(d)
There mustbe reasonableprovisionstoprevent thejamming of any externaldoor in a minor crash as a result of fuselage deformation under the following ultimate inertial forces except for cargo or service doors not suitable for use as an exit in an emergency.

(1)
Upward–1.5g.

(2)
Forward–4.0g.

(3)
Sideward–2.0g.

(4)
Downward–4.0g.

(e)
There must be means for direct visual inspection of the locking mechanism by crew-memberstodetermine whetherthe externaldoors(includingpassenger, crew, ser-vice, and cargo doors) are fully locked. There must be visual means to signal to appropriate crewmembers when normally used external doors are closed and fully locked.

(f)
For outward opening external doors usable for entrance or egress, there must be an auxiliary safetylatchingdevice toprevent thedoorfrom opening when theprimary latching mechanism fails. If the door does not meet the requirements of paragraph (c)of this section with thisdeviceinplace, suitable operatingprocedures mustbe established to prevent the use of the device during takeo. and landing.

(g)
Ifanintegral stairisinstalledin apassenger entrydoorthatisquali.ed as apassenger emergency exit, the stair must be designed so that under the following conditions the e.ectiveness of passenger emergency egress will not be impaired :

(1)
The door, integral stair, and operating mechanism have been subjected to theinertiaforces speci.edinparagraph(d) ofthis section, acting separately relative to the surrounding structure.

(2)
The rotorcraftisin the normalgroundattitude andin each ofthe attitudes cor-responding to collapse of one or morelegs, orprimary members, as applicable, of the landing gear.

(h)
[Nonjettisonable doors usedas ditching emergency exits must have means to enable themtobe securedinthe openposition and remain securefor emergency egressin sea state conditions prescribed for ditching.]

Amdt. 29-31, E.. 10/22/90
′
Elodie Roux. Septembre 2003
Subpart D : Design and Construction
FAR29.785 :Seats,berths,[litters,] safetybelts, andharnesses.
(a)
Each seat, safety belt, harness, and adjacent part of the rotorcraft at each station designated for occupancy during takeo. and landing must be free of potentially injurious objects, sharp edges, protuberances, and hard surfaces and must be de-signed so that a person making proper use of these facilities will not su.er serious injury in an emergency landing as a result of the inertial factors speci.ed in Sec. 29.561(b) and dynamic conditions speci.ed in Sec. 29.562.

(b)
Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object, except as provided for in Sec. 29.562(c)(5). A shoulder harness (upper torso re-straint), in combination with the safety belt, constitutes a torso restraint system as described in TSO-C114.

(c)
Each occupant’s seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot’s combined safety belt and shoulder harness must allow each pilot when seated with safety belt and shoulder harness fastened to perform all functions necessary for .ight operations. There must be a means to securebelt andharness when notin usetopreventinterference with the operation of the rotorcraft and with rapid egress in an emergency.

(d)
If seat backs do not have a .rm handhold, there must be hand grips or rails along each aisle tolet the occupants steadythemselves while using the aislein moderately rough air.

(e)
Each projecting object that would injure persons seated or moving about in the rotorcraft in normal .ight must be padded.

(f)
Each seat and its supporting structure must be designed for an occupant weight of at least 170 pounds, considering the maximum load factors, inertial forces, and reactionsbetween the occupant, seat, and safetybelt orharness corresponding with the applicable .ight and ground-load conditions, including the emergency landing conditions of Sec. 29.561(b). In addition–
　
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