(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)
FIGURE 382-1 ACCEPTABLE COLOR BAND LOCATIONS FOR AN EXIT THE SIZE
OF A TYPE IL EXIT OR LARGER 2" Max 2" Max Color Bands (Two bands included solely to demonstrate the acceptable locations of a band) Edge of Exit 2" Max 2" Max 2" Max 2" Max _ 3" Max 2" Max 338
(10) Paragraph (i). 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)
383. AMENDMENT 25-15, Effective October 24, 1967.
a. Regulation.
[(a) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked.
(b) The identify and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin.
(c) Means must be provided to assist the occupants in locating the exits in conditions of dense smoke.
(d) 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 the 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.
(e) The location of the operating handle and instructions for opening must be shown-
(1) For each passenger emergency exit, by a marking on or near the exit that is readable from a distance of 30-inches; and
(2) For each Type I or Type II passenger emergency exit with a locking mechanism released by rotary motion of the handle, by-
(i) A red arrow, with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70° of arc at a radius approximately equal to three-fourths of the handle length; and
(ii) The word "open" in red letters 1-inch high, placed horizontally near the head of the arrow.
(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. In addition, the following apply:
(1) The outside marking for each passenger emergency exit in the side of the fuselage must include a 2-inch colored band outlining the exit.
(2) Each outside marking including the band, must have color contrast to be readily distinguishable from the surrounding fuselage surface. The contrast must be such that if the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. "Reflectance" is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at least a 30-percent difference between its reflectance and the reflectance of the lighter color must be provided.
(3) In the case of exits other than those in the side of the fuselage, such as ventral or tail cone exits, the external means of opening, including instructions if applicable, must be conspicuously marked in red, or bright chrome yellow if the background color is such that red is inconspicuous. When the opening means is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side.
(g) Emergency exits 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 intent of this requirement is to require additional hardware means to materially enhance occupant’s ability to locate the exits. Compliance with the floor proximity emergency escape path marking requirements of § 25.812(e) Amendment 25-58 is also considered compliance with the requirements of this section. (Amendment 25-15)
(3) Paragraph (d). The signs required by paragraphs (d)(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)
(4) Paragraph (d)(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
341 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)
(5) 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)
(6) Paragraph (f). Exit bands are not required for "flightcrew only" exits or other emergency exits not in the sides of the fuselage. (Amendment 25-15)
(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 (f)(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 25-15 for §§ 25.811(f)(1) and (2) as follows: (Amendment 25-1)
(i) The FAA has been asked if compliance with §§ 25.811(f)(1) and (2) can be found with the lower section of a two-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(f)(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 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(f)(1) requires that a two-inch color band outline each