Federal Aviation Administration, DOT § 25.807

EMERGENCY PROVISIONS as with the retracted, con- sidering the possibility of the airplane § 25.801 Ditching. being on fire. (a) If certification with ditching pro- (b) [Reserved] visions is requested, the airplane must (c) For airplanes having a seating ca- meet the requirements of this section pacity of more than 44 passengers, it and §§ 25.807(e), 25.1411, and 25.1415(a). must be shown that the maximum (b) Each practicable design measure, seating capacity, including the number compatible with the general character- of crewmembers required by the oper- istics of the airplane, must be taken to ating rules for which certification is minimize the probability that in an requested, can be evacuated from the emergency landing on water, the be- airplane to the ground under simulated havior of the airplane would cause im- emergency conditions within 90 sec- mediate injury to the occupants or onds. Compliance with this require- would make it impossible for them to ment must be shown by actual dem- escape. onstration using the test criteria out- (c) The probable behavior of the air- lined in appendix J of this part unless plane in a must be inves- the Administrator finds that a com- tigated by model tests or by compari- bination of analysis and testing will son with airplanes of similar configura- provide data equivalent to that which tion for which the ditching characteris- would be obtained by actual dem- tics are known. Scoops, flaps, projec- onstration. tions, and any other factor likely to af- (d)–(e) [Reserved] fect the hydrodynamic characteristics [Doc. No. 24344, 55 FR 29781, July 20, 1990] of the airplane, must be considered. (d) It must be shown that, under rea- § 25.807 Emergency exits. sonably probable water conditions, the (a) Type. For the purpose of this part, flotation time and trim of the airplane the types of exits are defined as fol- will allow the occupants to leave the lows: airplane and enter the liferafts re- (1) Type I. This type is a floor-level quired by § 25.1415. If compliance with exit with a rectangular opening of not this provision is shown by buoyancy less than 24 inches wide by 48 inches and trim computations, appropriate al- high, with corner radii not greater lowances must be made for probable than eight inches. structural damage and leakage. If the (2) Type II. This type is a rectangular airplane has fuel tanks (with fuel jetti- opening of not less than 20 inches wide soning provisions) that can reasonably by 44 inches high, with corner radii not be expected to withstand a ditching greater than seven inches. Type II exits without leakage, the jettisonable vol- must be floor-level exits unless located ume of fuel may be considered as buoy- over the , in which case they must ancy volume. not have a step-up inside the airplane (e) Unless the effects of the collapse of more than 10 inches nor a step-down of external doors and windows are ac- outside the airplane of more than 17 counted for in the investigation of the inches. probable behavior of the airplane in a (3) Type III. This type is a rectan- water landing (as prescribed in para- gular opening of not less than 20 inches graphs (c) and (d) of this section), the wide by 36 inches high with corner external doors and windows must be radii not greater than seven inches, designed to withstand the probable and with a step-up inside the airplane maximum local pressures. of not more than 20 inches. If the exit [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as is located over the wing, the step-down amended by Amdt. 25–72, 55 FR 29781, July 20, outside the airplane may not exceed 27 1990] inches. (4) Type IV. This type is a rectan- § 25.803 Emergency evacuation. gular opening of not less than 19 inches (a) Each crew and passenger area wide by 26 inches high, with corner must have emergency means to allow radii not greater than 6.3 inches, lo- rapid evacuation in crash landings, cated over the wing, with a step-up in- with the landing gear extended as well side the airplane of not more than 29

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inches and a step-down outside the air- (e) Uniformity. Exits must be distrib- plane of not more than 36 inches. uted as uniformly as practical, taking (5) Ventral. This type is an exit from into account passenger seat distribu- the passenger compartment through tion. the pressure shell and the bottom fuse- (f) Location. (1) Each required pas- lage skin. The dimensions and physical senger emergency exit must be acces- configuration of this type of exit must sible to the passengers and located allow at least the same rate of egress where it will afford the most effective as a Type I exit with the airplane in means of passenger evacuation. the normal ground attitude, with land- (2) If only one floor-level exit per side ing gear extended. is prescribed, and the airplane does not (6) Tailcone. This type is an aft exit have a tailcone or ventral emergency from the passenger compartment exit, the floor-level exits must be in through the pressure shell and through the rearward part of the passenger an openable cone of the aft of compartment unless another location the pressure shell. The means of open- affords a more effective means of pas- ing the tailcone must be simple and ob- senger evacuation. vious and must employ a single oper- (3) If more than one floor-level exit ation. per side is prescribed, and the airplane (7) Type A. This type is a floor-level does not have a combination cargo and exit with a rectangular opening of not passenger configuration, at least one less than 42 inches wide by 72 inches floor-level exit must be located in each high, with corner radii not greater side near each end of the cabin. than seven inches. (4) For an airplane that is required to have more than one passenger emer- (8) Type B. This type is a floor-level gency exit for each side of the fuselage, exit with a rectangular opening of not no passenger emergency exit shall be less than 32 inches wide by 72 inches more than 60 feet from any adjacent high, with corner radii not greater passenger emergency exit on the same than six inches. side of the same deck of the fuselage, (9) Type C. This type is a floor-level as measured parallel to the airplane’s exit with a rectangular opening of not longitudinal axis between the nearest less than 30 inches wide by 48 inches exit edges. high, with corner radii not greater (g) Type and number required. The than 10 inches. maximum number of passenger seats (b) Step down distance. Step down dis- permitted depends on the type and tance, as used in this section, means number of exits installed in each side the actual distance between the bot- of the fuselage. Except as further re- tom of the required opening and a usa- stricted in paragraphs (g)(1) through ble foot hold, extending out from the (g)(9) of this section, the maximum fuselage, that is large enough to be ef- number of passenger seats permitted fective without searching by sight or for each exit of a specific type installed feel. in each side of the fuselage is as fol- (c) Over-sized exits. Openings larger lows: than those specified in this section, Type A 110 whether or not of rectangular shape, Type B 75 may be used if the specified rectan- Type C 55 gular opening can be inscribed within Type I 45 the opening and the base of the in- Type II 40 scribed rectangular opening meets the Type III 35 specified step-up and step-down Type IV 9 heights. (1) For a passenger seating configura- (d) Asymmetry. Exits of an exit pair tion of 1 to 9 seats, there must be at need not be diametrically opposite least one Type IV or larger overwing each other nor of the same size; how- exit in each side of the fuselage or, if ever, the number of passenger seats overwing exits are not provided, at permitted under paragraph (g) of this least one exit in each side that meets section is based on the smaller of the the minimum dimensions of a Type III two exits. exit.

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(2) For a passenger seating configura- less than 56 inches from the passenger tion of more than 9 seats, each exit compartment floor, 15 additional pas- must be a Type III or larger exit. senger seats. (3) For a passenger seating configura- (h) Other exits. The following exits tion of 10 to 19 seats, there must be at also must meet the applicable emer- least one Type III or larger exit in each gency exit requirements of §§ 25.809 side of the fuselage. through 25.812, and must be readily ac- (4) For a passenger seating configura- cessible: tion of 20 to 40 seats, there must be at (1) Each emergency exit in the pas- least two exits, one of which must be a senger compartment in excess of the Type II or larger exit, in each side of minimum number of required emer- the fuselage. gency exits. (5) For a passenger seating configura- (2) Any other floor-level door or exit tion of 41 to 110 seats, there must be at that is accessible from the passenger least two exits, one of which must be a compartment and is as large or larger Type I or larger exit, in each side of than a Type II exit, but less than 46 the fuselage. inches wide. (6) For a passenger seating configura- (3) Any other ventral or tail cone tion of more than 110 seats, the emer- passenger exit. gency exits in each side of the fuselage (i) Ditching emergency exits for pas- must include at least two Type I or sengers. Whether or not ditching cer- larger exits. tification is requested, ditching emer- (7) The combined maximum number gency exits must be provided in accord- of passenger seats permitted for all ance with the following requirements, Type III exits is 70, and the combined unless the emergency exits required by maximum number of passenger seats paragraph (g) of this section already permitted for two Type III exits in meet them: each side of the fuselage that are sepa- (1) For airplanes that have a pas- rated by fewer than three passenger senger seating configuration of nine or seat rows is 65. fewer seats, excluding pilot seats, one (8) If a Type A, Type B, or Type C exit above the waterline in each side of exit is installed, there must be at least the airplane, meeting at least the di- two Type C or larger exits in each side mensions of a Type IV exit. of the fuselage. (2) For airplanes that have a pas- (9) If a passenger ventral or tailcone senger seating configuration of 10 of exit is installed and that exit provides more seats, excluding pilot seats, one at least the same rate of egress as a exit above the waterline in a side of the Type III exit with the airplane in the airplane, meeting at least the dimen- most adverse exit opening condition sions of a Type III exit for each unit (or that would result from the collapse of part of a unit) of 35 passenger seats, one or more legs of the landing gear, an but no less than two such exits in the increase in the passenger seating con- passenger cabin, with one on each side figuration is permitted as follows: of the airplane. The passenger seat/ (i) For a ventral exit, 12 additional exit ratio may be increased through passenger seats. the use of larger exits, or other means, (ii) For a tailcone exit incorporating provided it is shown that the evacu- a floor level opening of not less than 20 ation capability during ditching has inches wide by 60 inches high, with cor- been improved accordingly. ner radii not greater than seven inches, (3) If it is impractical to locate side in the pressure shell and incorporating exits above the waterline, the side an approved assist means in accordance exits must be replaced by an equal with § 25.810(a), 25 additional passenger number of readily accessible overhead seats. hatches of not less than the dimensions (iii) For a tailcone exit incorporating of a Type III exit, except that for air- an opening in the pressure shell which planes with a passenger configuration is at least equivalent to a Type III of 35 or fewer seats, excluding pilot emergency exit with respect to dimen- seats, the two required Type III side sions, step-up and step-down distance, exits need be replaced by only one and with the top of the opening not overhead hatch.

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(j) Flightcrew emergency exits. For air- tudes corresponding to collapse of one planes in which the proximity of pas- or more legs of the landing gear; and senger emergency exits to the (2) Within 10 seconds measured from flightcrew area does not offer a conven- the time when the opening means is ac- ient and readily accessible means of tuated to the time when the exit is evacuation of the flightcrew, and for fully opened. all airplanes having a passenger seat- (3) Even though persons may be ing capacity greater than 20, flightcrew crowded against the door on the inside exits shall be located in the flightcrew of the airplane. area. Such exits shall be of sufficient (c) The means of opening emergency size and so located as to permit rapid exits must be simple and obvious; may evacuation by the crew. One exit shall not require exceptional effort; and be provided on each side of the air- must be arranged and marked so that plane; or, alternatively, a top hatch it can be readily located and operated, shall be provided. Each exit must en- even in darkness. Internal exit-opening an unobstructed rectangular means involving sequence operations opening of at least 19 by 20 inches un- (such as operation of two handles or less satisfactory exit utility can be latches, or the release of safety demonstrated by a typical crew- catches) may be used for flightcrew member. emergency exits if it can be reasonably [Amdt. 25–72, 55 FR 29781, July 20, 1990, as established that these means are sim- amended by Amdt. 25–88, 61 FR 57956, Nov. 8, ple and obvious to crewmembers 1996; 62 FR 1817, Jan. 13, 1997; Amdt. 25–94, 63 trained in their use. FR 8848, Feb. 23, 1998; 63 FR 12862, Mar. 16, (d) If a single power-boost or single 1998; Amdt. 25–114, 69 FR 24502, May 3, 2004] power-operated system is the primary § 25.809 Emergency exit arrangement. system for operating more than one exit in an emergency, each exit must (a) Each emergency exit, including be capable of meeting the requirements each flightcrew emergency exit, must of paragraph (b) of this section in the be a moveable door or hatch in the ex- event of failure of the primary system. ternal walls of the fuselage, allowing Manual operation of the exit (after an unobstructed opening to the out- failure of the primary system) is ac- side. In addition, each emergency exit ceptable. must have means to permit viewing of (e) Each emergency exit must be the conditions outside the exit when shown by tests, or by a combination of the exit is closed. The viewing means analysis and tests, to meet the require- may be on or adjacent to the exit pro- ments of paragraphs (b) and (c) of this vided no obstructions exist between the section. exit and the viewing means. Means must also be provided to permit view- (f) Each door must be located where ing of the likely areas of evacuee persons using them will not be endan- ground contact. The likely areas of gered by the propellers when appro- evacuee ground contact must be priate operating procedures are used. viewable during all lighting conditions (g) There must be provisions to mini- with the landing gear extended as well mize the probability of jamming of the as in all conditions of landing gear col- emergency exits resulting from fuse- lapse. lage deformation in a minor crash (b) Each emergency exit must be landing. openable from the inside and the out- (h) When required by the operating side except that sliding window emer- rules for any large passenger-carrying gency exits in the flight crew area need turbojet-powered airplane, each ven- not be openable from the outside if tral exit and tailcone exit must be— other approved exits are convenient (1) Designed and constructed so that and readily accessible to the flight it cannot be opened during flight; and crew area. Each emergency exit must (2) Marked with a placard readable be capable of being opened, when there from a distance of 30 inches and in- is no fuselage deformation— stalled at a conspicuous location near (1) With the airplane in the normal the means of opening the exit, stating ground attitude and in each of the atti- that the exit has been designed and

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constructed so that it cannot be opened (iii) It must be of such length after during flight. full deployment that the lower end is (i) Each emergency exit must have a self-supporting on the ground and pro- means to retain the exit in the open vides safe evacuation of occupants to position, once the exit is opened in an the ground after collapse of one or emergency. The means must not re- more legs of the landing gear. quire separate action to engage when (iv) It must have the capability, in the exit is opened, and must require 25-knot winds directed from the most positive action to disengage. critical angle, to deploy and, with the assistance of only one person, to re- [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as main usable after full deployment to amended by Amdt. 25–15, 32 FR 13264, Sept. 20, 1967; Amdt. 25–32, 37 FR 3970, Feb. 24, 1972; evacuate occupants safely to the Amdt. 25–34, 37 FR 25355, Nov. 30, 1972; Amdt. ground. 25–46, 43 FR 50597, Oct. 30, 1978; Amdt. 25–47, (v) For each system installation 44 FR 61325, Oct. 25, 1979; Amdt. 25–72, 55 FR (mockup or airplane installed), five 29782, July 20, 1990; Amdt. 25–114, 69 FR 24502, consecutive deployment and inflation May 3, 2004; Amdt. 25–116, 69 FR 62788, Oct. 27, tests must be conducted (per exit) 2004] without failure, and at least three tests of each such five-test series must be § 25.810 Emergency egress assist conducted using a single representative means and escape routes. sample of the device. The sample de- (a) Each non over-wing Type A, Type vices must be deployed and inflated by B or Type C exit, and any other non the system’s primary means after over-wing landplane emergency exit being subjected to the inertia forces more than 6 feet from the ground with specified in § 25.561(b). If any part of the the airplane on the ground and the system fails or does not function prop- landing gear extended, must have an erly during the required tests, the approved means to assist the occupants cause of the failure or malfunction in descending to the ground. must be corrected by positive means (1) The assisting means for each pas- and after that, the full series of five senger emergency exit must be a self- consecutive deployment and inflation supporting slide or equivalent; and, in tests must be conducted without fail- the case of Type A or Type B exits, it ure. must be capable of carrying simulta- (2) The assisting means for flightcrew neously two parallel lines of evacuees. emergency exits may be a rope or any In addition, the assisting means must other means demonstrated to be suit- be designed to meet the following re- able for the purpose. If the assisting quirements— means is a rope, or an approved device (i) It must be automatically deployed equivalent to a rope, it must be— and deployment must begin during the (i) Attached to the fuselage structure interval between the time the exit at or above the top of the emergency opening means is actuated from inside exit opening, or, for a device at a pi- the airplane and the time the exit is lot’s emergency exit window, at an- fully opened. However, each passenger other approved location if the stowed emergency exit which is also a pas- device, or its attachment, would reduce senger entrance door or a service door the pilot’s view in flight; must be provided with means to pre- (ii) Able (with its attachment) to vent deployment of the assisting means withstand a 400-pound static load. when it is opened from either the in- (b) Assist means from the cabin to side or the outside under non- the wing are required for each type A emergency conditions for normal use. or Type B exit located above the wing (ii) Except for assisting means in- and having a stepdown unless the exit stalled at Type C exits, it must be without an assist-means can be shown automatically erected within 6 seconds to have a rate of passenger egress at after deployment is begun. Assisting least equal to that of the same type of means installed at Type C exits must non over-wing exit. If an assist means be automatically erected within 10 sec- is required, it must be automatically onds from the time the opening means deployed and automatically erected of the exit is actuated. concurrent with the opening of the

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exit. In the case of assist means in- within 10 seconds from the time the stalled at Type C exits, it must be self- opening means of the exit is actuated, supporting within 10 seconds from the and that provided for the escape route time the opening means of the exits is leading from any other exit type must actuated. For all other exit types, it be automatically erected within 10 sec- must be self-supporting 6 seconds after onds after actuation of the erection deployment is begun. system. (c) An escape route must be estab- (e) If an integral stair is installed in lished from each overwing emergency a passenger entry door that is qualified exit, and (except for surfaces suit- as a passenger emergency exit, the able as slides) covered with a slip re- stair must be designed so that, under sistant surface. Except where a means the following conditions, the effective- for channeling the flow of evacuees is ness of passenger emergency egress will provided— not be impaired: (1) The escape route from each Type (1) The door, integral stair, and oper- A or Type B passenger emergency exit, ating mechanism have been subjected or any common escape route from two to the inertia forces specified in Type III passenger emergency exits, § 25.561(b)(3), acting separately relative must be at least 42 inches wide; that to the surrounding structure. from any other passenger emergency (2) The airplane is in the normal exit must be at least 24 inches wide; ground attitude and in each of the atti- and tudes corresponding to collapse of one (2) The escape route surface must or more legs of the landing gear. have a reflectance of at least 80 per- cent, and must be defined by markings [Amdt. 25–72, 55 FR 29782, July 20, 1990, as with a surface-to-marking contrast amended by Amdt. 25–88, 61 FR 57958, Nov. 8, ratio of at least 5:1. 1996; 62 FR 1817, Jan. 13, 1997; Amdt. 25–114, 69 FR 24502, May 3, 2004] (d) Means must be provided to assist evacuees to reach the ground for all § 25.811 Emergency exit marking. Type C exits located over the wing and, if the place on the airplane structure (a) Each passenger emergency exit, at which the escape route required in its means of access, and its means of paragraph (c) of this section termi- opening must be conspicuously nates is more than 6 feet from the marked. ground with the airplane on the ground (b) The identity and location of each and the landing gear extended, for all passenger emergency exit must be rec- other exit types. ognizable from a distance equal to the (1) If the escape route is over the width of the cabin. flap, the height of the terminal edge (c) Means must be provided to assist must be measured with the flap in the the occupants in locating the exits in takeoff or landing position, whichever conditions of dense smoke. is higher from the ground. (d) The location of each passenger (2) The assisting means must be usa- emergency exit must be indicated by a ble and self-supporting with one or sign visible to occupants approaching more landing gear legs collapsed and along the main passenger aisle (or under a 25-knot wind directed from the aisles). There must be— most critical angle. (1) A passenger emergency exit loca- (3) The assisting means provided for tor sign above the aisle (or aisles) near each escape route leading from a Type each passenger emergency exit, or at A or B emergency exit must be capable another overhead location if it is more of carrying simultaneously two par- practical because of low headroom, ex- allel lines of evacuees; and, the assist- cept that one sign may serve more ing means leading from any other exit than one exit if each exit can be seen type must be capable of carrying as readily from the sign; many parallel lines of evacuees as (2) A passenger emergency exit mark- there are required escape routes. ing sign next to each passenger emer- (4) The assisting means provided for gency exit, except that one sign may each escape route leading from a Type serve two such exits if they both can be C exit must be automatically erected seen readily from the sign; and

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(3) A sign on each bulkhead or divider the darker color is 15 percent or less, that prevents fore and aft vision along the reflectance of the lighter color the passenger cabin to indicate emer- must be at least 45 percent. ‘‘Reflec- gency exits beyond and obscured by the tance’’ is the ratio of the luminous flux bulkhead or divider, except that if this reflected by a body to the luminous is not possible the sign may be placed flux it receives. When the reflectance at another appropriate location. of the darker color is greater than 15 (e) The location of the operating han- percent, at least a 30-percent difference dle and instructions for opening exits between its reflectance and the reflec- from the inside of the airplane must be tance of the lighter color must be pro- shown in the following manner: vided. (1) Each passenger emergency exit (3) In the case of exists other than must have, on or near the exit, a mark- those in the side of the fuselage, such ing that is readable from a distance of as ventral or tailcone exists, the exter- 30 inches. nal means of opening, including in- (2) Each Type A, Type B, Type C or structions if applicable, must be con- Type I passenger emergency exit oper- spicuously marked in red, or bright ating handle must— chrome yellow if the background color (i) Be self-illuminated with an initial is such that red is inconspicuous. When brightness of at least 160 micro- the opening means is located on only lamberts; or one side of the fuselage, a conspicuous (ii) Be conspicuously located and well marking to that effect must be pro- illuminated by the emergency lighting vided on the other side. even in conditions of occupant crowd- (g) Each sign required by paragraph ing at the exit. (d) of this section may use the word (3) [Reserved] ‘‘exit’’ in its legend in place of the (4) Each Type A, Type B, Type C, term ‘‘emergency exit’’. Type I, or Type II passenger emergency [Amdt. 25–15, 32 FR 13264, Sept. 20, 1967, as exit with a locking mechanism re- amended by Amdt. 25–32, 37 FR 3970, Feb. 24, leased by rotary motion of the handle 1972; Amdt. 25–46, 43 FR 50597, Oct. 30, 1978; 43 must be marked— FR 52495, Nov. 13, 1978; Amdt. 25–79, 58 FR (i) With a red arrow, with a shaft at 45229, Aug. 26, 1993; Amdt. 25–88, 61 FR 57958, least three-fourths of an inch wide and Nov. 8, 1996] a head twice the width of the shaft, ex- tending along at least 70 degrees of arc § 25.812 Emergency lighting. at a radius approximately equal to (a) An emergency lighting system, three-fourths of the handle length. independent of the main lighting sys- (ii) So that the centerline of the exit tem, must be installed. However, the handle is within ±1 inch of the pro- sources of general cabin illumination jected point of the arrow when the han- may be common to both the emergency dle has reached full and has re- and the main lighting systems if the leased the locking mechanism, and power supply to the emergency light- (iii) With the word ‘‘open’’ in red let- ing system is independent of the power ters 1 inch high, placed horizontally supply to the main lighting system. near the head of the arrow. The emergency lighting system must (f) Each emergency exit that is re- include: quired to be openable from the outside, (1) Illuminated emergency exit mark- and its means of opening, must be ing and locating signs, sources of gen- marked on the outside of the airplane. eral cabin illumination, interior light- In addition, the following apply: ing in emergency exit areas, and floor (1) The outside marking for each pas- proximity escape path marking. senger emergency exit in the side of (2) Exterior emergency lighting. the fuselage must include a 2-inch col- (b) Emergency exit signs— ored band outlining the exit. (1) For airplanes that have a pas- (2) Each outside marking including senger seating configuration, excluding the band, must have color contrast to pilot seats, of 10 seats or more must be readily distinguishable from the sur- meet the following requirements: rounding fuselage surface. The contrast (i) Each passenger emergency exit lo- must be such that if the reflectance of cator sign required by § 25.811(d)(1) and

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each passenger emergency exit mark- (d) The floor of the passageway lead- ing sign required by § 25.811(d)(2) must ing to each floor-level passenger emer- have red letters at least 11⁄2 inches high gency exit, between the main aisles on an illuminated white background, and the exit openings, must be pro- and must have an area of at least 21 vided with illumination that is not less square inches excluding the letters. than 0.02 foot-candle measured along a The lighted background-to-letter con- line that is within 6 inches of and par- trast must be at least 10 : 1. The letter allel to the floor and is centered on the height to stroke-width ratio may not passenger evacuation path. be more than 7 : 1 nor less than 6 : 1. (e) Floor proximity emergency es- These signs must be internally elec- cape path marking must provide emer- trically illuminated with a background gency evacuation guidance for pas- brightness of at least 25 foot-lamberts sengers when all sources of illumina- and a high-to-low background contrast tion more than 4 feet above the cabin no greater than 3 : 1. aisle floor are totally obscured. In the (ii) Each passenger emergency exit dark of the night, the floor proximity sign required by § 25.811(d)(3) must have emergency escape path marking must red letters at least 11⁄2 inches high on a enable each passenger to— white background having an area of at (1) After leaving the passenger seat, least 21 square inches excluding the visually identify the emergency escape letters. These signs must be internally path along the cabin aisle floor to the electrically illuminated or self-illumi- first exits or pair of exits forward and nated by other than electrical means aft of the seat; and and must have an initial brightness of (2) Readily identify each exit from at least 400 microlamberts. The colors the emergency escape path by ref- may be reversed in the case of a sign erence only to markings and visual fea- that is self-illuminated by other than tures not more than 4 feet above the electrical means. cabin floor. (2) For airplanes that have a pas- senger seating configuration, excluding (f) Except for subsystems provided in pilot seats, of nine seats or less, that accordance with paragraph (h) of this are required by § 25.811(d)(1), (2), and (3) section that serve no more than one as- must have red letters at least 1 inch sist means, are independent of the air- high on a white background at least 2 plane’s main emergency lighting sys- inches high. These signs may be inter- tem, and are automatically activated nally electrically illuminated, or self- when the assist means is erected, the illuminated by other than electrical emergency lighting system must be de- means, with an initial brightness of at signed as follows. least 160 microlamberts. The colors (1) The lights must be operable may be reversed in the case of a sign manually from the flight crew station that is self-illuminated by other than and from a point in the passenger com- electrical means. partment that is readily accessible to a (c) General illumination in the pas- normal seat. senger cabin must be provided so that (2) There must be a flight crew warn- when measured along the centerline of ing light which illuminates when power main passenger aisle(s), and cross is on in the airplane and the emergency aisle(s) between main aisles, at seat lighting control device is not armed. arm-rest height and at 40-inch inter- (3) The cockpit control device must vals, the average illumination is not have an ‘‘on,’’ ‘‘off,’’ and ‘‘armed’’ posi- less than 0.05 foot-candle and the illu- tion so that when armed in the cockpit mination at each 40-inch interval is not or turned on at either the cockpit or less than 0.01 foot-candle. A main pas- flight attendant station the lights will senger aisle(s) is considered to extend either light or remain lighted upon along the fuselage from the most for- interruption (except an interruption ward passenger emergency exit or caused by a transverse vertical separa- cabin occupant seat, whichever is far- tion of the fuselage during crash land- ther forward, to the most rearward pas- ing) of the airplane’s normal electric senger emergency exit or cabin occu- power. There must be a means to safe- pant seat, whichever is farther aft. guard against inadvertent operation of

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the control device from the ‘‘armed’’ or gency lighting system, and is auto- ‘‘on’’ positions. matically activated when the assist (g) Exterior emergency lighting must means is erected, the lighting provi- be provided as follows: sions— (1) At each overwing emergency exit (i) May not be adversely affected by the illumination must be— stowage; and (i) Not less than 0.03 foot-candle (ii) Must provide illumination of not (measured normal to the direction of less than 0.03 foot-candle (measured the incident light) on a 2-square-foot area where an evacuee is likely to normal to the direction of incident make his first step outside the cabin; light) at the ground and of the erected (ii) Not less than 0.05 foot-candle assist means where an evacuee would (measured normal to the direction of normally make first contact with the the incident light) for a minimum ground, with the airplane in each of width of 42 inches for a Type A the attitudes corresponding to the col- overwing emergency exit and two feet lapse of one or more legs of the landing for all other overwing emergency exits gear. along the 30 percent of the slip-resist- (i) The energy supply to each emer- ant portion of the escape route re- gency lighting unit must provide the quired in § 25.810(c) that is farthest required level of illumination for at from the exit; and least 10 minutes at the critical ambient (iii) Not less than 0.03 foot-candle on conditions after emergency landing. the ground surface with the landing (j) If storage batteries are used as the gear extended (measured normal to the energy supply for the emergency light- direction of the incident light) where ing system, they may be recharged an evacuee using the established escape route would normally make first con- from the airplane’s main electric power tact with the ground. system: Provided, That, the charging (2) At each non-overwing emergency circuit is designed to preclude inad- exit not required by § 25.810(a) to have vertent battery discharge into charg- descent assist means the illumination ing circuit faults. must be not less than 0.03 foot-candle (k) Components of the emergency (measured normal to the direction of lighting system, including batteries, the incident light) on the ground sur- wiring relays, lamps, and switches face with the landing gear extended must be capable of normal operation where an evacuee is likely to make after having been subjected to the iner- first contact with the ground outside tia forces listed in § 25.561(b). the cabin. (l) The emergency lighting system (h) The means required in must be designed so that after any sin- §§ 25.810(a)(1) and (d) to assist the occu- gle transverse vertical separation of pants in descending to the ground must the fuselage during crash landing— be illuminated so that the erected as- sist means is visible from the airplane. (1) Not more than 25 percent of all (1) If the assist means is illuminated electrically illuminated emergency by exterior emergency lighting, it lights required by this section are ren- must provide illumination of not less dered inoperative, in addition to the than 0.03 foot-candle (measured normal lights that are directly damaged by the to the direction of the incident light) separation; at the ground end of the erected assist (2) Each electrically illuminated exit means where an evacuee using the es- sign required under § 25.811(d)(2) re- tablished escape route would normally mains operative exclusive of those that make first contact with the ground, are directly damaged by the separa- with the airplane in each of the atti- tion; and tudes corresponding to the collapse of (3) At least one required exterior one or more legs of the landing gear. emergency light for each side of the (2) If the emergency lighting sub- airplane remains operative exclusive of system illuminating the assist means serves no other assist means, is inde- pendent of the airplane’s main emer-

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those that are directly damaged by the est main aisle and a Type A or B exit; separation. and (2) A cross-aisle which leads to the [Amdt. 25–15, 32 FR 13265, Sept. 20, 1967, as amended by Amdt. 25–28, 36 FR 16899, Aug. 26, immediate vicinity of each passageway 1971; Amdt. 25–32, 37 FR 3971, Feb. 24, 1972; between the nearest main aisle and a Amdt. 25–46, 43 FR 50597, Oct. 30, 1978; Amdt. Type 1, Type II, or Type III exit; except 25–58, 49 FR 43186, Oct. 26, 1984; Amdt. 25–88, that when two Type III exits are lo- 61 FR 57958, Nov. 8, 1996; Amdt. 25–116, 69 FR cated within three passenger rows of 62788, Oct. 27, 2004; Amdt. 25–128, 74 FR 25645, each other, a single cross-aisle may be May 29, 2009] used if it leads to the vicinity between the passageways from the nearest main § 25.813 Emergency exit access. aisle to each exit. Each required emergency exit must (b) Adequate space to allow crew- be accessible to the passengers and lo- member(s) to assist in the evacuation cated where it will afford an effective of passengers must be provided as fol- means of evacuation. Emergency exit lows: distribution must be as uniform as (1) Each assist space must be a rec- practical, taking passenger distribu- tangle on the floor, of sufficient size to tion into account; however, the size enable a crewmember, standing erect, and location of exits on both sides of to effectively assist evacuees. The as- the cabin need not be symmetrical. If sist space must not reduce the unob- only one floor level exit per side is pre- structed width of the passageway below scribed, and the airplane does not have that required for the exit. a tailcone or ventral emergency exit, (2) For each Type A or B exit, assist the floor level exit must be in the rear- space must be provided at each side of ward part of the passenger compart- the exit regardless of whether an assist ment, unless another location affords a means is required by § 25.810(a). more effective means of passenger (3) For each Type C, I or II exit in- evacuation. Where more than one floor stalled in an airplane with seating for level exit per side is prescribed, at more than 80 passengers, an assist least one floor level exit per side must space must be provided at one side of be located near each end of the cabin, the passageway regardless of whether except that this provision does not an assist means is required by apply to combination cargo/passenger § 25.810(a). configurations. In addition— (4) For each Type C, I or II exit, an (a) There must be a passageway lead- assist space must be provided at one ing from the nearest main aisle to each side of the passageway if an assist Type A, Type B, Type C, Type I, or means is required by § 25.810(a). Type II emergency exit and between in- (5) For any tailcone exit that quali- dividual passenger areas. Each passage- fies for 25 additional passenger seats way leading to a Type A or Type B exit under the provisions of § 25.807(g)(9)(ii), must be unobstructed and at least 36 an assist space must be provided, if an inches wide. Passageways between indi- assist means is required by § 25.810(a). vidual passenger areas and those lead- (6) There must be a handle, or han- ing to Type I, Type II, or Type C emer- dles, at each assist space, located to gency exits must be unobstructed and enable the crewmember to steady him- at least 20 inches wide. Unless there self or herself: are two or more main aisles, each Type (i) While manually activating the as- A or B exit must be located so that sist means (where applicable) and, there is passenger flow along the main (ii) While assisting passengers during aisle to that exit from both the forward an evacuation. and aft directions. If two or more main (c) The following must be provided aisles are provided, there must be un- for each Type III or Type IV exit—(1) obstructed cross-aisles at least 20 There must be access from the nearest inches wide between main aisles. There aisle to each exit. In addition, for each must be— Type III exit in an airplane that has a (1) A cross-aisle which leads directly passenger seating configuration of 60 or to each passageway between the near- more—

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(i) Except as provided in paragraph plane in which it is installed, there (c)(1)(ii), the access must be provided must be placards that— by an unobstructed passageway that is (i) Are readable by all persons seated at least 10 inches in width for interior adjacent to and facing a passageway to arrangements in which the adjacent the exit; seat rows on the exit side of the aisle (ii) Accurately state or illustrate the contain no more than two seats, or 20 proper method of opening the exit, in- inches in width for interior arrange- cluding the use of handholds; and ments in which those rows contain (iii) If the exit is a removable hatch, three seats. The width of the passage- state the weight of the hatch and indi- way must be measured with adjacent cate an appropriate location to place seats adjusted to their most adverse the hatch after removal. position. The centerline of the required (d) If it is necessary to pass through passageway width must not be dis- a passageway between passenger com- placed more than 5 inches horizontally partments to reach any required emer- from that of the exit. gency exit from any seat in the pas- (ii) In lieu of one 10- or 20-inch pas- senger cabin, the passageway must be sageway, there may be two passage- unobstructed. However, curtains may ways, between seat rows only, that be used if they allow free entry must be at least 6 inches in width and through the passageway. lead to an unobstructed space adjacent (e) No door may be installed between to each exit. (Adjacent exits must not any passenger seat that is occupiable share a common passageway.) The for takeoff and landing and any pas- width of the passageways must be senger emergency exit, such that the measured with adjacent seats adjusted door crosses any egress path (including to their most adverse position. The un- aisles, crossaisles and passageways). obstructed space adjacent to the exit (f) If it is necessary to pass through a must extend vertically from the floor doorway separating any crewmember to the ceiling (or bottom of sidewall seat (except those seats on the stowage bins), inboard from the exit for flightdeck), occupiable for takeoff and a distance not less than the width of landing, from any emergency exit, the the narrowest passenger seat installed door must have a means to latch it in on the airplane, and from the forward the open position. The latching means edge of the forward passageway to the must be able to withstand the loads aft edge of the aft passageway. The exit imposed upon it when the door is sub- opening must be totally within the fore jected to the ultimate inertia forces, and aft bounds of the unobstructed relative to the surrounding structure, listed in § 25.561(b). space. (2) In addition to the access— [Amdt. 25–1, 30 FR 3204, Mar. 9, 1965, as (i) For airplanes that have a pas- amended by Amdt. 25–15, 32 FR 13265, Sept. senger seating configuration of 20 or 20, 1967; Amdt. 25–32, 37 FR 3971, Feb. 24, 1972; Amdt. 25–46, 43 FR 50597, Oct. 30, 1978; Amdt. more, the projected opening of the exit 25–72, 55 FR 29783, July 20, 1990; Amdt. 25–76, provided must not be obstructed and 57 FR 19244, May 4, 1992; Amdt. 25–76, 57 FR there must be no interference in open- 29120, June 30, 1992; Amdt. 25–88, 61 FR 57958, ing the exit by seats, berths, or other Nov. 8, 1996; Amdt. 25–116, 69 FR 62788, Oct. protrusions (including any seatback in 27, 2004; Amdt. 25–128, 74 FR 25645, May 29, the most adverse position) for a dis- 2009] tance from that exit not less than the § 25.815 Width of aisle. width of the narrowest passenger seat installed on the airplane. The passenger aisle width at any (ii) For airplanes that have a pas- point between seats must equal or ex- senger seating configuration of 19 or ceed the values in the following table: fewer, there may be minor obstructions Minimum passenger in this region, if there are compen- aisle width (inches) sating factors to maintain the effec- Passenger seating capacity Less than 25 in. and tiveness of the exit. 25 in. from more from (3) For each Type III exit, regardless floor floor of the passenger capacity of the air- 10 or less ...... 1 12 15

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Minimum passenger (c) There must be an aural emer- aisle width (inches) gency alarm system, audible during Passenger seating capacity Less than 25 in. and normal and emergency conditions, to 25 in. from more from floor floor enable crewmembers on the flight deck and at each required floor level emer- 11 through 19 ...... 12 20 gency exit to alert occupants of each 20 or more ...... 15 20 lower deck service compartment of an 1 A narrower width not less than 9 inches may be approved emergency situation. when substantiated by tests found necessary by the Administrator. (d) There must be a means, readily detectable by occupants of each lower [Amdt. 25–15, 32 FR 13265, Sept. 20, 1967, as deck service compartment, that indi- amended by Amdt. 25–38, 41 FR 55466, Dec. 20, cates when seat belts should be fas- 1976] tened. § 25.817 Maximum number of seats (e) If a public address system is in- abreast. stalled in the airplane, speakers must On airplanes having only one pas- be provided in each lower deck service senger aisle, no more than three seats compartment. abreast may be placed on each side of (f) For each occupant permitted in a the aisle in any one row. lower deck service compartment, there must be a forward or aft facing seat [Amdt. 25–15, 32 FR 13265, Sept. 20, 1967] which meets the requirements of § 25.819 Lower deck service compart- § 25.785(d), and must be able to with- ments (including galleys). stand maximum flight loads when oc- cupied. For airplanes with a service compart- ment located below the main deck, (g) For each powered lift system in- which may be occupied during taxi or stalled between a lower deck service flight but not during takeoff or land- compartment and the main deck for ing, the following apply: the carriage of persons or equipment, (a) There must be at least two emer- or both, the system must meet the fol- gency evacuation routes, one at each lowing requirements: end of each lower deck service com- (1) Each lift control switch outside partment or two having sufficient sepa- the lift, except emergency stop but- ration within each compartment, tons, must be designed to prevent the which could be used by each occupant activation of the life if the lift door, or of the lower deck service compartment the hatch required by paragraph (g)(3) to rapidly evacuate to the main deck of this section, or both are open. under normal and emergency lighting (2) An emergency stop button, that conditions. The routes must provide for when activated will immediately stop the evacuation of incapacitated per- the lift, must be installed within the sons, with assistance. The use of the lift and at each entrance to the lift. evacuation routes may not be depend- (3) There must be a hatch capable of ent on any powered device. The routes being used for evacuating persons from must be designed to minimize the pos- the lift that is openable from inside sibility of blockage which might result and outside the lift without tools, with from fire, mechanical or structural the lift in any position. failure, or persons standing on top of or [Amdt. 25–53, 45 FR 41593, June 19, 1980; 45 FR against the escape routes. In the event 43154, June 26, 1980; Amdt. 25–110; 68 FR 36883, the airplane’s main power system or June 19, 2003] compartment main lighting system should fail, emergency illumination for § 25.820 Lavatory doors. each lower deck service compartment All lavatory doors must be designed must be automatically provided. to preclude anyone from becoming (b) There must be a means for two- trapped inside the lavatory. If a lock- way voice communication between the ing mechanism is installed, it must be flight deck and each lower deck service capable of being unlocked from the compartment, which remains available outside without the aid of special tools. following loss of normal electrical power generating system. [Doc. No. 2003–14193, 69 FR 24502, May 3, 2004]

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VENTILATION AND HEATING without depressurizing beyond safe limits. § 25.831 Ventilation. (e) Except as provided in paragraph (a) Under normal operating condi- (f) of this section, means must be pro- tions and in the event of any probable vided to enable the occupants of the failure conditions of any system which following compartments and areas to would adversely affect the ventilating control the temperature and quantity air, the ventilation system must be de- of ventilating air supplied to their signed to provide a sufficient amount compartment or area independently of of uncontaminated air to enable the the temperature and quantity of air crewmembers to perform their duties supplied to other compartments and without undue discomfort or fatigue areas: and to provide reasonable passenger (1) The flight crew compartment. comfort. For normal operating condi- (2) Crewmember compartments and tions, the ventilation system must be areas other than the flight crew com- designed to provide each occupant with partment unless the crewmember com- an airflow containing at least 0.55 partment or area is ventilated by air pounds of fresh air per minute. interchange with other compartments (b) Crew and passenger compartment or areas under all operating conditions. air must be free from harmful or haz- (f) Means to enable the flight crew to ardous concentrations of gases or va- control the temperature and quantity pors. In meeting this requirement, the of ventilating air supplied to the flight following apply: crew compartment independently of (1) Carbon monoxide concentrations the temperature and quantity of ven- in excess of 1 part in 20,000 parts of air tilating air supplied to other compart- are considered hazardous. For test pur- ments are not required if all of the fol- poses, any acceptable carbon monoxide lowing conditions are met: detection method may be used. (2) Carbon dioxide concentration dur- (1) The total volume of the flight ing flight must be shown not to exceed crew and passenger compartments is 0.5 percent by volume (sea level equiva- 800 cubic feet or less. lent) in compartments normally occu- (2) The air inlets and passages for air pied by passengers or crewmembers. to flow between flight crew and pas- (c) There must be provisions made to senger compartments are arranged to ensure that the conditions prescribed provide compartment temperatures in paragraph (b) of this section are met within 5 degrees F. of each other and after reasonably probable failures or adequate ventilation to occupants in malfunctioning of the ventilating, both compartments. heating, pressurization, or other sys- (3) The temperature and ventilation tems and equipment. controls are accessible to the flight (d) If accumulation of hazardous crew. quantities of smoke in the cockpit area (g) The exposure time at any given is reasonably probable, smoke evacu- temperature must not exceed the val- ation must be readily accomplished, ues shown in the following graph after starting with full pressurization and any improbable failure condition.

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