334. § 29.783 (Amendment 29-20) DOORS.
a. Explanation. This regulation requires at least one door for all closed cabin rotorcraft. Standards for all doors and airstair doors are included. To assure that the doors provide normal entry and egress without causing or contributing to hazardous conditions, even after a minor crash, the following requirements are imposed:
(1) Passenger doors may not be located with respect to any rotor to endanger persons using the doors as instructed.
(2) Means are required for locking crew and external passenger doors to prevent their opening in flight due--
(i) To inadvertent operation; or (її) To mechanical failure.
(3) External doors are required to be openable from the inside or outside by simple and obvious means.
(4) Reasonable provisions to prevent jamming of external doors are required as specified and to assure that an "airstair door" is useable.
(5) The following visual indications of external doors being closed and locked are required:
(i) Direct visual inspection means by crewmembers of the locking mechanism of all external doors.
(ii) Visual means to signal to crewmembers "when normally used external doors are closed and fully locked."
(6) For certain outward opening doors, an auxiliary safety latching device is required "to prevent the door from opening when the primary latching mechanism fails.
Suitable operating procedures to prevent this device from being used during takeoff and landing are required if the door cannot be opened from outside the rotorcraft (reference § 29.783(c)) with the device in place.
b. Procedures.
(1) Passenger doors should be located as far as possible from the auxiliary rotors. The doors may be hinged and door open stops may be provided to separate entering and egressing passengers from the auxiliary rotor blades. If necessary for the design, "appropriate instructions" should be provided for all passenger doors concerning entering and leaving the rotorcraft and safe use of each door relative to all Par 334 485
АС 29-2B 7/30/97 rotors. These instructions should be obvious to a passenger using the door, contain large enough letters to be readily legible, and use letters or background colors associated with danger (le. orange or red).
(2) Means to prevent the opening of doors in flight.
Means to prevent the opening of doors in flight due to inadvertent operation may be provided by recessing door handles to prevent their inadvertent operation by the normal movement of passengers about the cabin. If recessing the door handle is impractical, a cover may be provided which will prevent inadvertent operation of the handle, but the cover should be of such design that it does not obscure the door handle nor its operating instructions. It must not unduly interfere with deliberate operation of the door handle by passenger or crew. Transparent or nonsolid covers, easily displaced by deliberate actions, have been used to prevent inadvertent door handle operation. Some rotorcraft designs meet this requirement by requiring that passengers wear their seat belts at all times during flight. This design requires that the "fasten seat bell" sign be on at all times the rotorcraft is in flight (for practical purposes, the "fasten seat belt" light is generally designed to be on when power is applied to the rotorcraft).
Means to prevent inadvertent door opening in flight due to "mechanical failure" is most efficiently provided by multiple door latches and multiple load path door locking mechanisms so that the door will remain locked after a single failure. Care should be taken in the design of multiple load path latches and mechanisms to assure independence of all failures and to consider the effort of deflections after failures (if a failure allows deflections into the airstream sufficient to increase aerodynamic loads, the increase in loads should be accounted for; if a failure allows significant movement of latching components, the deflections should be accurately accounted for to assure that disengagement of nonfailed latches does not occur).
(3) The means to open normally used external doors is required to be simple (such as a rotating handle) and to be accessible from the inside or the outside. To prevent the inadvertent use of emergency exits (separate from normal entry doors) for routine entry and exit with the resulting "wear and tear," the normally used doors for entry and exits should be equipped with operating handles and instructions distinctly different from those of the emergency exits. Obviously, the above does not apply to normally used exits which are also the primary (or only) emergency exits.
(4) Reasonable provisions to prevent jamming of external doors include the following:
(ї) Design features of doors which are insensitive to large fuselage deflections for door operation.
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(ii) Provision of clearance between door and door frame latching devices sufficient to allow some relative deflection between the door and door frame and still allow door operation. The relative deflections may be determined by static test or by an analysis approved by the FAA/AUTHORITY.
(ili) Sliding doors are frequently used in transport rotorcraft for versatility and utility reasons. If sliding doors are used, one of the following features of design may be required to assure that the requirements of § 29.783(d) are met:
(A) The sliding doors) must be provided with jettison features which allow release of the doors) 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 doors).
(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 Par 334 487
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).
(ii) A sketch, drawing, or demonstration may be used to prove the door is useable for the conditions described in § 29.783(g)(2).
334A. § 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 29.783(h) 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 337, of this AC.
b. Procedures. The procedures of Paragraph 334 continue to apply to § 29.783 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.
488 Par 334
(3) For Paragraph 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 337 of this AC. 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.
335. § 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.
Elimination of injurious object within striking distance of the head.
(ili) 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 belts) as Par 334A 489
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).
(• 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.
(i) 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:
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.
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(ill) 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 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 Ibs. density), while objects with radil 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."
335A. § 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 systemi components.
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AC 29-2B 7130/97
(6) A new § 29.7850) 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).
AC 20-137 also contains information.
(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.
b. Procedures. The procedures of Paragraph 335 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, (reference AC 20-137).
(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 20-137 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.
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.
(i¡) 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 492 Par 335A
• "feet forward" orientation; or
• distribution of an appropriate percentage of forward loads on the shoulders (not solely to the head and spine).
(Ili) 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.
• 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.
336. § 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 analyses 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.
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336А. § 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 336 of this AC 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.
337. § 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, tunctioning 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, demonstration 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:
1:12.5 for Category A rotorcraft.
1:10 for Category B rotorcraft with Category A engine isolation.
(ш) 1:8 for Category B rotorcraft.
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The source of the sea state definition is the World Meteorological Organization (WMO) Table. (See Table 337-1.)
(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 rotorcraft 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 which will meet the requirements of § 29.807(d).
(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 term 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 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.
accommodate this precast satis her coritaman acturer shovitomplance 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 close cooperation and coordination between the manufacturer, purchaser or modifier, and the FAA/AUTHORITY.
(i) 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. Compliance with the ditching requirements should be reviewed after any interior configuration and limitations changes where applicable.
(i) The Rotorcraft Flight Manual and supplements deserve special attention if a "segmented" certification procedure is pursued.
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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.
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;
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