309 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 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)(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)
(8) 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)
(9) Paragraph (f)(1)(i). A passenger entrance door and service door are defined the same as that for passenger doors and service doors in paragraph 354b(8). (Amendment 25-32)
(10) Paragraph (f)(1)(iii). 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)
(11) Paragraph (f)(1)(iii). 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)
(12) Paragraph (f)(1)(iv). (Amendment 25-46)
(i) The person who assists should come from the airplane. This capability should be demonstrated by test. (Amendment 25-46)
(ii) Escape slides that deploy in front of an engine inlet may need to be assessed for the effect of the inlet airflow on the acceptable deployment of the escape slide. Since the wind condition is assumed, the effect of the inlet airflow should be considered in combination with the 25-knot. wind. The effect of the engine is non-linear with respect to distance from the inlet, so that tests that do not use an actual running engine should contain conservative conditions or assumptions to ensure that the installation is acceptable. For example, adding the effect of the engine (at specific distance from the inlet) to the wind velocity, and then verifying that the slide will come no closer to the engine than that distance is an acceptable method. (Amendment 25-
46)
(13) Paragraph (f)(1)(v). The five tests should be conducted for each individual exit.
For instance, if there are a total of four Type I exits in the airplane and each exit with each slide installation is identical, a total of 20 deployment and inflation tests should be conducted, five on each exit. A lesser number of tests may be acceptable for a modification to the system installation or slide design. (Amendment 25-46)
(14) Paragraph (f)(1)(v). The packed escape slide as installed in the airplane, up to and including the hardware that attaches the slide to the door, should be subjected to the specified inertia forces. Each escape slide used in the test program should be subjected to the inertia forces, but need not be subjected to the inertia forces more than once, even though it may be tested more than once. (Amendment 25-46)
(15) Paragraph (f)(1)(iv) and (v). For wind or repeatability tests, as many deployments as possible should be done on an airplane. When using a mockup (also known as a module) for these tests, the following items, as a minimum, should be satisfactorily addressed: (Amendment 25-46)
(i) The door on the mockup should be a full-size door built as close to a production door as possible, using production hardware or prototype equivalents. This is especially critical
311 with respect to the girt bar, floor fittings, packboard, bustle, the door motion, door velocity throughout the range of travel, and the manner in which the slide drops. (Amendment 25-46)
(ii) The fuselage contour and skin surface of the mockup which might be contacted by the slide, under any normal or adverse attitude or wind conditions, should be the same as the airplane contour. Additionally, fuselage protuberances such as pitot-static tubes and outflow valves should be accurately represented. (Amendment 25-46)
(iii) The impingement of the wind on the slide should be shown by aerodynamic analysis to be equal or greater than that on the airplane. (Amendment 25-46)
(16) 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)
(17) 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)
(18) Paragraph (h). The guidance stated in paragraph 354b(12) of this AC applies to this amendment except paragraph 354b(12)(iv), as applied here, should read: "The flap setting should be the highest takeoff or landing setting allowed in the AFM." (Amendment 25-32)
(19) 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 (19)(iii) above. (Amendment 25-15)
358. AMENDMENT 25-47, Effective December 24, 1979.
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.
(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 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 to meet the following requirements:
(i) It must be automatically deployed and deployment must begin during the interval between the time the exit opening means is actuated from inside the airplane and the
313 time the exit is fully opened. However, each passenger emergency exit which is also a passenger entrance door or a service door must be provided with means to prevent deployment of the assisting means when it is opened from either the inside or outside under non-emergency conditions for normal use.
(ii) It must be automatically erected within 10 seconds after deployment is begun.
[(iii) It must be of such length after full deployment that the lower end is selfsupporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs of the landing gear.]
(iv) It must have the capability, in 25-knot winds directed from the most critical angle, to deploy and, with the assistance of only one person, to remain usable after full deployment to evacuate occupants safely to the ground.
(v) For each system installation (mockup or airplane installed), five consecutive deployment and inflation tests must be conducted (per exit) without failure, and at least three tests of each such five-test series must be conducted using a single representative sample of the device. The sample devices must be deployed and inflated by the system's primary means after being subjected to the inertia forces specified in § 25.561(b). If any part of the system fails or does not function properly during the required tests, the cause of the failure or malfunction must be corrected by positive means and after that the full series of five consecutive deployment and inflation tests must be conducted without failure.
(2) The assisting means for flight crew emergency exits may be a rope of 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 tope 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) Each emergency exit must be shown by tests, or by a combination of analysis and tests, to meet the requirements of paragraphs (b) and (c) of this section.
(h) If the place on the airplane structure at which the escape route required in § 25.803(e) terminates is more than six feet from the ground with the airplane on the ground and the landing gear extended, means must be provided to assist evacuees (who have used the overwing exits) to reach the ground. If the escape route is over a flap, the height of the terminal edge must be measured with the flap in the takeoff or landing position, whichever is higher from the ground. The assisting means must be
314 of such length that the lower end is self-supporting on the ground after collapse of any one or more landing gear legs.
(i) If a single power boost or single power-operated system is the primary system for operating more than one exit in an emergency, each exit must be capable of meeting the requirements of paragraph (b) of this section in the event of failure of the primary system. Manual operation of the exit (after failure of the primary system) is acceptable.,
(j) When required by the operating rules for any large passenger-carrying turbojet powered airplane, each ventral exit and tailcone exit must be-
(1) Designed and constructed so that it cannot be opened during flight; and
(2) Marked with a placard readable from a distance of 30-inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.
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 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)(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)
(8) 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)
(9) Paragraph (f)(1)(i). A passenger entrance door and service door are defined the same as that for passenger doors and service doors in paragraph 354b(8). (Amendment 25-32)
(10) Paragraph (f)(1)(iii). 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)
(11) Paragraph (f)(1)(iii). In order to meet the 25 knot wind requirement, the escape slide presses against the fuselage and the end of the unoccupied slide may not be in physical contact with the ground, especially in the most adverse attitude (gear collapse). This condition has been found to be acceptable provided the slide is self-supporting on the ground shortly after an evacuee has entered the slide and prior to the evacuee reaching the end of the slide. The unoccupied slide, when viewed from the exit, should not give the visual impression that the slide is unsafe for use. (Amendment 25-47)
(12) Paragraph (f)(1)(iii). 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)
(13) Paragraph (f)(1)(iv). (Amendment 25-46)
(i) The person who assists should come from the airplane. This capability should be demonstrated by test. (Amendment 25-46)
(ii) Escape slides that deploy in front of an engine inlet may need to be assessed for the effect of the inlet airflow on the acceptable deployment of the escape slide. Since the wind condition is assumed, the effect of the inlet airflow should be considered in combination with the 25-knot. wind. The effect of the engine is non-linear with respect to distance from the inlet, so that tests that do not use an actual running engine should contain conservative conditions or assumptions to ensure that the installation is acceptable. For example, adding the effect of the engine (at specific distance from the inlet) to the wind velocity, and then verifying that the slide will come no closer to the engine than that distance is an acceptable method. (Amendment 25-
46)
(14) Paragraph (f)(1)(v). The five tests should be conducted for each individual exit.
For instance, if there are a total of four Type I exits in the airplane and each exit with each slide installation is identical, a total of 20 deployment and inflation tests should be conducted, five on each exit. A lesser number of tests may be acceptable for a modification to the system installation or slide design. (Amendment 25-46)
(15) Paragraph (f)(1)(v). The packed escape slide as installed in the airplane, up to and including the hardware that attaches the slide to the door, should be subjected to the specified
317 inertia forces. Each escape slide used in the test program should be subjected to the inertia forces, but need not be subjected to the inertia forces more than once, even though it may be tested more than once. (Amendment 25-46)
(16) Paragraphs (f)(1)(iv) and (v). For wind or repeatability tests, as many deployments as possible should be done on an airplane. When using a mockup (also known as a module) for these tests, the following items, as a minimum, should be satisfactorily addressed: (Amendment 25-46)
(i) The door on the mockup should be a full-size door built as close to a production door as possible, using production hardware or prototype equivalents. This is especially critical with respect to the girt bar, floor fittings, packboard, bustle, the door motion, door velocity throughout the range of travel, and the manner in which the slide drops. (Amendment 25-46)
(ii) The fuselage contour and skin surface of the mockup which might be contacted by the slide, under any normal or adverse attitude or wind conditions, should be the same as the airplane contour. Additionally, fuselage protuberances such as pitot-static tubes and outflow valves should be accurately represented. (Amendment 25-46)
(iii) The impingement of the wind on the slide should be shown by aerodynamic analysis to be equal or greater than that on the airplane. (Amendment 25-46)
(17) 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)
(18) 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)
(19) Paragraph (h). The guidance stated in paragraph 354b(12) of this AC applies to this amendment except paragraph 354b(12)(iv), as applied here, should read: "The flap setting should be the highest takeoff or landing setting allowed in the AFM." (Amendment 25-32)
(20) 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 (20)(iii) above. (Amendment 25-15)
359. AMENDMENT 25-72, Effective August 20, 1990.
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.
(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)] If a single power-boost or single power-operated system is the primary system for operating more than one exit in an emergency, each exit must be capable of meeting the requirements of paragraph (b) of this section in the event of failure of the primary system. Manual operation of the exit (after failure of the primary system) is acceptable.
319 [(e)] Each emergency exit must be shown by tests, or by a combination of analysis and tests, to meet the requirements of paragraphs (b) and (c) of this section.
[(f)] 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.
[(g)] There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.
[(h)] When required by the operating rules for any large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be-
(1) Designed and constructed so that it cannot be opened during flight; and
(2) Marked with a placard readable from a distance of 30-inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.
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 § 25.807(f). 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 (g). 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) 360 - 370. [RESERVED]