(ii) A 42-inch wide escape path is acceptable for airplanes incorporating dual overwing Type III exits. (Amendment 25-15)
(11) Refer to AC 25.803-1, “Emergency Evacuation Demonstrations,” dated 11/13/89.
(Amendment 25-46)
278. AMENDMENT 25-72, Effective August 20, 1990.
a. Regulation.
Note: This amendment substantially revised the regulation to move the test criteria to a new Appendix J of the regulation.
[(a) Each crew and passenger area must have emergency means to allow rapid evacuation in crash landings, with the landing gear extended as well as with the landing gear retracted, considering the possibility of the airplane being on fire.
(b) [Reserved.]
(c) For airplanes having a seating capacity of more than 44 passengers, it must be shown 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 under simulated emergency conditions within 90 seconds. Compliance with this requirement must be shown by actual demonstration using the test criteria outlined in Appendix J of this part unless the Administrator finds that a combination of analysis and testing will provide data equivalent to that which would be obtained by actual demonstration.
(d) [Reserved.]
(e) [Reserved.]]
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) "…seating capacity of more than 44 passengers, it must be shown that the maximum seating 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 seconds test. Use only the number of passengers for which approved seating is provided, not to exceed the limits of § 25.807(d) or (e). 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 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) Appendix J. (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)
(4) Appendix J. 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)
(5) Appendix J. (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)
(6) Appendix J. One exit from each pair of exits may be used to satisfy the 50 percent requirement. (Amendment 25-46)
(7) Appendix J. (Amendment 25-15)
(i) 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)
(ii) 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.
(iii) Airplanes equipped with emergency descent means should be so equipped at inactive exits as well as active exits. (Amendment 25-15)
(iv) 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)
(8) Appendix J. The following two age-sex distributions (A and B) are acceptable alternates to that stipulated in this paragraph: (Amendment 25-15)
204 (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).
(9) Paragraph (c). Evacuation analyses should be based on actual demonstrations used to show compliance with §§ 25.803 or 121.291 and/or other appropriate tests. If the test data is available, and applicable to the additional configuration, analysis may be conducted. The analysis should include consideration of exit size and distribution; slide deployment times and evacuee evacuation rates; analysis of critical passenger flow points i.e., door, aisle, slide, for evacuation rate limiting factor; expected evacuee behavior (hesitation, etc.) as observed on previous tests; and any other consideration pertinent to the particular model airplane.
(Amendment 25-46)
(10) Refer to AC 25.803-1, “Emergency Evacuation Demonstrations,” dated 11/13/89.
(Amendment 25-46) 279 - 300. [RESERVED]
205 SECTION 25.805 FLIGHTCREW EMERGENCY EXITS
301. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
Except for airplanes with a passenger capacity of 20 or less in which the proximity of passenger emergency exits to the flightcrew area offers a convenient and readily accessible means of evacuation for the flightcrew, the following apply:
(a) There must be either one exit on each side of the airplane or a top hatch, in the flightcrew area.
(b) Each exit must be of sufficient size and must be located so as to allow rapid evacuation of the crew. An exit size and shape of other than at least 19 by 20-inches unobstructed rectangular opening may be used only if exit utility is satisfactorily shown, by a typical flight crewmember, to the Administrator.
b. Guidance.
(1) Also refer to § 25.809 and associated guidance relative to the requirement for crew exits be openable from the outside. (Amendment 25-0)
(2) Paragraph (b). The demonstration required for acceptance of other than at least a 19 by 20-inch opening should be accomplished by at least a 95th percentile male (approximately 74- inches tall, and weighing 210 lbs) with at least analytical consideration to the effects of the failure of one or more legs of the landing gear. (Amendment 25-0)
302. AMENDMENT 25-72, Effective August 20, 1990.
a. Regulation.
[Removed.]
b. Guidance. This regulation was relocated to § 25.807(f), Amendment 25-72.
303 - 320. [RESERVED]
THIS PAGE INTENTIONALLY LEFT BLANK
207 SECTION 25.807 PASSENGER EMERGENCY EXITS
321. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
(a) Type and location. For the purpose of this part, the types and locations of exits are as follows:
(1) Type I. This type must have a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than l/3 the width of the exit.
The first Type I exit on each side of the fuselage must be in the rearward part of the passenger compartment unless another location affords a more effective means of passenger evacuation. Type I exits must be floor level exits.
(2) Type II. This type must have a rectangular opening of not less than 20 inches wide by 44 inches high, with corner radii not greater than l/3 the width of the exit.
Unless Type I exits are required, one Type II exit on each side of the fuselage must be in the rearward part of the passenger compartment unless another location affords a more effective means of passenger evacuation. Type II exits must be floor level exits unless located over the wing, in which case they may not have a step-up inside the airplane of more than 10 inches nor a step-down outside the airplane of more than 17 inches.
(3) Type III. This type must have a rectangular opening of not less than 20 inches wide by 36 inches high, with corner radii not greater than l/3 the width of the exit, located over the wing, with a step-up inside the airplane of not more than 20 inches and a step-down outside the airplane of not more than 27 inches.
(4) Type IV. This type must have a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than l/3 the width of the exit, located over the wing, with a step-up inside the airplane of not more than 29 inches and a step-down outside the airplane of not more than 36 inches. Step-down distance, as used in this section, means the actual distance between the bottom of the required opening and a usable foothold, extending out from the fuselage, that is large enough to be effective without searching by sight or feel.
(b) Accessibility. Each required passenger emergency exit must be accessible to the passengers and located where it will afford the most effective means of passenger evacuation. Openings larger than those specified in this section, whether or not of rectangular shape, may be used if-
(1) The specified rectangular opening can be inscribed within the opening; and
(2) The base of the inscribed rectangular opening meets the specified step-down heights.
(c) Passenger emergency exits; side-of-fuselage. The exits prescribed in this paragraph need not be diametrically opposite each other, but must be provided as follows:
(1) Except as provided in subparagraphs (2) through (5) of this paragraph, the number and type of passenger emergency exits must be in accordance with the following table:
Passenger seating capacity Emergency exits for each side of the fuselage Type I Type II Type III Type IV 1 through 10 1 11 through 19 1 20 through 39 1 1 40 through 59 1 1 60 through 79 1 1 80 through 109 1 1 1 110 through 139 2 1 140 through 179 2 2 180 through 219 2 2
(2) Two Type IV exits may be installed instead of each required Type III exit.
(3) Additional exits, providing an effective means of passenger evacuation consistent with the minimum number prescribed in subparagraph (1) of this paragraph are required for airplanes with a passenger capacity of 220 or more.
(4) If there are additional emergency evacuation means on the airplane, the passenger/emergency exit relationship may be increased by not more than 10 passengers beyond the limits specified in subparagraph (1) of this paragraph. If this means is an approved inflatable slide installed at each floor level exit (other than over-the-wing exits), the passenger/emergency exit relationship may be increased by-
(i) Not more than five passengers on airplanes with at least two of these exits; and
(ii) Not more than 10 passengers on airplanes with at least four of these exits.
(5) For airplanes on which the vertical location of the wing does not allow the installation of over-the-wing exits, an exit of at least the dimensions of a Type III must be installed instead of each Type III and each Type IV exit required by subparagraph
(1) of this paragraph.
(d) Ditching emergency exits. In addition to the requirements of paragraph (c) of this section, the following apply:
(1) There must be at least one emergency exit for each unit (or part of a unit) of 35 passengers, but no less than two such exits, both above the waterline with one on each side of the airplane, meeting the minimum dimensions of-
(i) A Type IV exit for airplanes with a passenger seating capacity of 10 or less; and
(ii) A Type III exit for airplanes with a passenger seating capacity of 11 or more.
(2) If side exits cannot be above the waterline, the side exits must be replaced by an equal number of overhead hatches of not less than the dimensions of a Type III exit except that, for airplanes with a passenger capacity of 35 or less, the two required Type III side exits need be replaced by only one overhead hatch.
(3) Two Type IV exits may be installed instead of each required Type III exit.
b. Guidance.
(1) The equivalency to that required by the regulations of nonstandard exits or arrangements may be determined by use of the Latin-Square test procedure. Refer to Appendix 4, which was derived from Notice FS 8110.12, “Test Procedure for Evaluating Non-Standard Exits for Transport Category Airplanes,” dated May 21, 1964. (Amendment 25-0)
(2) An “exit pair” consists of two exits of the same type, one in each side of the fuselage. The exits need not be the same size, nor do they have to be directly opposite each other. As long as the exits on both sides of the fuselage are uniformly distributed with respect to the passenger seating arrangement, a pair need not be the two exits that are physically closest to each other. Refer to figure 321-1. (Amendment 25-0)
(3) Paragraph (c). An airplane with a Type I sized exit located in the forward left-hand side of the fuselage, a pair of Type III exits in the middle, and a Type I sized exit located in the aft right-hand side of the fuselage should be limited to a maximum passenger seating capacity of 70, because of concerns with oversized dead-end zones if either the left- or right-side exits are unusable. (Amendment 25-0)
(4) Paragraph (c). An airplane with a pair of exits forward in the fuselage with the left one Type I sized and the right one Type III sized, and a pair of exits in the aft end of the fuselage with the left one Type III sized and the right one Type I sized may be approved for passenger seating capacities up to 79. If an emergency evacuation demonstration is required, then either the left-side or right-side exits should be selected so as not to unduly penalize this well-balanced arrangement or to make a radical departure from all previous demonstrations. Refer to figure 321-1. (Amendment 25-0)
210 FIGURE 321-1 AIRPLANE CONFIGURATION
(5) Paragraphs (c) and (d). When establishing the maximum capacity to be listed on the type data sheet, consideration should be given to all relevant parameters. For example, if the exit-limited passenger capacity as defined in § 25.807(c) has not been substantiated by compliance with the evacuation demonstration requirements of § 25.803, the data sheet should reflect the evacuation limit and not the exit limit. Other limiting factors include, but are not limited to, structural capability, seating density (uniform distribution of exits), or ditching exits.
The maximum passenger capacity is also limited by the ditching requirements of § 25.807(d) whether certification for ditching is requested or not. In any case, the data sheet should not list a capacity for which the airplane is not capable. When the type data sheet limit is not the § 25.807(c) exit limit, an additional note, which briefly describes the reason for the limit, is appropriate. (Amendment 25-0)
(6) Paragraph (d). All transport category airplanes must have ditching exits whether or not ditching certification was requested. Actually, this guidance has been in effect since April 9, 1957, as reflected in Amendment 4b-5, "Emergency Evacuation Provisions," to CAR 4b.
(Amendment 25-0)
(7) Paragraph (c) and (d). Flight attendants are considered part of the crew and are not included in the passenger seating capacity mentioned in § 25.807(c) and (d). (Amendment 25-0)
(8) Paragraph (c) and (d). An airplane design is determined to be eligible for a certain passenger seating complement which is commensurate with meeting all of the relevant portions of § 25.807. That is, in addition to meeting table § 25.807(c)(1), the eligibility complement is also governed by the ditching requirements of § 25.807(d), whether certification for ditching is requested or not. (Amendment 25-0)
322. AMENDMENT 25-15, Effective October 24, 1967.
a. Regulation.
[ (a) Type and location. For the purpose of this part, the types and locations of exits are as follows:
(1) Type I. This type must have a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than one-third the width of the exit. Type I exits must be floor level exits.
(2) Type II. This type must have a rectangular opening of not less than 20 inches wide by 44 inches high, with corner radii not greater than one-third the width of the exit. Type II exits must be floor level exits unless located over the wing, in which case they may not have a step-up inside the airplane of more than 10 inches nor a stepdown outside the airplane of more than 17 inches.
(3) Type III. This type must have a rectangular opening of not less than 20 inches wide by 36 inches high, with corner radii not greater than one-third the width of the exit, located over the wing, with a step-up inside the airplane of not more than 20 inches and a step-down outside the airplane of not more than 27 inches.
(4) Type IV. This type must have a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than one-third the width of the exit, located over the wing, with a step-up inside the airplane of not more than 29 inches and a step-down outside the airplane of not more than 36 inches.
(5) Ventral. This type is an exit from the passenger compartment through the pressure shell and the bottom fuselage skin. The dimensions and physical configuration of this type of exit must allow at least the same rate of egress as a Type I with the airplane in the normal ground attitude, with landing gear extended.
(6) Tail cone. This type is an aft exit from the passenger compartment through the pressure shell and through an openable cone of the fuselage aft of the pressure shell.
The means of opening the tail cone must be simple and obvious, and must employ a single operation.
(7) Type A. An emergency exit may be designated as a Type A exit if the following criteria are met:
(i) There must be a rectangular opening not less than 42 inches wide by 72 inches high, with corner radii not greater than one-sixth of the width of the exit.
(ii) It must be a floor level exit.
(iii) Unless there are two or more main (fore and aft) aisles, the exit must be located so that there is passenger flow along the main aisle to that exit from both the forward and aft direction.
(iv) There must be an unobstructed passageway at least 36 inches wide leading from each exit to the nearest main aisle.
(v) If two or more main aisles are provided, there must be unobstructed cross aisles at least 20 inches wide between main aisles. There must be a cross aisle leading directly to each passageway between the exit and the nearest main aisle.
(vi) There must be at least one seat adjacent to each such exit that could be occupied by a flight attendant.
(vii) Adequate assist space next to each Type A exit must be provided at each side of the passageway, to allow the crewmember(s) to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required by subdivision (iv) of this subparagraph.
(viii) At each non-over-wing exit there must be installed a slide capable of carrying simultaneously two parallel lines of evacuees.
(ix) Each overwing exit having a step-down must have an assist means unless the exit without an assist means can be shown to have a rate of passenger egress at least equal to that of the same type of non-over-wing exit. If an assist means is required it must be automatically deployed, and automatically erected, concurrent with the opening of the exit and self-supporting within 10 seconds. Step-down distance as used in this section means the actual distance between the bottom of the required opening and a usable foothold, extending out from the fuselage, that is large enough to be effective without searching by sight or feel.]
(b) Accessibility. Each required passenger emergency exit must be accessible to the passengers and located where it will afford the most effective means of passenger evacuation. Openings larger than those specified in this section, whether or not of rectangular shape, may be used if-
(1) The specified rectangular opening can be inscribed within the opening; and
(2) The base of the inscribed rectangular opening meets the specified step-up and step-down heights.