285 SECTION 25.809 EMERGENCY EXIT ARRANGEMENT
351. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
(a) Each emergency exit, including a flightcrew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside.
(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flightcrew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flightcrew area.
(c) The means of opening emergency exits must be simple and obvious and may not require exceptional effort. Internal exit-opening means involving sequence operations (such as operation of two handles or latches or the release of safety catches) may be used for flightcrew emergency exits if it can be reasonably established that these means are simple and obvious to crewmembers trained in their use.
(d) There must be a means to lock each emergency exit and to safeguard against its opening in flight, either inadvertently by persons or as a result of mechanical failure.
In addition, there must be a means for direct visual inspection of the locking mechanism by crewmembers to determine that each emergency exit, for which the initial opening movement is outward, is fully locked.
(e) There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.
(f) Each landplane emergency exit (other than exits located over the wing) more than six feet from the ground with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. In addition-
(1) The assist device for crew exits may be a rope or any other device demonstrated to be suitable for the purpose;
(2) The assist device for passenger exits may be an inflatable slide, a noninflatable slide, or other approved device; and
(3) Ropes and ladders may not be used at passenger floor level exits.
(g) The proper functioning of each emergency exit must be shown by tests.
b. Guidance.
(1) Paragraph (b). Other approved exits should be usable for rescue personnel to assist incapacitated flight crewmembers. If a cockpit flightcrew exit is not openable from the outside on the left side, another approved exit that is openable from the outside should be on the left side.
The same applies to the right side. Also refer to § 25.805. When conducting the evaluation that an exit is openable from both inside and outside of the airplane, the adjacent seats must be positioned in the most adverse position of the seat including seat translation, seat rotation, seat back recline, seat back breakover, and seat tracking. (Amendment 25-0)
(2) Paragraph (b). Some airplanes initially certificated as passenger configurations may include cockpit windows that are openable only from the inside. On those airplanes, convenient and readily accessible passenger exits on both sides of the fuselage, that are openable from both the inside and outside, have been approved to comply with this requirement. When these airplanes are reconfigured as cargo-only airplanes, with an accompanying proposal to deactivate one of these passenger doors, provision must be made for continued compliance with this requirement (e.g., reconfiguring the cockpit window on that side so that it is openable from the outside). (Amendment 25-0)
(3) Paragraph (b). The requirement that each emergency exit be openable from the inside and outside does not apply when the airplane is parked and unoccupied. It is acceptable to have locks that prevent unauthorized entry provided there are also satisfactory means to ensure that the locks are disengaged prior to passenger boarding. Such satisfactory means will vary depending on the size and complexity of the airplane. Cockpit annunciator lights are not necessary unless the emergency exits are so remotely located or numerous that lock disengagement might be overlooked. A lock pin with a red flag in an exit is satisfactory. The AFM should include a preflight checklist in the Procedures Section requiring the lock pin removal. (Amendment 25-0)
(4) Paragraph (c). The exits should be openable when the fuselage is pressurized to the maximum allowed for takeoff and landing. Usually this pressure is about 0.125 psi. If design features such as automatic bleed-off, would make this full pressure unlikely, the exits should be openable at whatever pressure can reasonably be expected after taxi, rejected takeoff (RTO), or minor crash landing. (Amendment 25-0)
(5) Paragraph (e). A hole in the fuselage, such as an exit, inevitably has stronger structure surrounding it and is an acceptable provision. Clearances to account for deflections such as the doors, structure, and hinges, are also provisions. A minor crash landing is one in which the ultimate inertia forces of § 25.561(b)(3) are experienced. (Amendment 25-0)
(6) Paragraph (f). Large transport airplanes typically have heights from cockpit windows and/or floor level exits to the ground that may preclude the use of ropes as an acceptable assist means for egress. Demonstrations have shown that typical occupants do not have the upper body strength and/or stamina to descend a rope over longer distances without unacceptable slipping and/or falling. Consequently, alternative means, such as inertia reels or slides should be utilized, as appropriate. (Amendment 25-0)
(7) Paragraph (f). Part 25 addresses requirements for crew and passenger occupants only. It did not envision nor does it specifically address an increasingly common category of occupant approved (by exemption to part 25) for freighter airplanes: supernumeraries (reference § 121.583). Supernumeraries are typically employed in some fashion to facilitate the movement or care of cargo and passengers, generally receive some degree of training over and above that possessed by passengers. Additionally, relatively few of them are accommodated onboard any particular airplane. Consequently, the terms of each exemption approving the carriage of supernumeraries are tailored to the particular installations and training involved. But in general, the FAA has conservatively considered supernumeraries to be more like passengers than crew, and encourages and expects supernumeraries to be afforded the same overall level of safety as for passengers, to the maximum extent practicable-except that, for supernumeraries, more consideration is permitted for training and other special circumstances to achieve the requisite level of safety. For example, escape slides have typically been retained on freighter conversions.
But in some limited special instances, inertial reels have been approved in lieu of slides.
(Amendment 25-0)
(8) Paragraph (f)(1). If a rope is provided for crew exits, it should be attached to the fuselage structure at or above the upper limit of the exit opening. The rope and attachment should be capable of withstanding a 400-pound static load. Usability of the rope should be demonstrated by a 5th percentile female (approximately 60-inches tall and weighing no more than 102 lbs) as well as a 95th percentile male (approximately 74-inches tall and weighing no less than 210 lbs). (Amendment 25-0)
352. AMENDMENT 25-1, Effective June 7, 1965.
a. Regulation.
(a) Each emergency exit, including a flight crew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside.
(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area.
(c) The means of opening emergency exits must be simple and obvious and may not require exceptional effort. Internal exit-opening means involving sequence operations (such as operation of two handles or latches or the release of safety catches) may be used for flight crew emergency exits if it can be reasonably established that these means are simple and obvious to crewmembers trained in their use.
(d) There must be a means to lock each emergency exit and to safeguard against its opening in flight, either inadvertently by persons or as a result of mechanical failure.
In addition, there must be a means for direct visual inspection of the locking mechanism by crewmembers to determine that each emergency exit, for which the initial opening movement is outward, is fully locked.
(e) There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.
[(f) Each landplane emergency exit more than six feet from the ground with the airplane on the ground and the landing gear extended and each over-the-wing emergency exit must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor level passenger emergency exit must be a slide, or an equivalent approved device. The assisting means for any other emergency exit must be a rope at least 5/8-inch in diameter, or an equivalent approved device. If the assisting means is a rope or an approved device equivalent to a rope, it must be-
(1) Attached to the fuselage structure at or above the top of the emergency exit opening, or, for a device at a pilot's emergency exit window, at another approved location if the stowed device, or its attachment, would reduce the pilot's view in flight;
(2) Able (with its attachment) to withstand a 400-pound static load; and
(3) For an over-the-wing emergency exit, long enough to allow descent over the leading or trailing edge of the wing, whichever distance is longer.]
(g) The proper functioning of each emergency exit must be shown by tests.
b. Guidance.
(1) Paragraph (b). Other approved exits should be usable for rescue personnel to assist incapacitated flight crewmembers. If a cockpit flightcrew exit is not openable from the outside on the left side, another approved exit that is openable from the outside should be on the left side.
The same applies to the right side. Also refer to § 25.805. The evaluation that an exit is openable from both inside and outside of the airplane, the adjacent seats must be positioned in the most adverse position of the seat including seat translation, seat rotation, seat back recline, seat back breakover, and seat tracking. (Amendment 25-0)
(2) Paragraph (b). Some airplanes initially certificated as passenger configurations may include cockpit windows that are openable only from the inside. On those airplanes, convenient and readily accessible passenger exits on both sides of the fuselage, that are openable from both the inside and outside, have been approved to comply with this requirement. When these airplanes are reconfigured as cargo-only airplanes, with an accompanying proposal to deactivate one of these passenger doors, provision must be made for continued compliance with this
289 requirement (e.g., reconfiguring the cockpit window on that side so that it is openable from the outside). (Amendment 25-0)
(3) Paragraph (b). The requirement that each emergency exit be openable from the inside and outside does not apply when the airplane is parked and unoccupied. It is acceptable to have locks that prevent unauthorized entry provided there are also satisfactory means to ensure that the locks are disengaged prior to passenger boarding. Such satisfactory means will vary depending on the size and complexity of the airplane. Cockpit annunciator lights are not necessary unless the emergency exits are so remotely located or numerous that lock disengagement might be overlooked. A lock pin with a red flag in an exit is satisfactory. The AFM should include a preflight checklist in the Procedures Section requiring the lock pin removal. (Amendment 25-0)
(4) Paragraph (c). The exits should be openable when the fuselage is pressurized to the maximum allowed for takeoff and landing. Usually this pressure is about 0.125 psi. If design features such as automatic bleed-off, would make this full pressure unlikely, the exits should be openable at whatever pressure can reasonably be expected after taxi, rejected takeoff (RTO), or minor crash landing. (Amendment 25-0)
(5) Paragraph (e). A hole in the fuselage, such as an exit, inevitably has stronger structure surrounding it and is an acceptable provision. Clearances to account for deflections such as the doors, structure, and hinges, are also provisions. A minor crash landing is one in which the ultimate inertia forces of § 25.561(b)(3) are experienced. (Amendment 25-0)
(6) Paragraph (f). Large transport airplanes typically have heights from cockpit windows and/or floor level exits to the ground that may preclude the use of ropes as an acceptable assist means for egress. Demonstrations have shown that typical occupants do not have the upper body strength and/or stamina to descend a rope over longer distances without unacceptable slipping and/or falling. Consequently, alternative means, such as inertia reels or slides should be utilized, as appropriate. (Amendment 25-0)
(7) Paragraph (f). Part 25 addresses requirements for crew and passenger occupants only. It did not envision nor does it specifically address an increasingly common category of occupant approved (by exemption to part 25) for freighter airplanes: supernumeraries (reference § 121.583). Supernumeraries are typically employed in some fashion to facilitate the movement or care of cargo and passengers, generally receive some degree of training over and above that possessed by passengers. Additionally, relatively few of them are accommodated onboard any particular airplane. Consequently, the terms of each exemption approving the carriage of supernumeraries are tailored to the particular installations and training involved. But in general, the FAA has conservatively considered supernumeraries to be more like passengers than crew, and encourages and expects supernumeraries to be afforded the same overall level of safety as for passengers, to the maximum extent practicable-except that, for supernumeraries, more consideration is permitted for training and other special circumstances to achieve the requisite level of safety. For example, escape slides have typically been retained on freighter conversions.
But in some limited special instances, inertial reels have been approved in lieu of slides.
(Amendment 25-0)
(8) Paragraph (f). Usability of the rope should be demonstrated by a 5th percentile female (approximately 60-inches tall and weighing no more than 102 lbs) as well as a 95th percentile male (approximately 74-inches tall and weighing no less than 210 lbs). (Amendment 25-0)
353. AMENDMENT 25-9, Effective June 30, 1966.
a. Regulation.
(a) Each emergency exit, including a flight crew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside.
(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area.
(c) The means of opening emergency exits must be simple and obvious and may not require exceptional effort. Internal exit-opening means involving sequence operations (such as operation of two handles or latches or the release of safety catches) may be used for flight crew emergency exits if it can be reasonably established that these means are simple and obvious to crewmembers trained in their use.
(d) There must be a means to lock each emergency exit and to safeguard against its opening in flight, either inadvertently by persons or as a result of mechanical failure.
In addition, there must be a means for direct visual inspection of the locking mechanism by crewmembers to determine that each emergency exit, for which the initial opening movement is outward, is fully locked.
(e) There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.
[(f) Each landplane emergency exit (other than over the wing) more than 6 feet from the ground with the airplane on the ground and the landing gear extended must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor level passenger emergency exit must be a slide, or an equivalent approved device. The assisting means is a rope or an approved device equivalent to a rope, it must be-]
(1) Attached to the fuselage structure at or above the top of the emergency exit opening, or, for a device at a pilot's emergency exit window, at another approved
291 location if the stowed device, or its attachment, would reduce the pilot's view in flight; and
(2) Able (with its attachment) to withstand a 400-pound static load.
(g) The proper functioning of each emergency exit must be shown by tests.
b. Guidance.
(1) Paragraph (b). Other approved exits should be usable for rescue personnel to assist incapacitated flight crewmembers. If a cockpit flightcrew exit is not openable from the outside on the left side, another approved exit that is openable from the outside should be on the left side.
The same applies to the right side. Also refer to § 25.805. The evaluation that an exit is openable from both inside and outside of the airplane, the adjacent seats must be positioned in the most adverse position of the seat including seat translation, seat rotation, seat back recline, seat back breakover, and seat tracking. (Amendment 25-0)
(2) Paragraph (b). Some airplanes initially certificated as passenger configurations may include cockpit windows that are openable only from the inside. On those airplanes, convenient and readily accessible passenger exits on both sides of the fuselage, that are openable from both the inside and outside, have been approved to comply with this requirement. When these airplanes are reconfigured as cargo-only airplanes, with an accompanying proposal to deactivate one of these passenger doors, provision must be made for continued compliance with this requirement (e.g., reconfiguring the cockpit window on that side so that it is openable from the outside). (Amendment 25-0)
(3) Paragraph (b). The requirement that each emergency exit be openable from the inside and outside does not apply when the airplane is parked and unoccupied. It is acceptable to have locks that prevent unauthorized entry provided there are also satisfactory means to ensure that the locks are disengaged prior to passenger boarding. Such satisfactory means will vary depending on the size and complexity of the airplane. Cockpit annunciator lights are not necessary unless the emergency exits are so remotely located or numerous that lock disengagement might be overlooked. A lock pin with a red flag in an exit is satisfactory. The AFM should include a preflight checklist in the Procedures Section requiring the lock pin removal. (Amendment 25-0)
(4) Paragraph (c). The exits should be openable when the fuselage is pressurized to the maximum allowed for takeoff and landing. Usually this pressure is about 0.125 psi. If design features such as automatic bleed-off, would make this full pressure unlikely, the exits should be openable at whatever pressure can reasonably be expected after taxi, rejected takeoff (RTO), or minor crash landing. (Amendment 25-0)
(5) Paragraph (e). A hole in the fuselage, such as an exit, inevitably has stronger structure surrounding it and is an acceptable provision. Clearances to account for deflections such as the doors, structure, and hinges, are also provisions. A minor crash landing is one in which the ultimate inertia forces of § 25.561(b)(3) are experienced. (Amendment 25-0)
(6) Paragraph (f). Large transport airplanes typically have heights from cockpit windows and/or floor level exits to the ground that may preclude the use of ropes as an acceptable assist means for egress. Demonstrations have shown that typical occupants do not have the upper body strength and/or stamina to descend a rope over longer distances without unacceptable slipping and/or falling. Consequently, alternative means, such as inertia reels or slides should be utilized, as appropriate. (Amendment 25-0)
(7) Paragraph (f). Part 25 addresses requirements for crew and passenger occupants only. It did not envision nor does it specifically address an increasingly common category of occupant approved (by exemption to part 25) for freighter airplanes: supernumeraries (reference § 121.583). Supernumeraries are typically employed in some fashion to facilitate the movement or care of cargo and passengers, generally receive some degree of training over and above that possessed by passengers. Additionally, relatively few of them are accommodated onboard any particular airplane. Consequently, the terms of each exemption approving the carriage of supernumeraries are tailored to the particular installations and training involved. But in general, the FAA has conservatively considered supernumeraries to be more like passengers than crew, and encourages and expects supernumeraries to be afforded the same overall level of safety as for passengers, to the maximum extent practicable-except that, for supernumeraries, more consideration is permitted for training and other special circumstances to achieve the requisite level of safety. For example, escape slides have typically been retained on freighter conversions.
But in some limited special instances, inertial reels have been approved in lieu of slides.
(Amendment 25-0)
(8) Paragraph (f). Usability of the rope should be demonstrated by a 5th percentile female (approximately 60-inches tall and weighing no more than 102 lbs) as well as a 95th percentile male (approximately 74-inches tall and weighing no less than 210 lbs). (Amendment 25-0)
354. AMENDMENT 25-15, Effective October 24, 1967.
a. Regulation.
(a) Each emergency exit, including a flight crew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside.
(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area.
(c) The means of opening emergency exits must be simple and obvious and may not require exceptional effort. Internal exit-opening means involving sequence operations (such as operation of two handles or latches or the release of safety catches) may be used for flight crew emergency exits if it can be reasonably
293 established that these means are simple and obvious to crewmembers trained in their use.
(d) There must be a means to lock each emergency exit and to safeguard against its opening in flight, either inadvertently by persons or as a result of mechanical failure.
In addition, there must be a means for direct visual inspection of the locking mechanism by crewmembers to determine that each emergency exit, for which the initial opening movement is outward, is fully locked.
(e) There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.
[(f) Each landplane emergency exit (other than exits located over the wing) more than 6 feet from the ground with the airplane on the ground and the landing gear extended must have an approved means to assist the occupants in descending to the ground as follows:
(1) The assisting means for each passenger emergency exit must be a self-supporting slide or equivalent, and must be designed so that it is-
(i) Automatically deployed, and automatically erected, concurrent with the opening of the exit except that the assisting means may be erected in a different manner when installed at service doors that qualify as emergency exits, and at passenger doors;
and
(ii) Erectable within 10 seconds and of such length that the lower end is selfsupporting on the ground after collapse of any one or more landing gear legs.
(2) The assisting means for flight crew emergency exits may be a rope or any other means demonstrated to be suitable for the purpose. If the assisting means is a rope, or an approved device equivalent to a rope, it must be-
(i) Attached to the fuselage structure at or above the top of the emergency exit opening, or, for a device at a pilot's emergency exit window, at another approved location if the stowed device, or its attachment, would reduce the pilot's view in flight;
(ii) Able (with its attachment) to withstand a 400-pound static load.]
(g) The proper functioning of each emergency exit must be shown by tests.
[(h) If the trailing edge of the flaps in the landing position is more than 6 feet above the ground with the airplane on the ground and the landing gear extended, or if the wing is more than 6 feet above the ground with the landing gear extended and the flaps are unsuitable as a slide, means must be provided to assist evacuees (who have used the overwing exits) to reach the ground.]
b. Guidance.
(1) Paragraph (b). Other approved exits should be usable for rescue personnel to assist incapacitated flight crewmembers. If a cockpit flightcrew exit is not openable from the outside on the left side, another approved exit that is openable from the outside should be on the left side.
The same applies to the right side. Also refer to § 25.805. The evaluation that an exit is openable from both inside and outside of the airplane, the adjacent seats must be positioned in the most adverse position of the seat including seat translation, seat rotation, seat back recline, seat back breakover, and seat tracking. (Amendment 25-0)
(2) Paragraph (b). Some airplanes initially certificated as passenger configurations may include cockpit windows that are openable only from the inside. On those airplanes, convenient and readily accessible passenger exits on both sides of the fuselage, that are openable from both the inside and outside, have been approved to comply with this requirement. When these airplanes are reconfigured as cargo-only airplanes, with an accompanying proposal to deactivate one of these passenger doors, provision must be made for continued compliance with this requirement (e.g., reconfiguring the cockpit window on that side so that it is openable from the outside). (Amendment 25-0)
(3) Paragraph (b). The requirement that each emergency exit be openable from the inside and outside does not apply when the airplane is parked and unoccupied. It is acceptable to have locks that prevent unauthorized entry provided there are also satisfactory means to ensure that the locks are disengaged prior to passenger boarding. Such satisfactory means will vary depending on the size and complexity of the airplane. Cockpit annunciator lights are not necessary unless the emergency exits are so remotely located or numerous that lock disengagement might be overlooked. A lock pin with a red flag in an exit is satisfactory. The AFM should include a preflight checklist in the Procedures Section requiring the lock pin removal. (Amendment 25-0)
(4) Paragraph (c). The exits should be openable when the fuselage is pressurized to the maximum allowed for takeoff and landing. Usually this pressure is about 0.125 psi. If design features such as automatic bleed-off, would make this full pressure unlikely, the exits should be openable at whatever pressure can reasonably be expected after taxi, rejected takeoff (RTO), or minor crash landing. (Amendment 25-0)
(5) Paragraph (e). A hole in the fuselage, such as an exit, inevitably has stronger structure surrounding it and is an acceptable provision. Clearances to account for deflections such as the doors, structure, and hinges, are also provisions. A minor crash landing is one in which the ultimate inertia forces of § 25.561(b)(3) are experienced. (Amendment 25-0)
(6) Paragraph (f). Part 25 addresses requirements for crew and passenger occupants only. It did not envision nor does it specifically address an increasingly common category of occupant approved (by exemption to part 25) for freighter airplanes: supernumeraries (reference § 121.583). Supernumeraries are typically employed in some fashion to facilitate the movement or care of cargo and passengers, generally receive some degree of training over and above that possessed by passengers. Additionally, relatively few of them are accommodated onboard any particular airplane. Consequently, the terms of each exemption approving the carriage of
295 supernumeraries are tailored to the particular installations and training involved. But in general, the FAA has conservatively considered supernumeraries to be more like passengers than crew, and encourages and expects supernumeraries to be afforded the same overall level of safety as for passengers, to the maximum extent practicable-except that, for supernumeraries, more consideration is permitted for training and other special circumstances to achieve the requisite level of safety. For example, escape slides have typically been retained on freighter conversions.
But in some limited special instances, inertial reels have been approved in lieu of slides.
(Amendment 25-0)
(7) Paragraph (f)(1). To be self-supporting, the bottom end of the slide should rest on the ground. If it does not rest on the ground, the slide must be usable and look usable to passengers. When the passenger uses the slide, the bottom end should rest on the ground and allow the passenger to egress, the slide readily. (Amendment 25-15)
(8) Paragraph (f)(1)(i). There should be a positive visual means of determining girt bar engagement to assure that the assisting means can be automatically deployed. (Amendment 25-
15)
(9) Paragraph (f)(1)(i). Passenger doors are those that can be expected to be used for normal passenger loading. Current airport terminal passenger loading facilities should be considered. An emergency exit qualifies as a service door if such as a galley or service bar is adjacent to the exit. An exit is not a service door if the galley is on the other side of the airplane with its own door. When the interior is used in more than one configuration, where the exit is a service door at times and solely an emergency exit at other times, the rule allows fully automatic slides at all times, or conversion from automatically inflated to manually inflated as the exit status varies. Since the second option may be impractical, the use of fully automatic slides at all times would be acceptable. The FAA considers that fully automatic slides may be hazardous to ground personnel, and may find it acceptable to install a warning placard or red webbing stretched across the door window. A manual inflation handle with placarding is an acceptable different manner for slide erection. (Amendment 25-15)
(10) Paragraph (f)(1)(ii). Collapse of any one or more landing gear legs will cause the slide angle to vary from the normal angle. At these various angles, it may be acceptable if the assisting means is safely usable by normal, healthy passengers. If this is not obvious by inspection, it should be demonstrated by test. The evacuation rate need not be the same as that with a normal angle. The adverse attitude also should be evaluated for the cockpit emergency egress provisions. (Amendment 25-15)
(11) Paragraph (f)(2). Large transport airplanes typically have heights from cockpit windows and/or floor level exits to the ground that may preclude the use of ropes as an acceptable assist means for egress. Demonstrations have shown that typical occupants do not have the upper body strength and/or stamina to descend a rope over longer distances without unacceptable slipping and/or falling. Consequently, alternative means, such as inertia reels or slides should be utilized, as appropriate. (Amendment 25-0)
(12) Paragraph (f)(2). Usability of the rope should be demonstrated by a 5th percentile female (approximately 60-inches tall and weighing no more than 102 lbs) as well as a 95th percentile male (approximately 74-inches tall and weighing no less than 210 lbs). (Amendment 25-0)
(13) Paragraph (h). The six feet above the ground may be measured as follows:
(Amendment 25-15)
(i) At the lowest point along the required escape route, (Amendment 25-15)
(ii) When the airplane is on level ground, (Amendment 25-15)
(iii) The gross weight and center of gravity (c.g.) location should be considered for a typical takeoff configuration for the critical flap setting, (Amendment 25-15)
(iv) The flap setting should be the highest landing setting allowed in the AFM, (Amendment 25-15)
(v) The landing gear oleo setting, tire pressure and any other rigging dependent tolerances should be the average, and (Amendment 25-15)
(vi) The landing gear strut and tire compression should be based on the gross weight and c.g. location used in paragraph (13)(iii) above. (Amendment 25-15)
355. AMENDMENT 25-32, Effective, May 1, 1972.
a. Regulation.
(a) Each emergency exit, including a flight crew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside.
(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area. [Each emergency exit must be capable of being opened, when there is no fuselage deformation-
(1) With the airplane in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear; and
(2) Within ten seconds measured from the time when the opening means is actuated to the time when the exit is fully opened.]