specified as follows:
(1) For overland operations.
Passenger Emergency exits (rectangular with corner radii of width/3) Seating for each side of the fuselage Capacity Floor level Step-up -29” Max.
Type I Type II Type III Type IV 24” X 48” 20” X 44” 20” X 36” 19” X 26” 1 through 10 11 through 19 20 through 39 40 through 59 1 1 1 or 1 2 1 1 60 through 79 1 1 or 2
(2) For overwater operations (related to ditching an optional standard).
Passenger Emergency exits (rectangular with corner radii of width/3) Seating for each side of the fuselage Capacity Threshold Above Waterline Type III Type IV 20” X 36” 19” X 26” w/step- up - 29” MAX 1 through 9 1 10 through 35 1* Each Additional or Partial Unit of 35 1* *The passenger seat-to-exit ratio may be increased by using larger exits if proven by analyses or tests.
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(3) For crash rollover conditions. Sufficient top, bottom, or ends of fuselage exits are to be provided for evacuation unless the probability of the rotorcraft coming to rest on its side in a crash landing is extremely remote.
(4) Ramp exits to replace Type I or II exits are permitted.
(5) Each emergency exit must be functionally tested.
b. Procedures.
(1) The number and size of overland and overwater operation exits will be as specified. The use of oversize exits is allowed if the threshold is flat and of the specified width.
(2) The top, bottom, or end fuselage exits should be provided unless features of design are provided which prevent the rotorcraft from coming to rest on its side in a crash landing, and unless sufficient fail-safe and fatigue tests and analyses are conducted of the landing gear and support structure to show it is unlikely that the rotorcraft will come to rest on its side as a result of a single structural failure. An analysis is generally necessary to prove compliance with § 29.807(c).
(3) Ramp exits may be used in place of one Type I or one Type II exit if the required Type I or Type II exit is impractical, and if the § 29.813 exit access requirements are met by the ramp exits.
(4) Each emergency exit is to be opened from the inside and the outside as a functional test. Interior panels and seats should be installed for the exit functional tests to check for interferences and other effects. Section 29.813 pertains to access to the exits.
AC 29.807A. § 29.807 (Amendment 29-30) EMERGENCY EXITS.
a. Explanation. Amendment 29- 30 added § 29.807(d)(3) which requires proof that all ditching configuration exits will be free of interference from emergency flotation devices, whether stowed or deployed (inflated). The threshold for each of these “ditching” exits should be above the water line in calm water.
b. Procedures.
(1) Test, demonstration, compliance inspection, or analysis is required to show freedom from interference from stowed and deployed emergency flotation devices. In the event an analysis is insufficient or a given design is questionable, a demonstration may be required. Such a demonstration would consist of an accurate, full -size replica (or true representation) of the rotorcraft and the flotation devices while stowed and after their deployment.
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(2) The type inspection authorization may be used to perform compliance evaluation utilizing a full-scale rotorcraft in calm water. Designs may be accepted “by compliance inspection” if location of exit and flotation devices relative to each other ensures that interference is impossible. In this case, a demonstration is unnecessary.
AC 29.809. § 29.809 (Amendment 29-3) EMERGENCY EXIT ARRANGEMENT.
a. Explanation. Emergency exits are to be provided which result in an unobstructed opening to the outside. The following emergency exit requirements are the same as passenger door requirements of § 29.783 and noted for convenience.
(1) Openable from inside or outside.
(2) Simple and obvious means for opening.
(3) Means for locking.
(4) Means to prevent opening in flight inadvertently or as a result of mechanical failure.
(5) Means to minimize jamming in a minor crash landing.
NOTE: In addition the following emergency exit requirements are: (1) the means of opening may not require exceptional effort; and (2) a slide (for floor level exits) or rope must be provided as prescribed for exits whose thresholds are more than 6 feet from the ground (unless located over the wing). Sections 29.1411(c) and 29.1561 contain other standards for the descent devices.
b. Procedures. Subparagraphs 1 through 5 of the above explanation are covered in the procedure for § 29.783, paragraph AC 29.783.
(1) The effort required to open the exit can be evaluated when the tests of § 29.807(f) are conducted. If the effort required to open the exit is in the range of 40 to 50 pounds, it is recommended that a person of slight stature, such as a female in the 90 to 110 pound weight range, be used for the exit opening demonstration/test. In any case, the average load required to operate the exit release mechanism and open the exit should not exceed 50 pounds, and the maximum individual load of a test series should not exceed 55 pounds.
(2) If an approved escape slide, or its equivalent, is provided for exits more than 6 feet from the ground with the landing gear extended, it should be located near the door and conspicuously marked. Automatic inflation and deployment under emergency conditions are the preferred means of operation but are not required by § 29.809. If automatic inflation and deployment features are provided, design features should prevent inadvertent deployment if the exit is a door used for normal entry and/or service. If manual deployment methods are used, they must be simple and easily Page D - 101
carried out by a person of slight build and strength. The slide should rapidly inflate upon deployment. See § 29.809(f) for standards concerning an escape rope.
AC 29.809A. § 29.809 (Amendment 29-30) EMERGENCY EXIT ARRANGEMENT.
a. Explanation.
(1) Amendment 29-29 added the phrase, “under the ultimate forces in § 29.783(d),” to clarify that the following inertial load factors previously stated in § 29.809 were not altered by Amendment 29-29 and that the previous design conditions still apply to § 29.809(e) exits as well as the doors:
(i) Upward - 1.5g
(ii) Forward - 4.0g
(iii) Sideward - 2.0g
(iv) Downward - 4.0g
(2) Amendment 29-30 further revised the requirements of § 29.809 by:
(i) Amending requirements of § 29.809(f) to include landing gear malfunction or failure in determining the distance from the exit to the ground. (A means is required to assist occupants in descending to the ground when that distance is more than 6 feet);
(ii) Adding specific requirements for automatic slides, automatic slide deployment (not optional), and slide qualification in a new § 29.809(g);
(iii) Allowing relaxation in § 29.809(h) such that a rope or other assist means may be used rather than a slide for rotorcraft having 30 or fewer passenger seats provided an evacuation demonstration is successfully accomplished; and,
(iv) Moving but not changing the egress rope requirements formerly in § 29.809(f) to a new § 29.809(i).
b. Procedures.
(1) The procedures of paragraph AC 29.809 continue to apply except compliance should consider landing gear collapse, breaking, or not extending as well as slide deployment and proper inflation in 25 knot winds.
(2) Automatic deployment of slides is now a requirement, not an option.
(3) Procedures for slide qualification tests are explicitly provided in § 29.809(g)(5).
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AC 29.811. § 29.811 (Amendment 29-24) EMERGENCY EXIT MARKING.
a. Explanation.
(1) This regulation covers both the marking and exit interior illumination by emergency lighting prior to Amendment 29-24.
(2) With adoption of Amendment 29-24, the interior emergency lighting standards were moved to § 29.812, and exterior emergency lighting standards were added. However, the standards for emergency lighting in § 29.812 apply to transport Category A rotorcraft. Transport Category B rotorcraft shall have the “emergency” lighting required in § 29.811(d). General interior lighting standards are no longer specified in § 29.811.
(3) Locating and marking signs are specified for each emergency exit with the following features:
(i) Locating signs and marking signs are to-- (A) Be recognizable from a distance equal to the width of the cabin;
(B) Have 1-inch white letters on a 2-inch red background (colors may be reversed); and (C) Be self- or electrically illuminated to a minimum brightness of 160 microlamberts.
(ii) Locating signs visible to occupants approaching along the main aisle are required for each exit.
(A) The sign is required next to or above the aisle for floor level exits.
(B) Bulkheads or dividers obscuring exits must have exit locating signs except as stated.
(4) Exit operating or release handle instructions are to be--
(i) Readable from a distance of 30 inches; and
(ii) Supplemented with a red arrow and sign (for Type I or Type II exits with a handle having rotary motion) with the following features provided:
(A) A red arrow with a ¾-inch shaft, a head of twice the shaft width, and a 70° arc at 75 percent of handle length.
(B) The word “open” in red letters 1 inch high near the head of the arrow.
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(5) Emergency lighting.
(i) Prior to Amendment 29-24, an independent source of light, as prescribed, shall be installed in transport Category A or B rotorcraft to:
(A) Illuminate marking and locating signs;
(B) Provide general lighting of 0.05 foot-candles at 40-inch intervals at armrest height along the main aisle; and (C) Operate manually and automatically in a crash landing and when the normal electrical power is interrupted.
(ii) Amendment 29-24 requires for transport Category B rotorcraft either self- or electrically illuminated exit marking and locating signs. General lighting standards are not specified. See § 29.812 for transport Category A standards.
(6) External exit markings are required which include a 2-wide band around the exit, identification, and instructions for opening. The external markings are to have a reflectance difference of 30 percent from the fuselage surface finish.
(7) Emergency exits signs may read simply “EXIT.”
(8) Excess exits should meet all of the “EXIT” standards or should not be identified as an exit.
b. Procedures.
(1) Emergency exit locating signs may be located to the side of the aisle for small fuselage heights, rather than over the aisle where they may present a hazard to the occupant’s head and possibly impede egress. For small passenger cabins one self-illuminated sign stating “EXIT” may be used as both the locating and marking sign for an individual exit on one side of the cabin (operating instructions will, of course, still be required). If one “EXIT” sign is used to both locate and mark the exit, it should be attached to the fuselage above the exit and not to the exit itself. If it is attached to the exit itself and the exit is discarded from the cabin after opening, the locating function of the exit sign is lost when the exit is removed. That is, there is no sign to locate the exit for passengers other than for the one who discarded the exit. The exit locating sign is a necessity to direct all occupants.
(2) Operating instructions should be provided as specified. They should be kept short but clear; e.g., “rotate handle,” “push,” “pull,” etc.
(3) Lighting should be provided as specified to illuminate the cabin for egress paths and to supplement lighting of the exit operating instructions signs.
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(4) The reflectance of external exit markings can be checked by appropriate electro-optical instrumentation or by use of photometer card sets. AC 20- 47, Exterior Colored Band Around Exits on Transport Airplanes, provides information for complying with identical standards contained in § 25.811. These are also acceptable for § 29.811.
The Munsell Color Company, 2441 North Calvert Street, Baltimore, Maryland 21218, provides a set of cards which includes shades of most commonly used colors.
AC 29.811A. § 29.811 (Amendment 29-31) EMERGENCY EXIT MARKING.
a. Explanation.
(1) Amendment 29-30 changes § 29.811(f)(1) to allow marking or outlining the handles, release devices, levers, etc., of passenger emergency exits which are “normally used doors,” rather than outline the entire door of smaller transport rotorcraft.
If an exit, other than a normally used door, such as a hatch, window, etc., is approved, that exit would be marked around the perimeter as described.
(2) Amendment 29-31 added two requirements to § 29.811(a):
(i) A clarification that emergency exit markings should be conspicuously marked for egress in darkness as well as in daylight.
(ii) A requirement for visibility of emergency exit markings when the “rotorcraft is capsized (in water) and the cabin is submerged. This standard applies to rotorcraft configurations complying with § 29.801.
b. Procedures. The procedures of paragraph AC 29.811 are still applicable plus:
(1) The release device, handle, etc., of the normally used door(s) may be separate from the normally used handle of the door (such as a release system lever for sliding door rollers). To preclude jamming a sliding door, which is also an exit, in an emergency landing impact, the door should be released from the track. An emergency release handle for releasing door rollers may be used to allow the exit door to be “pushed off” the track. For smaller rotorcraft, such a release lever should comply with the necessary operating procedures and exit markings but should use a distinct, separate 2-inch wide band around the release lever per § 29.811(f)(1). That is, a distinct “band” is necessary to comply rather than a solid block of color around the release lever. Large rotorcraft should have exits marked with a distinct 2- inch band around the exit perimeter as stated in subparagraphs § 29.811(f)(1). Refer to paragraph AC 29.811 for color contrast.
(2) The interior compliance checklist should report that emergency exit markings have been evaluated by “interior compliance inspections” conducted in darkness as well as daylight, and visibility of interior emergency exit markings should be checked under submerged cabin conditions or alternate/equivalent means for those rotorcraft configurations equipped for over-water flights that are approved under § 29.801.
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AC 29.812. § 29.812 (Amendment 29-24) EMERGENCY LIGHTING.
a. Explanation. Section 29.812 was added by Amendment 24. This change unified the requirements for an emergency lighting system into a single paragraph and required these systems only for Category A rotorcraft. The purpose of this change was to afford passengers flying in Transport Category A rotorcraft the same level of safety in an emergency evacuation at night as passengers flying in transport category airplanes.
b. Procedures. This paragraph is quite similar to the emergency lighting system required for Part 25 airplanes. The exception is there are no requirements in this paragraph for floor proximity emergency escape path markings. The following items should be considered in the design of emergency lighting systems:
(1) There is a requirement for two controls of the system. One of these controls is located in the cabin, where it can be operated by a flight crew member or a passenger. The other control is located in the cockpit. These switches must have an “ON,” “OFF,” and “ARMED” position. These switches should operate independently of each other, and any other systems in the rotorcraft. The emergency lights must become lighted or remain lighted if the switch is either turned on, or the switch is in the armed position and there is an interruption of the rotorcraft electrical power supply.
Inertia switches should not be used to satisfy this requirement.
(2) Sharing of light bulbs with the normal cabin lighting is acceptable provided there is sufficient isolation of the emergency lighting system from the normal cabin lighting circuits. No single failure of the shared portion should render the emergency lighting system inoperative.
(3) The luminosity tests of the emergency lighting system should be accomplished with the emergency exits open.
AC 29.813. § 29.813 (Amendment 29-12) EMERGENCY EXIT ACCESS.
a. Explanation. Paragraph (a) of § 29.813 prescribes design details for passageways, both between passenger compartments and for access to Type I and II emergency exits, should they be provided. Such passageways are not made mandatory by § 29.813 although most larger rotorcraft have used them. Some utility or “wide-body” rotorcraft may have open areas between the crew area (pilots) and passenger area (cabin). These configurations may have lateral seating arrangements providing access to emergency exits of Type I or II size, even though they may not be required by § 29.807(b). These designs may not have a main aisle.
(1) Paragraph (c) of this standard concerns access to Type III and Type IV exits. Although “passageways” with explicit requirements are not required for Type III and Type IV exits, “access from each aisle to each Type III and Type IV exit” is required.
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(2) For exits whose thresholds are more than 6 feet above the ground, additional space adjacent to the exit is required to allow room for a crewmember to assist passengers with the descent device such as an escape slide or rope noted in § 29.809(f).
(3) In addition to requiring passageways and crewmember space adjacent to exits over 6 feet above the ground, this standard does not allow obstructions in the projected opening of Type III or Type IV emergency exits for one seat width from the exit, except as noted. For passenger seating configurations of 19 or less, minor obstructions into the projection of the exit are allowed only if “compensating factors to maintain the effectiveness of the exit” are provided.
b. Procedures.
(1) The provision for unobstructed passageways, at least 20 inches wide as specified, is straightforward for medium or large cabins with a main aisle and a typical rectangular floor plan. Care should be taken to assure that seats (with lateral or fore-and-aft movement) or galleys (with doors or drawers) are not installed so that they can encroach upon the required passageway. Design features such as stops in seat tracks, seat back mechanisms, stops in galley door (or drawer) mechanisms may be required to assure that unobstructed passageways are provided.
(2) The requirement (added by Amendment 29-12) that “access from each aisle to each Type III and Type IV exit” be provided may add design features to the interior of many typical compact interiors of medium-size rotorcraft. Rotorcraft with emergency exits located in either hinged or sliding doors and having passenger area encroachment or protrusions by compartments for fuel cells, gear boxes, etc., may require special design features to assure that passengers seated to one side or one area of the cabin have “access” to all Type III or Type IV exits on the same or other side of the rotorcraft.
The cabin must not be separated into compartments or partitioned. For example, fold down seat back mechanisms may be required for compact cabin configurations having only lateral aisles rather than longitudinal aisles and having Type III or Type IV exits located on each side of the cabin at the end of the lateral seat row or rows.
(3) The space adjacent to an exit that requires a crewmember to assist passengers with descent devices must be large enough to prevent the crewmember from becoming an obstruction in access to the exit. Twenty inches of access must be maintained.
(4) Minor obstructions are allowed in the projected opening of Type III or Type IV exits (for 19 or less passenger seat configurations) if “compensating factors to maintain the effectiveness of the exit” are provided. Compensating factors may include such design features as larger than required exit opening, additional exits beyond the minimum number required, or steps or other assist features which facilitate egress through the exit with the obstruction. Test or analysis may be required to prove the effectiveness of the compensating feature.
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AC 29.815. § 29.815 (Amendment 29-12) MAIN AISLE WIDTH
a. Explanation. Main aisle widths are specified in the following table:
Minimum main passenger aisle width Passenger seating capacity Less than 25 inches 25 inches and more from floor from floor Inches Inches 10 or less---------------------------------- 12* 15 11 through 19---------------------------- 12 20 20 or more-------------------------------- 15 20 *A narrower wi dth not less than 9 inches may be approved when substantiated by tests found necessary by the Administrator.
b. Procedures.
(1) Provide the specified aisle minimum width where a longitudinal main aisle is provided in the type design.
(2) Historically, certain rotorcraft with short, wide cabins were initially designed without a longitudinal main aisle for military and cargo use, but were later fitted and approved for civil passenger configuration. These craft generally have 19 or less passenger seats and have either (1) outboard facing passenger seats, (2) a limited number of lateral rows with fold down seats/seat backs, or (3) a combination of lateral and longitudinal rows with and without main aisles to facilitate entrance and egress.
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AC 29.831. § 29.831 VENTILATION.
a. Explanation.
(1) This rule specifies minimum ventilation requirements for each passenger and crew compartment. The minimum requirement for fresh air in the crew compartment is that amount that will allow the crew to accomplish their duties without undue discomfort or fatigue which shall be at least 10 ft3/m per crewmember. The passenger and crew compartments are also required to be free from harmful or hazardous concentrations of gases or vapors. Specifically for carbon monoxide, the concentration may not exceed 1 part in 20,000 parts of air during forward flight. Failure conditions must also be considered when applying this rule.
(2) This rule becomes more significant when engine bleed air is used for conditioning of the passenger and crew compartments’ air. Certain data are necessary in order to properly analyze the bleed air provided under normal and malfunction conditions. The airframe manufacturer can normally look to the engine manufacturer for a specification of the maximum amount of air that can be extracted and the temperature of the extracted air. The engine manufacturer also normally provides a failure analysis that identifies ways the bleed air can be contaminated and the associated oil flow rates under each failure condition. The oil manufacturers are in a position to provide information regarding breakdown of the oil under different temperature conditions and the impact of that breakdown on the quality of the air being provided to the passenger and crew compartments.
b. Procedures.
(1) The passenger and crew compartments should be initially analyzed to ensure that at least 10 ft3/m per crewmember of ventilation air is being provided. The emphasis has been placed on forward flight and, “air scoops” have been one way of showing compliance with this rule. Most installations also include blowers; however, they are normally provided primarily for defogging the windshields, and a secondary benefit is some circulation during ground or hover operation. In addition, the flight test crew should be asked to do a qualitative evaluation to ensure the amount of ventilation air actually provided meets the requirement for the crew to be able to accomplish their duties without undue discomfort or fatigue. In addition, the ventilation devices provided should not excessively increase the noise level in the cockpit. Compliance with the first requirement of § 29.831(a) can therefore be shown by an analysis showing the existence of at least 10 ft3/m per crewmember, and a report from the flight test crew indicating that the amount actually provided is satisfactory.
(2) The passenger and crew compartment should be monitored under normal operating conditions for the presence of carbon monoxide. A carbon monoxide test kit is normally used for this evaluation. Air is monitored around outlets and different combinations of windows closed/open, heat off/on, air-conditioner off/on, etc., are checked to ensure all conditions are evaluated.
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