(5) A representative passenger load of persons in normal health must be used as follows:
(i) At least 30 percent must be female.
(ii) Approximately 5 percent must be over 60 years of age, with a proportionate number of females.
(iii) At least 5 percent but no more than 10 percent must be children under 12 years of age, prorated through that age group.
(6) Persons who have knowledge of the operation of the exits and emergency equipment may be used to represent an air carrier crew. Such representative crewmembers must be in their seats assigned for takeoff and landing and none may be seated next to an emergency exit unless that seat is his assigned seat for takeoff.
They must remain in their assigned seats until receiving the signal for the beginning of the demonstration.
(7) There can be no practice or rehearsal of the demonstration for the passengers except that they may be briefed as to the location of all emergency exits before the demonstration. However, no indication may be given of the particular exits to be used in the demonstration.
(8) Stands or ramps may be used for descent from the wing to the ground.
(9) All evacuees other than those using an overwing exit must leave the airplane by the means provided as part of the airplane's equipment.
(d) The emergency evacuation demonstration need not be repeated after a change in the interior arrangement of the airplane or an increase of not more than 5 percent in passenger seating capacity over that previously approved by actual demonstration, or both, if it can be substantiated by analysis, taking due account of the differences, that all the passengers for which the airplane is certificated can evacuate within 90 seconds.
(e) An escape route must be established from each overwing emergency exit, marked and (except for flap surfaces suitable as slides) covered with a slip resistant surface.]
b. Guidance.
(1) Paragraph (a). When installed above passenger egress paths, any features that hang (signs, video monitors, etc.) from the ceiling or span across passenger egress paths (e.g., class dividers and curtain headers) should be at least 73-inches above the floor (top of the floor covering), unless they are retractable and are placarded to be retracted for taxi, takeoff, and landing (TT&L). For airplanes that do not have 73-inches between the floor and the ceiling panels, any features that hang (signs, video monitors, etc.) from the ceiling should not be
178 positioned in the passenger cabin egress paths. Alternate locations should be used, e.g., over seat, on the side wall, etc. These features should also be appropriately padded or rounded to preclude injury when persons are moving about the cabin. (Amendment 25-0)
(2) Paragraph (c). (Amendment 25-15)
(i) "The maximum capacity, including the number of crewmembers required by the operating rules, for which certification is requested" refers to the airplane model presented for certification. Subsequent models which have planned passenger capacities in excess of the certificated model should be substantiated on an individual basis. (Amendment 25-15)
(ii) All passengers and crewmembers used in the demonstration must be evacuated to the ground or off-wing stand or ramp, if used, within 90 seconds to constitute a successful 90-second test. Use only the number of passengers for which approved seating is provided, not to exceed the limits of § 25.807(c) or (d). No credit is given for the number of evacuees on the ground at 90 seconds if all persons have not been evacuated. (Amendment 25-15)
(iii) FAA observers should be stationed inside the airplane at expected critical locations, and outside the airplane at each exit to be used. (Amendment 25-15)
(iv) The "acceptance rate" of the stand or ramp refers to the width of the passage to the stand or ramp. (Amendment 25-15)
(v) The airplane should be configured with minimum aisle and passage clearance expected to be type certificated. This may require combining features of more than one model.
(Amendment 25-15)
(3) Paragraph (c)(1). One exit from each pair of exits should be used. Illumination on the floor or ground may be used, but it should be kept low and shielded against shining into the airplane windows or doors. (Amendment 25-15)
(4) Paragraph (c)(2). (Amendment 25-15)
(i) The emergency descent devices used in the demonstration should be those to be in the airplane type design. The slide certification program should have progressed to the point where the system is reliable and can be expected to perform safely during the demonstration.
(Amendment 25-15)
(ii) The airplane interior need not be a specific airline configuration. For example, galleys and other furnishings may be simulated by mockups, seats need not be TSO'd, etc. The interior should be described in sufficient detail to allow an FAA conformity inspection and an FAA interior compliance inspection. (Amendment 25-15)
(5) Paragraph (c)(5). The following two age-sex distributions (A and B) have been found to be equivalent under the provisions of § 21.21(b)(1) to that stipulated in this paragraph:
(Amendment 25-15)
179 (A) Distribution Age and Gender Percent of Total Passengers Male 21-50 Not to exceed 56% Male 51-59 At least 9% Male 60+ At least 3.5% Female any age* At least 24% Female 51-59 At least 6% Female 60+ At least 1.5% * This is in addition to the 6 and 1.5 percent requirements for females 51-59 and 60+ respectively.
(B) Distribution Age and Gender Percent of Total Passengers Male 18-50 Not to exceed 52.5% Male 51+ At least 15% Female 18-50 At least 22.5% Female 51+ At least 10% Note: These tables have been revised in format to make them easier to understand, but are the same as in the previous version of this AC (i.e., AC 25-17, dated 7/15/1991).
(6) Paragraph (c)(6). (Amendment 25-15)
(i) Neither the crew nor passengers should hear or otherwise receive any indication that the demonstration is about to begin. The first indication to persons on board the airplane should be the test start signal. (Amendment 25-15)
(ii) Following the test start signal, the flightcrew should simulate the time required for normal pilot compartment procedures prior to evacuating the flight deck. (Amendment 25-
15)
(iii) A group of crewmembers in excess of the number required for the demonstration should be available. The FAA will select the crew that will participate in the test from this group. Subsequent tests, if required, may use crewmembers from the group remaining.
(Amendment 25-15)
(7) Paragraph (c)(8). If the airplane is equipped with an off-wing assist means, it should be used during the demonstration in lieu of any stands or ramps. (Amendment 25-15)
(8) Paragraph (c)(9). (Amendment 25-15)
(i) If safety pillows or other equipment unique to the active exits are employed, passengers and crew should enter the airplane through a tunnel or other means that prevents them from viewing the airplane exterior. (Amendment 25-15)
(ii) Video cameras used to record activity inside the airplane should be positioned so as not to reveal the exits used in this demonstration. This may require the installation of cameras at inoperative exits. (Amendment 25-15)
(iii) If exit deactivation is by an external indication (e.g., red light outside exit), this indication should not be visible from inside the airplane until after the demonstration has begun.
Alternatively, unlit bulbs may be visible at all exits. (Amendment 25-15)
(iv) Airplanes equipped with emergency descent means should be so equipped at inactive exits as well as active exits. (Amendment 25-15)
(v) Safety personnel stationed outside the airplane to prevent injury to the participants, should not aid participants (until they have cleared the descent means) or interfere with the evacuation process, or position the assist means following its deployment. (Amendment 25-15)
(9) Paragraph (e). (Amendment 25-15)
(i) Military Specifications Mil W-5044B and Mil-W-5044C, titled "Walkway Compound, Nonslip and Walkway Matting, Nonslip,” measure dynamic coefficient of friction and provide an acceptable standard for the slip resistant properties when a minimum dynamic coefficient of friction of 0.45 is measured. This is an acceptable measure for this section and for § 25.793. (Amendment 25-15)
(ii) A 42-inch wide escape path is acceptable for airplanes incorporating dual overwing Type III exits. (Amendment 25-15)
274. AMENDMENT 25-17, Effective June 20, 1968.
a. Regulation.
(a) Each crew and passenger area must have emergency means to allow rapid evacuation in crash landings, with the landing gear extended and retracted, considering the possibility of the airplane being on fire.
(b) Passenger ventral and tail cone, crew access, and service doors may be considered as emergency exits if they meet the applicable requirements of this section and §§ 25.805 through 25.813.
(c) Except as provided in paragraph (d) of this section, on airplanes having a seating capacity of more than 44 passengers, it must be shown by actual demonstration that the maximum seating capacity, including the number of crewmembers required by the operating rules, for which certification is requested can be evacuated from the airplane to the ground within 90 seconds. Evacuees using stands or ramps allowed by subparagraph (8) of this paragraph are considered to be on the ground when they are on the stand or ramp, provided that the [passage width] of the stand or ramp is no greater than the acceptance rate of the means available on the airplane for descent from the wing during an actual crash situation. The demonstration must be conducted under the following conditions:
(1) It must be conducted either during the dark of the night or during daylight with the dark of the night simulated, utilizing only the emergency lighting system and utilizing only the emergency exits and emergency evacuation equipment on one side of the fuselage, with the airplane in the normal ground attitude, with landing gear extended.
(2) All emergency equipment must be installed in accordance with specified limitations of the equipment.
(3) Each external door and exit, and each internal door and curtain must be in a configuration to simulate a normal takeoff.
(4) Seat belts and shoulder harnesses (as required) must be fastened.
(5) A representative passenger load of persons in normal health must be used as follows:
(i) At least 30 percent must be female.
(ii) Approximately 5 percent must be over 60 years of age, with a proportionate number of females.
(iii) At least 5 percent but no more than 10 percent must be children under 12 years of age, prorated through that age group.
(6) Persons who have knowledge of the operation of the exits and emergency equipment may be used to represent an air carrier crew. Such representative crewmembers must be in their seats assigned for takeoff and landing and none may be seated next to an emergency exit unless that seat is his assigned seat for takeoff.
They must remain in their assigned seats until receiving the signal for the beginning of the demonstration.
(7) There can be no practice or rehearsal of the demonstration for the passengers except that they may be briefed as to the location of all emergency exits before the
182 demonstration. However, no indication may be given of the particular exits to be used in the demonstration.
(8) Stands or ramps may be used for descent from the wing to the ground.
(9) All evacuees other than those using an overwing exit must leave the airplane by the means provided as part of the airplane's equipment.
(d) The emergency evacuation demonstration need not be repeated after a change in the interior arrangement of the airplane or an increase of not more than 5 percent in passenger seating capacity over that previously approved by actual demonstration, or both, if it can be substantiated by analysis, taking due account of the differences, that all the passengers for which the airplane is certificated can evacuate within 90 seconds.
(e) An escape route must be established from each overwing emergency exit, marked and (except for flap surfaces suitable as slides) covered with a slip resistant surface.
b. Guidance.
(1) Paragraph (a). When installed above passenger egress paths, any features that hang (signs, video monitors etc.) from the ceiling or span across passenger egress paths (e.g., class dividers and curtain headers) should be at least 73-inches above the floor (top of the floor covering), unless they are retractable and are placarded to be retracted for taxi, takeoff, and landing (TT&L). For airplanes that do not have 73-inches between the floor and the ceiling panels, any features that hang (signs, video monitors, etc.) from the ceiling should not be positioned in the passenger cabin egress paths. Alternate locations should be used, e.g., over seat, on the side wall, etc. These features should also be appropriately padded or rounded to preclude injury when persons are moving about the cabin. (Amendment 25-0)
(2) Paragraph (c). (Amendment 25-15)
(i) "The maximum capacity, including the number of crewmembers required by the operating rules, for which certification is requested" refers to the airplane model presented for certification. Subsequent models which have planned passenger capacities in excess of the certificated model should be substantiated on an individual basis. (Amendment 25-15)
(ii) All passengers and crewmembers used in the demonstration must be evacuated to the ground or off-wing stand or ramp, if used, within 90 seconds to constitute a successful 90-second test. Use only the number of passengers for which approved seating is provided, not to exceed the limits of § 25.807(c) or (d). No credit is given for the number of evacuees on the ground at 90 seconds if all persons have not been evacuated. (Amendment 25-15)
(iii) FAA observers should be stationed inside the airplane at expected critical locations, and outside the airplane at each exit to be used. (Amendment 25-15)
(iv) The "acceptance rate" of the stand or ramp refers to the width of the passage to the stand or ramp. (Amendment 25-15)
(v) The airplane should be configured with minimum aisle and passage clearance expected to be type certificated. This may require combining features of more than one model.
(Amendment 25-15)
(3) Paragraph (c)(1). One exit from each pair of exits should be used. Illumination on the floor or ground may be used, but it should be kept low and shielded against shining into the airplane windows or doors. (Amendment 25-15)
(4) Paragraph (c)(2). (Amendment 25-15)
(i) The emergency descent devices used in the demonstration should be those to be in the airplane type design. The slide certification program should have progressed to the point where the system is reliable and can be expected to perform safely during the demonstration.
(Amendment 25-15)
(ii) The airplane interior need not be a specific airline configuration. For example, galleys and other furnishings may be simulated by mockups, seats need not be TSO'd, etc. The interior should be described in sufficient detail to allow an FAA conformity inspection and an FAA interior compliance inspection. (Amendment 25-15)
(5) Paragraph (c)(5). The following two age-sex distributions (A and B) have been found to be equivalent under the provisions of § 21.21(b)(1) to that stipulated in this paragraph:
(Amendment 25-15) (A) Distribution Age and Gender Percent of Total Passengers Male 21-50 Not to exceed 56% Male 51-59 At least 9% Male 60+ At least 3.5% Female any age* At least 24% Female 51-59 At least 6% Female 60+ At least 1.5% * This is in addition to the 6 and 1.5 percent requirements for females 51-59 and 60+ respectively.
184 (B) Distribution Age and Gender Percent of Total Passengers Male 18-50 Not to exceed 52.5% Male 51+ At least 15% Female 18-50 At least 22.5% Female 51+ At least 10% Note: These tables have been revised in format to make them easier to understand, but are the same as in the previous version of this AC (i.e., AC 25-17, dated 7/15/1991).
(6) Paragraph (c)(6). (Amendment 25-15)
(i) Neither the crew nor passengers should hear or otherwise receive any indication that the demonstration is about to begin. The first indication to persons on board the airplane should be the test start signal. (Amendment 25-15)
(ii) Following the test start signal, the flightcrew should simulate the time required for normal pilot compartment procedures prior to evacuating the flight deck. (Amendment 25-
15)
(iii) A group of crewmembers in excess of the number required for the demonstration should be available. The FAA will select the crew that will participate in the test from this group. Subsequent tests, if required, may use crewmembers from the group remaining.
(Amendment 25-15)
(7) Paragraph (c)(8). If the airplane is equipped with an off-wing assist means, it should be used during the demonstration in lieu of any stands or ramps. (Amendment 25-15)
(8) Paragraph (c)(9). (Amendment 25-15)
(i) If safety pillows or other equipment unique to the active exits are employed, passengers and crew should enter the airplane through a tunnel or other means that prevents them from viewing the airplane exterior. (Amendment 25-15)
(ii) Video cameras used to record activity inside the airplane should be positioned so as not to reveal the exits used in this demonstration. This may require the installation of cameras at inoperative exits. (Amendment 25-15)
(iii) If exit deactivation is by an external indication (e.g., red light outside exit), this indication should not be visible from inside the airplane until after the demonstration has begun.
Alternatively, unlit bulbs may be visible at all exits. (Amendment 25-15)
(iv) Airplanes equipped with emergency descent means should be so equipped at inactive exits as well as active exits. (Amendment 25-15)
(v) Safety personnel stationed outside the airplane to prevent injury to the participants, should not aid participants (until they have cleared the descent means) or interfere with the evacuation process, or position the assist means following its deployment. (Amendment 25-15)
(9) Paragraph (e). (Amendment 25-15)
(i) Military Specifications Mil W-5044B and Mil-W-5044C, titled "Walkway Compound, Nonslip and Walkway Matting, Nonslip,” measure dynamic coefficient of friction and provide an acceptable standard for the slip resistant properties when a minimum dynamic coefficient of friction of 0.45 is measured. This is an acceptable measure for this section and for § 25.793. (Amendment 25-15)
(ii) A 42-inch wide escape path is acceptable for airplanes incorporating dual overwing Type III exits. (Amendment 25-15)
275. AMENDMENT 25-20, Effective April 23, 1969.
a. Regulation.
(a) Each crew and passenger area must have emergency means to allow rapid evacuation in crash landings, with the landing gear extended and retracted, considering the possibility of the airplane being on fire.
[(b) Passenger ventral and tail cone exits and any floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more-inches high and 20 or more-inches wide, but not wider than 46-inches, must meet the applicable emergency exit requirements of this section and §§ 25.807 through 25.813.]
(c) Except as provided in paragraph (d) of this section, on airplanes having a seating capacity of more than 44 passengers, it must be shown by actual demonstration that the maximum seating capacity, including the number of crewmembers required by the operating rules, for which certification is requested can be evacuated from the airplane to the ground within 90 seconds. Evacuees using stands or ramps allowed by subparagraph (8) of this paragraph are considered to be on the ground when they are on the stand or ramp, provided that the passage width of the stand or ramp is no greater than the acceptance rate of the means available on the airplane for descent from the wing during an actual crash situation. The demonstration must be conducted under the following conditions:
186 [(1) It must be conducted either during the dark of the night or during daylight with the dark of the night simulated, utilizing only the emergency lighting system and utilizing only the minimum number of required emergency exits and the emergency evacuation equipment on one side of the fuselage with the airplane in the normal ground attitude, with landing gear extended.]
(2) All emergency equipment must be installed in accordance with specified limitations of the equipment.
(3) Each external door and exit, and each internal door and curtain must be in a configuration to simulate a normal takeoff.
(4) Seat belts and shoulder harnesses (as required) must be fastened.
(5) A representative passenger load of persons in normal health must be used as follows:
(i) At least 30 percent must be female.
(ii) Approximately 5 percent must be over 60 years of age, with a proportionate number of females.
(iii) At least 5 percent but no more than 10 percent must be children under 12 years of age, prorated through that age group.
(6) Persons who have knowledge of the operation of the exits and emergency equipment may be used to represent an air carrier crew. Such representative crewmembers must be in their seats assigned for takeoff and landing and none may be seated next to an emergency exit unless that seat is his assigned seat for takeoff.
They must remain in their assigned seats until receiving the signal for the beginning of the demonstration.
(7) There can be no practice or rehearsal of the demonstration for the passengers except that they may be briefed as to the location of all emergency exits before the demonstration. However, no indication may be given of the particular exits to be used in the demonstration.
(8) Stands or ramps may be used for descent from the wing to the ground.
(9) All evacuees other than those using an overwing exit must leave the airplane by the means provided as part of the airplane's equipment.
(d) The emergency evacuation demonstration need not be repeated after a change in the interior arrangement of the airplane or an increase of not more than 5 percent in passenger seating capacity over that previously approved by actual demonstration, or
187 both, if it can be substantiated by analysis, taking due account of the differences, that all the passengers for which the airplane is certificated can evacuate within 90 seconds.
(e) An escape route must be established from each overwing emergency exit, marked and (except for flap surfaces suitable as slides) covered with a slip resistant surface.
b. Guidance.
(1) Paragraph (a). When installed above passenger egress paths, any features that hang (signs, video monitors etc.) from the ceiling or span across passenger egress paths (e.g., class dividers and curtain headers) should be at least 73-inches above the floor (top of the floor covering), unless they are retractable and are placarded to be retracted for taxi, takeoff, and landing (TT&L). For airplanes that do not have 73-inches between the floor and the ceiling panels, any features that hang (signs, video monitors, etc.) from the ceiling should not be positioned in the passenger cabin egress paths. Alternate locations should be used, e.g., over seat, on the side wall, etc. These features should also be appropriately padded or rounded to preclude injury when persons are moving about the cabin. (Amendment 25-0)
(2) Paragraph (c). (Amendment 25-15)
(i) "The maximum capacity for which certification is requested" refers to the airplane model presented for certification. Subsequent models which have planned passenger capacities in excess of the certificated model should be substantiated on an individual basis.
(Amendment 25-15)
(ii) All passengers and crewmembers used in the demonstration must be evacuated to the ground or off-wing stand or ramp, if used, within 90 seconds to constitute a successful 90-second test. Use only the number of passengers for which approved seating is provided, not to exceed the limits of § 25.807(c) or (d). No credit is given for the number of evacuees on the ground at 90 seconds if all persons have not been evacuated. (Amendment 25-15)
(iii) FAA observers should be stationed inside the airplane at expected critical locations, and outside the airplane at each exit to be used. (Amendment 25-15)
(iv) The "acceptance rate" of the stand or ramp refers to the width of the passage to the stand or ramp. (Amendment 25-15)
(v) The airplane should be configured with minimum aisle and passage clearance expected to be type certificated. This may require combining features of more than one model.
(Amendment 25-15)
(3) Paragraph (c)(1). One exit from each pair of exits should be used. Illumination on the floor or ground may be used, but it should be kept low and shielded against shining into the airplane windows or doors. (Amendment 25-15)
(4) Paragraph (c)(2). (Amendment 25-15)
(i) The emergency descent devices used in the demonstration should be those to be in the airplane type design. The slide certification program should have progressed to the point where the system is reliable and can be expected to perform safely during the demonstration.
(Amendment 25-15)
(ii) The airplane interior need not be a specific airline configuration. For example, galleys and other furnishings may be simulated by mockups, seats need not be TSO'd, etc. The interior should be described in sufficient detail to allow an FAA conformity inspection and an FAA interior compliance inspection. (Amendment 25-15)
(5) Paragraph (c)(5). The following two age-sex distributions (A and B) have been found to be equivalent under the provisions of § 21.21(b)(1) to that stipulated in this paragraph:
(Amendment 25-15) (A) Distribution Age and Gender Percent of Total Passengers Male 21-50 Not to exceed 56% Male 51-59 At least 9% Male 60+ At least 3.5% Female any age* At least 24% Female 51-59 At least 6% Female 60+ At least 1.5% * This is in addition to the 6 and 1.5 percent requirements for females 51-59 and 60+ respectively.
(B) Distribution Age and Gender Percent of Total Passengers Male 18-50 Not to exceed 52.5% Male 51+ At least 15% Female 18-50 At least 22.5% Female 51+ At least 10% Note: These tables have been revised in format to make them easier to understand, but are the same as in the previous version of this AC (i.e., AC 25-17, dated 7/15/1991).