(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 (16)(iii) above. (Amendment 25-15)
373. AMENDMENT 25-88, Effective December 9, 1996.
a. Regulation.
[(a) Each non over-wing Type A, Type B or Type C exit, and any other non overwing landplane emergency exit 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.
(1) The assisting means for each passenger emergency exit must be a self-supporting slide or equivalent; and, in the case of a Type A or Type B exits, it must be capable of carrying simultaneously two parallel lines of evacuees. In addition, the assisting means 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 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 the outside under nonemergency conditions for normal use.
[(ii) Except for assisting means installed at Type C exits, it must be automatically erected within 6 seconds after deployment is begun. Assisting means installed at Type C exits must be automatically erected within 10 seconds from the time the opening means of the exit is actuated.]
(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
327 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 flightcrew 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 unapproved 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.
[(b) Assist means from the cabin to the wing are required for each Type A or Type B exit located above the wing and having a stepdown unless the exit without an assistmeans 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. In the case of assist means installed at Type C exits, it must be self-supporting within 10 seconds from the time the opening means of the exits is actuated. For all other exit types, it must be self-supporting 6 seconds after deployment is begun.]
(c) An escape route must be established from each overwing emergency exit, and (except for flap surfaces suitable as slides) covered with a slip resistant surface.
Except where a means for channelling the flow of evacuees is provided- [(1) The escape route from each Type A or Type B passenger emergency exit, or any common escape route from two Type III passenger emergency exits, must be at least 42-inches wide; that from any other passenger emergency exit must be at least 24- inches wide; and]
(2) The escape route surface must have a reflectance of at least 80 percent, and must be defined by markings with a surface-to-marking contrast ratio of at least 5:1.
[(d) Means must be provided to assist evacuees to reach the ground for all Type C exits located over the wing and, if the place on the airplane structure at which the escape route required in paragraph (c) of this section terminates is more than 6 feet from the ground with the airplane on the ground and the landing gear extended, for all other exit types.
(1) If the escape route is over the 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.
(2) The assisting means must be usable and self-supporting with one or more landing gear legs collapsed and under a 25-knot wind directed from the most critical angle.
(3) The assisting means provided for each escape route leading from a Type A or B emergency exit must be capable of carrying simultaneously two parallel lines of evacuees; and, the assisting means leading from any other exit type must be capable of carrying as many parallel lines of evacuees as there are required escape routes.
(4) The assisting means provided for each escape route leading from a Type C exit must be automatically erected within 10 seconds from the time the opening means of the exit is actuated, and that provided for the escape route leading from any other exit type must be automatically erected within 10 seconds after actuation of the erection system.]
b. Guidance.
(1) Paragraph (a). 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)
(2) Paragraph (a)(1)(i) and (d). 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)
(3) Paragraph (a)(1)(i) and (d). 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
329 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)
(4) Paragraph (a)(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)
(5) Paragraph (a)(1)(ii) and (d)(2). 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)
(6) Paragraph (a)(1)(iii) and (d)(2). 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)
(7) Paragraph (a)(1)(iii), (iv) and (d)(2). 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)
(8) Paragraph (a)(1)(iv) and (d)(2). (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)
(9) Paragraphs (a)(1)(iv) and (d). 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)
(10) Paragraph (a)(1)(v) and (d). 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)
(11) Paragraph (a)(1)(v) and (d). 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)
(12) Paragraph (a)(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)
(13) Paragraph (a)(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)
(14) Paragraph (c). (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
331 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)
(15) Paragraph (c). 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)
(16) Paragraph (c). 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 (16)(iii) above. (Amendment 25-15) 374 - 380. [RESERVED]
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333 SECTION 25.811 EMERGENCY EXIT MARKING
381. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
(a) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked.
(b) The identity and location of each emergency exit must be recognizable from a distance equal to the width of the cabin.
(c) The location of each emergency exit operating handle and the instructions for opening must be marked on or adjacent to the emergency exit, and this marking must be readable from a distance of 30-inches.
(d) A source of light, independent of the main lighting system, must be installed to illuminate each passenger emergency exit marking.
(e) Each exit light must be designed to function automatically in a crash landing and to operate manually.
(f) Each emergency exit that is required to be openable from the outside, and its means of opening, must be marked on the outside of the airplane.
(g) Exits marked as emergency exits, though in excess of the required number of emergency exits, must meet the requirements for emergency exits of the particular type. Emergency exits customarily used in entering or leaving the airplane need only be marked with the word "EXIT.”
b. Guidance.
(1) Paragraphs (a) and (c). Exit identity and conspicuity of operating instructions should be readable by a person with 20/20 vision making a normal effort under representative day and emergency night lighting. (Amendment 25-0)
(2) Paragraph (g). The word “EXIT” may be used to mark all emergency exits in the airplane including emergency exits used solely for emergency evacuation of the airplane. The emergency exits used solely for emergency evacuation of the airplane may also use the words “EMERGENCY EXIT.” (Amendment 25-0)
382. AMENDMENT 25-1, Effective June 7, 1965.
a. Regulation.
[(a) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked.
(b) The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin.
(c) The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign-
(1) Above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom;
(2) Next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and
(3) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location.
(d) Each passenger emergency exit marking and each locating sign must have white letters one-inch high on a red background two-inches high, be self or electrically illuminated, and have a minimum luminescence (brightness) of at least 160 microlamberts. The colors may be reversed if this will increase the emergency illumination of the passenger compartment.
(e) The location of each passenger emergency exit operating handle and instructions for opening must be shown:
(1) For each emergency exit, by a marking on or near the exit that is readable from a distance of 30-inches.
(2) In addition, for each Type I or Type II emergency exit with a locking mechanism released by rotary motion of the handle, by-
(i) A red arrow, with a shaft at least 3/4-inch wide and a head twice the width of the shaft, extending along at least 70° of arc at a radius approximately equal to 3/4 of the handle length; and
(ii) The word "open" in red letters one-inch high, placed horizontally near the head of the arrow.
(f) A source of light, independent of the main lighting system, must be installed to-
(1) Illuminate each passenger emergency exit marking and locating sign; and
(2) Provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height on the center line of the main passenger aisle, is at least 0.05 foot-candles.
(g) Each light required by paragraph (f) of this section must be designed to be operable manually, and to operate automatically, when armed if necessary, from the independent lighting system required by paragraph (f) of this section in a crash landing or whenever the airplane's normal electrical power to the light is interrupted.
(h) Each emergency exit that is required to be openable from the outside, and its means of opening, must be marked on the outside of the airplane. In addition, the following apply:
(1) There must be a two-inch colored band outlining the exit.
(2) Each outside marking, including the band, must differ in color from the surrounding fuselage surface so that the reflectance of the lighter color exceeds the reflectance of the darker color by a factor of at least three. "Reflectance" is the ratio of the luminous flux reflected by a body to the luminous flux it receives.
(i) Exits marked as emergency exits, though in excess of the required number of emergency exits, must meet the requirements for emergency exits of the particular type. Emergency exits customarily used in entering or leaving the airplane need only be marked with the word "Exit."]
b. Guidance.
(1) Paragraphs (a) and (e). Exit identity and conspicuity of operating instructions should be readable by a person with 20/20 vision making a normal effort under representative day and emergency night lighting. (Amendment 25-0)
(2) Paragraph (c). The signs required by paragraphs (c)(1) and (3) should be removed from the passenger compartment in mixed passenger/cargo arrangements if they indicate exits in the cargo compartment which are not accessible to passengers. For exits inaccessible in the cargo portion of the fuselage, the signs installed by this paragraph for passenger configurations may be left installed if they are not visible to the passengers. (Amendment 25-1)
(3) Paragraph (c)(2). The requirement for a sign next to each floor level exit is not satisfied by a sign mounted on the exit. The sign should remain visible whether or not the exit is open. In the case of an exit-mounted sign, the sign is removed when the exit is opened. This arrangement should not be employed. (Amendment 25-1)
(4) Paragraph (e)(2). An exit opening handle where motion is in the plane perpendicular to the exit is not considered a rotary handle as defined in this paragraph.
Therefore, the marking arrow specified is not required by this regulation. However, in order to provide an equivalent level of safety for this type of handle motion, markings appropriate to this type of handle should be provided. This should be documented in an Equivalent Safety Finding Issue Paper. (Amendment 25-1)
(5) Paragraphs (d) and (f)(2). Advisory Circular 20-38A, “Measurement of Cabin Interior Emergency Illumination in Transport Airplanes,” dated 2/8/66, provides guidance material for the measurements required in these paragraphs. (Amendment 25-1)
(6) Paragraph (f)(2). Refer to § 25.812(c) in effect by Amendment 25-15 and associated guidance. (Amendment 25-1)
(7) Paragraph (h). (Amendment 25-1)
(i) Guidance material for exterior colored bands around exits is provided in AC 20-47, “Exterior Colored Band Around Exits on Transport Airplanes,” dated 2/8/66.
(Amendment 25-1)
(ii) For airplanes that are convertible from passenger to mixed passenger/cargo arrangements, the exits unusable due to cargo blockage should be so marked. This can be indicated by a placard on or adjacent to the exit. The placard should provide obvious indication from the ground, to a rescue crew that the exit is not operable. No other change to the external markings is required. (Amendment 25-1)
(iii) If exits are deactivated, refer to § 25.807, Amendment 25-15, for guidance regarding deletion of markings for deactivated exits. (Amendment 25-1)
(8) Paragraphs (h) and (i). "Exit" or "Emergency Exit" need not be included with required exterior markings. (Amendment 25-1)
(9) Paragraphs (h)(1) and (2). The FAA issued policy memorandum ANM-03-115-04, dated April 2, 2003, and titled “Policy Statement on Exit Bands.” The policy is applicable to Amendment 25-1 for §§ 25.811 (h)(1) and (2) as follows: (Amendment 25-1)
(i) The FAA has been asked if compliance with § 25.811(h)(1) and (2) can be found with the lower section of a 2-inch colored band located a few-inches above the base of an exit. Metal door sills are often installed on the fuselage below floor-level exits to provide protection from impacts with loading equipment. If the band is located on the bottom edge of an exit, its color must be compared with the door sill color to determine compliance with § 25.811(h)(2). This requirement can result in a color scheme which is not desired by the operator. Note that painting the door sill is not considered a viable option since impacts with loading equipment cause the paint to scratch and wear away quickly. If the band is located a few-inches above the base of the exit, its color is compared with the door color below the band
337 instead of the metal door sill. This results in more color options for operators to choose from in determining a desired color scheme. (Amendment 25-1)
(ii) The purpose of these bands is to assist rescue personnel in recognizing exits in the side of the fuselage. Section 25.811(h)(1) requires that a two-inch color band outline each passenger emergency exit in the side of the fuselage. AC 20-47, paragraph 4b, indicates that a color band outlining an exit is considered to comply with applicable regulations whether the band is on the edge of the exit itself, on the fuselage surrounding the exit, or partially on both.
Although this guidance indicates acceptance of bands located on the edge of the exit itself, the FAA considers that a band could be located a small distance away from the exit’s edge and still be considered to “outline” the exit as required by § 25.811(h)(1). The FAA finds that for floorlevel exits the size of a Type II exit or larger, compliance can be found with the top and side sections of a band located a maximum of 2-inches away from the exit’s edge and the bottom section of a band located between 2-inches below and 3-inches above the exit’s edge. Figure 382-1 is a figure that demonstrates these boundaries. The bottom section of the band is allowed to be farther away from the exit’s edge than the other sides of the band to be consistent with past practices for exits with a door sill installed at their base. Although the band is not required to be on the edge of the exit, it must be parallel to the exit’s edge in order to outline the exit as required by the rule. (Amendment 25-1)