7. Section 25.807 “Passenger emergency exits.”
a. Do all clear exit openings equal or exceed the minimum required dimensions, including any protrusions from linings, hinges etc.?
b. Are step-ups to and step-downs from exits within the requirements?
c. Is there a flight attendant seat positioned adjacent to each Type A exit?
8. Section 25.809 “Emergency exit arrangement.”
a. Are exits openable from inside and outside?
b. Are all exits openable within 10 seconds?
c. Is the means of opening simple and obvious, i.e., could an untrained passenger do it?
d. Is the means of opening protected from inadvertent operation?
9. Section 25.811 “Emergency exit marking.”
a. Are all of the required signs (locator, bulkhead, marking) present and visible to persons in the main aisle? Evaluation should include consideration of a range of occupants (5th percentile female to 95th percentile male).
b. Is the next exit sign visible from each point in the aisle?
c. Are all exit signs positioned such that they lead persons to exits and not into galleys or other "dead ends"?
d. Do curtains or other features, e.g. video monitors, interfere with exit sign visibility?
e. Are exit operating instructions clear?
f. Are exits identifiable from a distance equal to the airplane width?
10. Section 25.812 “Emergency lighting.”
a. Are floor proximity escape path markings continuous to exits and to the ends of aisles?
Are they installed such that they lead occupants to exits and not into galleys or other dead ends?
b. Do stowed curtains, baggage bars or carry-on baggage block floor proximity lights?
c Are overwing exits given additional aisle cues to draw attention to their location?
d. Has the interior arrangement affected the original basis of the emergency lighting approval, i.e., location of interior features, ceiling changes that might create new shaded areas?
11. Section 25.813 “Emergency exit access.”
a. Are all passageways unobstructed from the aisle to the exit opening, including galley features, retracted flight attendant seats and consideration of assist space?
b. Are assist spaces that are 12"x20" on the floor and usable provided at all floor level exits that have slides?
c. Is an assist handle provided at the assist space? (Is an assist handle required?)
d. Is there an unobstructed projected opening of overwing exits for the width of a seat, including the seatback in any position? (Tools are required to defeat lockouts.)
e. Are overwing hatches openable without interference, from the inside and outside?
12. Section 25.815 “Width of aisle.”
a. Are any aisle widths compromised by seatback recline, seatback breakover, or swivel?
At divided zones?
b. Do rubstrips reduce the required aisle?
c. Are curtain tiebacks readily movable, where they project into the required aisle?
d. Do movable armrests that protrude into the required aisle return to the normal position when released? Are latches discreet (not easily discovered by passenger) when used to control a movable armrest that protrude into the required aisle?
13. Section 25.819 “Lower deck service compartments (including galleys).”
a. Are there at least two emergency evacuation routes?
b. Is there one evacuation route at each end of the compartment or two evacuation routes that have sufficient separation?
c. Are all emergency evacuation routes independent of any powered devices?
d. Are all emergency evacuation routes usable by all occupants of the service compartment under normal and emergency lighting conditions?
e. Are all emergency evacuation routes designed to minimize the possibility of blockage from fire, mechanical failure, structural failure or persons standing on top of or against the escape routes?
f. Is the emergency light system automatically activated when the normal light system fails?
g Is there two-way voice communications between the flight deck and the lower deck service compartment?
h. Is there an aural emergency alarm system audible during normal and emergency conditions? Can this system be activated from the flight deck and each required floor level exit?
i. Is there a means to notify the occupants of the lower deck service compartments when seat belts should be fastened?
j. Is there a public address system installed on the airplane? Are there speakers for the public address system installed in the lower deck service compartment?
k. Is there a seat in the lower deck service compartment for each occupant?
l. Are the operating controls for powered lift safeguarded to prevent inadvertent operation when the doors are not properly secured? Does the emergency stop button immediately stop the lift? Is there a hatch in the lift for evacuating persons from the lift that is openable from both inside and outside the lift with out the use of tools?
14. Section 25.853 “Compartment interiors.”
a. Are waste compartments completely enclosed?
b. Are there any areas where waste material could accumulate, such as behind stowage units, sidewalls, seat armrest cavities?
c. Are ashtrays installed outside all lavatories?
d. Are all electrical wires protected from abrasion or crushing?
e. Are all seats fireblocked?
f. Has the applicant provided documentation that all materials in the cabin have been suitably tested to the applicable flammability test?
15. Section 25.1411 “General (safety equipment).”
a. Is emergency equipment readily accessible (not requiring special skills to remove)?
Consider reclined seats, stowage of other equipment, stowage of carry on baggage.
b. Are emergency equipment stowage locations conspicuously and conveniently marked?
Are placards as close to eye level height as practicable? Are additional arrows needed to locate the specific stowage location?
c. Do curtains block access to, or markings of, emergency equipment?
d. Is emergency equipment protected from damage in its stowage location?
e. Are there sufficient type and quantity of required items, i.e., fire extinguishers, oxygen bottles etc.?
f. Are life vests easily removable by a seated, belted, and untrained person, at all locations?
Is there a placard for all seats, including the forward rows, indicating the location of the vests?
g. Are there lifeline stowage provisions for all models required to have a lifeline?
16. Section 25.1447 “Equipment standards for oxygen dispensing units.”
a. Are all oxygen masks reachable by 5th percentile female to 95th percentile male?
b. If the activation of oxygen flow is initiated by pulling on a lanyard, does mask drop height allow donning without activation of oxygen flow? Check in the lavatories also.
c. Are there 10 percent excess mask drops distributed throughout the airplane?
d. Is mask presentation obvious to all occupants?
e. Will mask presentation be confused by occupants of the seat row behind?
f. Are all positions of translating/swiveling seats accounted for?
g. Do open stowage compartment doors interfere with mask drops?
h. Are masks reachable by reclined passengers in sleeper seats? Streamers may be necessary to improve reachability of the masks from that position.
SPECIAL AREAS OF ATTENTION
17. Galleys.
a. Are there any compartment doors that could interfere with exit opening? Are they spring loaded closed?
b. Are there any folding cart ramps that could be left down for takeoff and landing? Do they pose a tripping hazard?
c. Are all waste compartment doors self closing or marked to be closed when not in use? If waste containers are required to meet fire containment requirements, is the waste compartment placarded to require the waste container?
d. Are fixed items (ovens, coffee makers) installed for inspection?
e. Is all wiring protected from abrasion, especially from rotable items?
f. Are the "close for taxi, takeoff, and landing" placards conspicuous, even when compartment doors are open? Are the load limit placards conspicuous when the compartment doors are open?
18. Lavatories.
a. Does the lavatory door open into the aisle? Is it spring loaded closed if evacuation flow tends to force it or keep it open? If not, is there placard instructing to close and latch when not in use?
b. Are oxygen drops compatible with both standing and seated occupants?
c. Are there any potential stowage areas that could lead to a fire hazard? Do these have "NO STOWAGE" placards?
d. Is there an ordinance (i.e., No Smoking, Return To Seat) sign?
e. Is there a means to unlock the lavatory door from the outside, without the use of tools?
f. Are waste compartments designed with wear and tear in mind? (latch engagement, degree of compartment sealing)?
19. Video monitors.
a. Are aisle mounted monitors at least 73-inches off the floor, or retractable and so placarded?
b. Have all sharp corners been eliminated from the monitor shroud?
c. Do the monitors obscure any required exit sign?
d. Is there a manual means to retract monitors that are normally powered?
e. Do in-arm monitors easily break away if contacted by a passenger during turbulence?
Are possible head contact surfaces padded?
f. Are monitors located under sidewall stowage bins retractable?
g. Can in-arm monitors in front rows, at cross aisles or at exits be stowed, or become unstowed, such that they interfere with exit passageways or other egress routes?
h. Do in-arm video monitors break away easily without breaking off or, if they do break, are there any sharp or hazardous protrusions? Is the monitor capable of being re-stowed for taxi, takeoff, and landing?
i. Is required placarding for stowage visible to the seated occupant?
j. Is the in-arm cavity "completely open or completely closed" to address the collection of flammable materials?
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793 APPENDIX 7
AMENDMENT BY AMENDMENT HISTORY OF CRASHWORTHINESS
REQUIREMENTS The purpose of this appendix is to provide a synopsis of how the crashworthiness requirements have evolved over time. The highlights of each amendment with significant crashworthiness implications are presented to familiarize the reader with the chronology of the most significant changes.
Amendment 25-0 (effective 2/1/65), Recodification and New Part 25 This amendment was part of the Agency’s recodification program to streamline and clarify the then present regulatory language and delete obsolete or redundant provisions. Accordingly, a new part 25 was added to the 14 CFR to replace part 4b of the Civil Air Regulations. There was no attempt to incorporate substantive changes, other than relaxatory ones that were completely noncontroversial.
Amendment 25-1 (effective 6/7/65), Improved Emergency Evacuation Equipment This amendment prescribed revisions and new standards for:
Fitting of ropes at Type III and Type IV exits to facilitate emergency egress for landplanes (§ 25.809).
Exterior marking of emergency exits (§ 25.811).
Emergency exit locating signs and exit-opening instructions (§ 25.811).
Emergency cabin illumination in a crash landing or upon interruption of the airplane’s normal electrical power (§ 25.811).
Minimum passageway requirements between individual passenger areas and emergency exits (§ 25.813).
Strength requirements for latches designed to keep certain interior doors open during takeoffs and landings (§ 25.813).
The prohibition again installing interior doors between individual passenger areas (§ 25.813).
Amendment 25-9 (effective 6/30/66), Revised Emergency Evacuation Rope Requirements This amendment partially rescinded certain requirements promulgated in Amendment 25-1. In particular, the requirement was removed that each over-the-wing emergency exit have an approved means to assist occupants in descending to the ground (§ 25.809).
Amendment 25-15 (effective 10/24/67), Crashworthiness and Passenger Evacuation Standards This amendment represents a substantial revision to the crashworthiness and passenger evacuation standards. It was promulgated to require the implementation of state of the art
794 technology with the aim of substantially increasing the probability of occupant survival during and after an aircraft accident.
This amendment:
Adopted new head injury protection requirements for occupants of side facing seats (§ 25.785).
Introduced Type A exits with a 100 passenger rating (§ 25.807).
Allowed ventral and tail cone doors to be considered as passenger emergency exits (§ 25.803).
Required uniform distribution of exits (§ 25.807).
Required that each passenger entry door qualify as a Type A, Type I or Type II emergency exit (§ 25.783).
Introduced the 90 second emergency evacuation requirement (§ 25.803).
Required escape routes to be established from overwing emergency exits (§ 25.807).
Required improved emergency egress following collapse of the landing gear (§§ 25.783, 25.809).
Revised the ditching emergency exit requirements (§ 25.807).
Required escape slides or equivalent assist means for passenger emergency exits (§ 25.809).
Revised the requirements for interior and exterior emergency exit markings (§ 25.811).
Introduced new interior and exterior emergency lighting requirements (§ 25.812).
Upgraded the flammability standards and introduced flammability test methods in Appendix F (§ 25.853).
Introduced special retroactive requirements (§ 25.2). The special retroactive requirements required compliance with virtually all of the changed adopted by Amendment 25-15, whenever a passenger capacity increase was sought in excess of that previously type certificated.
Amendment 25-17 (effective 6/20/68), Clarifications of Crashworthiness and Passenger Evacuation Standards This amendment was promulgated to clarify certain of the provisions contained in Amendment 25-15 regarding emergency evacuation demonstrations (§ 25.803), seat-back obstruction provisions (§ 25.813) and flammability test methods for certain materials (§ 25.853). In addition, the special retroactive requirements (§ 25.2) were updated to be consistent with the clarifications promulgated by Amendment 25-17.
Amendment 25-20 (effective 4/23/69), Crashworthiness and Passenger Evacuation This amendment was promulgated to amend certain occupant protection and emergency evacuation requirements. This amendment:
Clarified the ambiguous term, “side facing seat” to be those seats which were canted more than 18 degrees with respect to a vertical plan containing the airplane centerline (§ 25.785).
Added additional emergency exit requirements to certain sized passenger ventral and tail cone exits (§ 25.803).
Prohibited the use of excess emergency exits during the conduct of emergency evacuation demonstrations (§ 25.803).
Updated the special retroactive requirements (§ 25.2) to be consistent with the clarifications promulgated by Amendment 25-20.
795 Amendment 25-23 (effective 5/8/70), Improved Airworthiness Requirements The purpose of this amendment was to implement widespread changes to improve the airworthiness type certification standards. The changes revised far more than just the crashworthiness requirements, however, only the significant crashworthiness aspects are summarized below. This amendment:
Clarified that the ultimate inertia forces are considered to act separately relative to the surrounding structure (§ 25.561).
Required that each external door not open in flight as a result of a failure of any single structural element (§ 25.783).
Clarified that a portable fire extinguisher must be conveniently located in the pilot compartment (§§ 25.853, 25.1307).
Amendment 25-28 (effective 9/25/71), Emergency Slide Lighting This amendment was promulgated to take into account technology improvements for selfcontained emergency escape slide lighting. Prior to Amendment 25-28, all of the assist means emergency lighting (typically escape slide mounted lights) were required to be controllable by the crew as part of the aircraft emergency lighting system. Amendment 25-28 recognized the acceptability of separately activated lighting systems that provided illumination for a single assist means. These types of lighting systems were allowed to be indirectly controlled by the crew, in that they were automatically illuminated upon activation of the assist means deployment system (§ 25.812).
Amendment 25-29 (effective 10/21/71), Emergency Locator Transmitters This amendment promulgated the requirement that ditching certificated aircraft (i.e., aircraft certificated for extended overwater operations) have a survival type emergency locator transmitter available for use in one life raft (§ 25.1415).
Amendment 25-32 (effective 5/1/72), Crashworthiness and Passenger Evacuation Standards This amendment was codified to implement improvements in the crashworthiness and emergency evacuation equipment requirements. This amendment:
Clarified the means of protection that could be provided for occupants of forward facing seats (§ 25.785).
Revised § 25.787 to require carry-on baggage and equipment stowage units to be placarded for their maximum stowage weight, rather than just cargo and baggage compartments, and to require that they be completely enclosed.
Required that each item of mass that is part of the type design be prevented from becoming a hazard as a result of inertia loads (§ 25.789).
796 Introduced requirements for passenger information signs (no-smoking / fasten seat belts signs) (§ 25.791).
Established additional requirements for overwing escape routes (§ 25.803).
Revised the requirements for passenger emergency exits, emergency exit arrangements and emergency exit markings (§§ 25.807, 25.809, 25.811).
Provided additional requirements for emergency lighting (§ 25.812).
Revised the emergency exit access requirements applicable to Type III and Type IV exits (§ 25.813).
Revised § 25.853 and Appendix F to make a major improvements in the flammability characteristics of interior materials.
Amendment 25-33 (effective 10/21/72), Emergency Exit Arrangement This amendment was promulgated during the time that airline hijackings were becoming a problem and airplane security was becoming a greater concern. This amendment sought to refine the requirements for airplanes equipped with lockable pilot compartment doors. The emergency exit configuration of the airplane had to be designed so that neither crewmembers nor passengers need to use the lockable pilot compartment door in order to reach the emergency exits provided for them (§ 25.772).
Amendment 25-34 (effective 12/31/72), Rear Exit Security This amendment was also promulgated during the time that airline hijackings were becoming more prevalent. In response to the hijacking of a Boeing 727 by D.B. Cooper, this amendment provided additional security on certain large passenger-carrying turbojet powered airplanes by requiring that each ventral and tail cone exit be designed and constructed so that it cannot be opened during flight. As a result of these requirements, it is no longer possible to leave a hijacked aircraft in flight, using a parachute (§ 25.809).
Amendment 25-38 (effective 2/1/77), Miscellaneous Amendments This amendment was promulgated to update and improve many of the aircraft engine and propeller certification regulations. The changes revised far more than just the crashworthiness requirements, however, only the significant crashworthiness aspects are summarized below.
This amendment:
Added new requirements for cargo compartment lamps, such that if they were installed, lamp
(i.e., bulb) contact with cargo had to be prevented (§ 25.787).
Allowed narrower main aisle widths for airplanes with passenger seating capacities of 10 or less (§ 25.815).
Added a new requirement that protective breathing equipment be installed in each isolated separate compartment in the airplane, including upper and lower lobe galleys, in which crewmember occupancy is permitted during flight (§ 25.1439).
797 Amendment 25-39 (effective 2/10/77), Type A Exit Rating This amendment revised the maximum passenger seating configuration allowed for each pair of Type A exits from 100 to 110 for the type certification of transport category airplanes (§ 25.807).
Amendment 25-41 (effective 9/1/77), Equipment and Systems Amendments This amendment was promulgated to update and improve the airworthiness standards applicable to aircraft equipment and systems. The changes revised more than just crashworthiness related systems and equipment requirements. As such, only the significant crashworthiness related aspects are summarized below. This amendment:
Added requirements that megaphone restraints be capable of restraining megaphones (when installed) when subjected to the ultimate inertia forces (§ 25.1421).
Require oxygen masks to be automatically presented to all occupants, and an additional 10 percent to be distributed as uniformly as practicable throughout the cabin (§ 25.1447).
Amendment 25-44 (effective 12/4/78), Safety Belt Requirements This amendment required that each safety belt be equipped with a metal to metal latching device (§ 25.1413).
Amendment 25-46 (effective 12/1/78), Airframe and Crashworthiness Standards This amendment was promulgated to update and improve the airframe and crashworthiness standards. As this amendment revised more than just crashworthiness requirements, only the significant crashworthiness related aspects are summarized below. This amendment:
Required that items of mass in galleys not become a hazard due to inertia forces (§ 25.789).
Required that restraint systems restrain interphones under the emergency landing inertia forces (§ 25.789).
Revised the emergency evacuation requirements to be consistent with the operations requirements, and to allow the use of analysis in lieu of an actual demonstration (§ 25.803).
Clarified the requirements for flight attendant seats installed adjacent to Type A exits (§ 25.807).
Added a new 25-knot wind capability requirement for slides, and required slide repeatability tests after being subjected to the emergency landing inertia forces (§ 25.809).
Revised the emergency lighting requirements to require the illumination of operating handles for Type I and Type A exits (§ 25.811).
Required additional emergency lighting control functionality (§ 25.812).
Revised the emergency exit access requirements to improve the access to Type III exits on airplanes with 20 or more passenger seats (§ 25.813).
Required that public address system microphones be positioned at each floor level exit (§ 25.1411).