(e) Two systems for radio navigation, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(f) A windshield wiper, or equivalent, for each pilot station.
(g) An ignition switch, for each engine.
(h) Portable fire extinguishers as prescribed in § 25.853(e) and (f).]
b. Guidance.
(l) While equipment listed in § 25.1307 may be referred to in other sections of part 25, the listing of such equipment in § 25.1307 is necessary since it is only there that the equipment is required. The other sections generally treat the equipment from the standpoint of performance, reliability and installation. (Amendment 25-23)
(2) Regarding duplication of communication and navigation radio equipment, although under parts 91 and 121, there are situations in which an airplane can be operated without two communication and navigation systems, there are always operations in which a transport category airplane would be involved which do require dual systems. Therefore, it is considered necessary to make this a design requirement for all future transport category airplanes.
(Amendment 25-23)
(3) In order to make it clear that some interconnection or component sharing is permissible if system reliability is not impaired, the regulation now requires that there be two systems for two way radio communication designed and installed so that failure of one system will not preclude operation of the other system. (Amendment 25-23)
753. AMENDMENT 25-46, Effective December 1, 1978.
a. Regulation.
The following is required miscellaneous equipment:
[(a) A seat for each occupant.]
(b) Two or more independent sources of electrical energy.
(c) Electrical protective devices, as prescribed in this part.
(d) Two systems for two-way radio communications, with controls for each accessible from each pilot station, designed and installed so that failure of one system
591 will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(e) Two systems for radio navigation, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(f) A windshield wiper, or equivalent, for each pilot station.
(g) An ignition switch, for each engine.
(h) Portable fire extinguishers as prescribed in § 25.853(e) and (f).
b. Guidance.
(l) While equipment listed in § 25.1307 may be referred to in other sections of part 25, the listing of such equipment in § 25.1307 is necessary since it is only there that the equipment is required. The other sections generally treat the equipment from the standpoint of performance, reliability and installation. (Amendment 25-23)
(2) Regarding duplication of communication and navigation radio equipment, although under parts 91 and 121, there are situations in which an airplane can be operated without two communication and navigation systems, there are always operations in which a transport category airplane would be involved which do require dual systems. Therefore, it is considered necessary to make this a design requirement for all future transport category airplanes.
(Amendment 25-23)
(3) In order to make it clear that some interconnection or component sharing is permissible if system reliability is not impaired, the regulation now requires that there be two systems for two way radio communication designed and installed so that failure of one system will not preclude operation of the other system. (Amendment 25-23)
754. AMENDMENT 25-54, Effective October 14, 1980.
a. Regulation.
The following is required miscellaneous equipment:
(a) A seat for each occupant.
(b) Two or more independent sources of electrical energy.
(c) Electrical protective devices, as prescribed in this Part.
(d) Two systems for two-way radio communications, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(e) Two systems for radio navigation, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(f) A windshield wiper, or equivalent, for each pilot station.
(g) An ignition switch, for each engine.
[(h) Portable fire extinguishers as prescribed in § 25.851(a)(5) and (a)( 6).]
b. Guidance.
(l) While equipment listed in § 25.1307 may be referred to in other sections of part 25, the listing of such equipment in § 25.1307 is necessary since it is only there that the equipment is required. The other sections generally treat the equipment from the standpoint of performance, reliability and installation. (Amendment 25-23)
(2) Regarding duplication of communication and navigation radio equipment, although under parts 91 and 121, there are situations in which an airplane can be operated without two communication and navigation systems, there are always operations in which a transport category airplane would be involved which do require dual systems. Therefore, it is considered necessary to make this a design requirement for all future transport category airplanes.
(Amendment 25-23)
(3) In order to make it clear that some interconnection or component sharing is permissible if system reliability is not impaired, the regulation now requires that there be two systems for two way radio communication designed and installed so that failure of one system will not preclude operation of the other system. (Amendment 25-23)
755. AMENDMENT 25-72, Effective August 20, 1990.
a. Regulation.
The following is required miscellaneous equipment:
[(a) [Reserved.]]
(b) Two or more independent sources of electrical energy.
(c) Electrical protective devices, as prescribed in this part.
(d) Two systems for two-way radio communications, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
(e) Two systems for radio navigation, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.
b. Guidance.
(l) While equipment listed in § 25.1307 may be referred to in other sections of part 25, the listing of such equipment in § 25.1307 is necessary since it is only there that the equipment is required. The other sections generally treat the equipment from the standpoint of performance, reliability and installation. (Amendment 25-23)
(2) Regarding duplication of communication and navigation radio equipment, although under parts 91 and 121, there are situations in which an airplane can be operated without two communication and navigation systems, there are always operations in which a transport category airplane would be involved which do require dual systems. Therefore, it is considered necessary to make this a design requirement for all future transport category airplanes.
(Amendment 25-23)
(3) In order to make it clear that some interconnection or component sharing is permissible if system reliability is not impaired, the regulation now requires that there be two systems for two way radio communication designed and installed so that failure of one system will not preclude operation of the other system. (Amendment 25-23) 756-780. [RESERVED]
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595 SECTION 25.1359 ELECTRICAL SYSTEM FIRE AND SMOKE PROTECTION
781. Section 25.1359(d) Did Not Exist Prior to Amendment 25-32.
[NOTE: Sections 25.1359(a),(b), and (c) are not considered to be germane to this AC]
782. AMENDMENT 25-32, Effective May 1, 1972.
a. Regulation.
(d) Insulation on electrical wire and electrical cable installed in any area of the fuselage must be self-extinguishing when tested at an angle of 60 degrees, in accordance with the applicable portions of Appendix F of this part, or other approved equivalent methods. The average burn length may not exceed 3-inches and the average flame time after removal of the flame source may not exceed 30 seconds. Drippings from the test specimen may not continue to flame for more than an average of 3 seconds after falling.
b. Guidance. Paragraph (d). Wiring qualified to military specifications, which require flammability testing equivalent to that specified by the certification basis, do not have to be retested with an FAA representative. Refer to AC 25-10, “Guidance for Installation of Miscellaneous, Nonrequired Electrical Equipment,” dated 3/6/87. (Amendment 25-32)
783. AMENDMENT 25-72, Effective August 20, 1990.
Section 25.1359(d) was relocated to Section 25.869(a)(4) at Amendment 25-72.
784 - 800. [RESERVED]
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597 SECTION 25.1411 SAFETY EQUIPMENT—GENERAL
801. REGULATION IN EFFECT AT ADOPTION OF PART 25.
a. Regulation.
(a) Accessibility. Required safety equipment to be used by the crew in an emergency, such as automatic life raft releases, must be readily accessible.
(b) Stowage provisions. Stowage provisions for required emergency equipment must be furnished and must-
(1) Be arranged so that the equipment is directly accessible and its location is obvious; and
(2) Protect the safety equipment from inadvertent damage.
(c) Emergency exit descent device. The stowage provisions for the emergency exit descent device required by § 25.807(c)(4) must be at the exits for which they are intended.
(d) Life rafts. The stowage provisions for the life rafts described in § 25.1415 must accommodate enough rafts for the maximum number of occupants for which certification for ditching is requested. Life rafts must be stowed near exits through which the rafts can be launched during an unplanned ditching. Rafts automatically or remotely released outside the airplane must be attached to the airplane by means of the static line prescribed in § 25.1415.
(e) Long-range signaling device. The stowage provisions for the long-range signaling device required by § 25.1415 must be near an exit available during an unplanned ditching.
(f) Life preserver stowage provisions. The stowage provisions for life preservers described in § 25.1415 must accommodate one life preserver for each occupant for which certification for ditching is requested. Each life preserver must be within easy reach of each seated occupant.
(g) Life line stowage provisions. If certification for ditching under § 25.801 is requested, there must be provisions to store life lines. These provisions must-
(1) Allow one life line to be attached to each side of the fuselage; and
(2) Be arranged to allow the life lines to be used to enable the occupants to stay on the wing after ditching.
b. Guidance.
(1) Paragraphs (b)(1) and (2). (Amendment 25-0)
(i) Safety equipment should be fastened so that it remains operational and accessible following exposure to the emergency landing loads of § 25.561. (Amendment 25-0)
(ii) Stowage compartments for safety equipment which are large enough to accommodate additional items that could damage the equipment should be placarded for "soft article only," or, if the safety equipment could be obscured by soft articles, the compartment should be placarded for stowage of emergency equipment only. (Refer to paragraphs 101b(1), 1041b(5), and 1101b(2).) (Amendment 25-0)
(2) Paragraph (d). To the extent possible, life rafts should be distributed such that all exits suitable for launching rafts should have rafts stowed near them; i.e., rafts are equally distributed among qualified ditching exits (sills above water). "Near" in this context should be taken to mean as physically nearby the exit as practicable, where its stowed location could be readily determined from the vicinity of the exit, and where a minimum of portaging of the raft would be necessary. Also refer to § 25.1415. (Amendment 25-0)
(3) Paragraph (e). The long range signaling device should not be stowed in the cockpit.
(Amendment 25-0)
(4) Paragraph (f). For domestic operation when life preservers are not required, the life preserver location placard could be retained provided another approved flotation means is provided and its location placarded. (Amendment 25-0)
(5) Paragraph (f). Each life preserver must be within easy reach of each seated and belted occupant. The reach requirements should be accomplished by demonstration using a 95th percentile male. For occupants with a combination seat belt and shoulder harness, the shoulder harness may be slipped off while evaluating life vest retrieval. In cases where the life vest is not located directly beneath the seat, the life vest locating placard should accurately state the location of the life vest, e.g. “Life vest under center armrest.” (Amendment 25-0)
(6) Paragraph (g). (Amendment 25-0)
(i) Life line stowage provisions include any structural modifications necessary to accommodate the use of a life line. Therefore, all airplanes of a particular model certificated for ditching should incorporate lifeline stowage provisions. (Amendment 25-0)
(ii) Life line stowage provisions are not required for airplanes which do not have ditching exits that lead evacuees on to the wing. (Amendment 25-0)
802. AMENDMENT 25-32, Effective May 1, 1972.
a. Regulation.
(a) Accessibility. Required safety equipment to be used by the crew in an emergency, such as automatic liferaft releases, must be readily accessible.
(b) Stowage provisions. Stowage provisions for required emergency equipment must be furnished and must-
(1) Be arranged so that the equipment is directly accessible and its location is obvious; and
(2) Protect the safety equipment from inadvertent damage.
(c) Emergency exit descent device. The stowage provisions for the emergency exit descent device required by [§ 25.809 (f)] must be at the exits for which they are intended.
(d) Liferafts. The stowage provisions for the liferafts described in § 25.1415 must accommodate enough rafts for the maximum number of occupants for which certification for ditching is requested. Liferafts must be stowed near exits through which the rafts can be launched during an unplanned ditching. Rafts automatically or remotely released outside the airplane must be attached to the airplane by means of the static line prescribed in § 25.1415.
(e) Long-range signaling device. The stowage provisions for the long-range signaling device required by § 25.1415 must be near an exit available during an unplanned ditching.
(f) Life preserver stowage provisions. The stowage provisions for life preservers described in § 25.1415 must accommodate one life preserver for each occupant for which certification for ditching is requested. Each life preserver must be within easy reach of each seated occupant.
(g) Life line stowage provisions. If certification for ditching under § 25.801 is requested, there must be provisions to store life lines. These provisions must-
(1) Allow one life line to be attached to each side of the fuselage; and
(2) Be arranged to allow the life lines to be used to enable the occupants to stay on the wing after ditching.
b. Guidance.
(1) Paragraphs (b)(1) and (2). (Amendment 25-0)
(i) Safety equipment should be fastened so that it remains operational and accessible following exposure to the emergency landing loads of § 25.561. (Amendment 25-0)
(ii) Stowage compartments for safety equipment which are large enough to accommodate additional items that could damage the equipment should be placarded for "soft article only," or, if the safety equipment could be obscured by soft articles, the compartment should be placarded for stowage of emergency equipment only. (Refer to paragraphs 101b(1), 1041b(5), and 1101b(2).) (Amendment 25-0)
(2) Paragraph (d). To the extent possible, life rafts should be distributed such that all exits suitable for launching rafts should have rafts stowed near them; i.e., rafts are equally distributed among qualified ditching exits (sills above water). "Near" in this context should be taken to mean as physically nearby the exit as practicable, where its stowed location could be readily determined from the vicinity of the exit, and where a minimum of portaging of the raft would be necessary. Also refer to § 25.1415. (Amendment 25-0)
(3) Paragraph (e). The long range signaling device should not be stowed in the cockpit.
(Amendment 25-0)
(4) Paragraph (f). For domestic operation when life preservers are not required, the life preserver location placard could be retained provided another approved flotation means is provided and its location placarded. (Amendment 25-0)
(5) Paragraph (f). Each life preserver must be within easy reach of each seated and belted occupant. The reach requirements should be accomplished by demonstration using a 95th percentile male. For occupants with a combination seat belt and shoulder harness, the shoulder harness may be slipped off while evaluating life vest retrieval. In cases where the life vest is not located directly beneath the seat, the life vest locating placard should accurately state the location of the life vest, e.g. “Life vest under center armrest.” (Amendment 25-0)
(6) Paragraph (g). (Amendment 25-0)
(i) Life line stowage provisions include any structural modifications necessary to accommodate the use of a life line. Therefore, all airplanes of a particular model certificated for ditching should incorporate lifeline stowage provisions. (Amendment 25-0)
(ii) Life line stowage provisions are not required for airplanes which do not have ditching exits that lead evacuees on to the wing. (Amendment 25-0)
803. AMENDMENT 25-46, Effective December 1, 1978.
a. Regulation.
[(a) Accessibility.
(1) Required safety equipment to be used by the crew in an emergency must be readily accessible.
(2) At least one public address system, microphone intended for flight attendant use must be positioned at each floor level exit in a passenger compartment and be readily accessible to a flight attendant seated at any seat adjacent to that exit.]
(b) Stowage provisions. Stowage provisions for required emergency equipment must be furnished and must-
(1) Be arranged so that the equipment is directly accessible and its location is obvious; and
(2) Protect the safety equipment from inadvertent damage.
(c) Emergency exit descent device. The stowage provisions for the emergency exit descent device required by § 25.809(f) must be at the exits for which they are intended.
[(d) Liferafts.
(1) The stowage provisions for the liferafts described in § 25.1415 must accommodate enough rafts for the maximum number of occupants for which certification for ditching is requested.
(2) Liferafts must be stowed near exits through which the rafts can be launched during an unplanned ditching.
(3) Rafts automatically or remotely released outside the airplane must be attached to the airplane by means of the static line prescribed in § 25.1415.
(4) The stowage provisions for each portable liferaft must allow rapid detachment and removal of the raft for use at other than the intended exits.]
(e) Long-range signaling device. The stowage provisions for the long-range signaling device required by § 25.1415 must be near an exit available during an unplanned ditching.
(f) Life preserver stowage provisions. The stowage provisions for life preservers described in § 25.1415 must accommodate one life preserver for each occupant for