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286 

14 CFR Ch. I (1–1–24 Edition) 

§ 25.789 

§ 25.789

Retention of items of mass in 

passenger and crew compartments 
and galleys. 

(a) Means must be provided to pre-

vent each item of mass (that is part of 
the airplane type design) in a passenger 
or crew compartment or galley from 
becoming a hazard by shifting under 
the appropriate maximum load factors 
corresponding to the specified flight 
and ground load conditions, and to the 
emergency landing conditions of 
§ 25.561(b). 

(b) Each interphone restraint system 

must be designed so that when sub-
jected to the load factors specified in 
§ 25.561(b)(3), the interphone will re-
main in its stowed position. 

[Amdt. 25–32, 37 FR 3969, Feb. 24, 1972, as 
amended by Amdt. 25–46, 43 FR 50596, Oct. 30, 
1978] 

§ 25.791

Passenger information signs 

and placards. 

(a) If smoking is to be prohibited, 

there must be at least one placard so 
stating that is legible to each person 
seated in the cabin. If smoking is to be 
allowed, and if the crew compartment 
is separated from the passenger com-
partment, there must be at least one 
sign notifying when smoking is prohib-
ited. Signs which notify when smoking 
is prohibited must be operable by a 
member of the flightcrew and, when il-
luminated, must be legible under all 
probable conditions of cabin illumina-
tion to each person seated in the cabin. 

(b) Signs that notify when seat belts 

should be fastened and that are in-
stalled to comply with the operating 
rules of this chapter must be operable 
by a member of the flightcrew and, 
when illuminated, must be legible 
under all probable conditions of cabin 
illumination to each person seated in 
the cabin. 

(c) A placard must be located on or 

adjacent to the door of each receptacle 
used for the disposal of flammable 
waste materials to indicate that use of 
the receptacle for disposal of ciga-
rettes, etc., is prohibited. 

(d) Lavatories must have ‘‘No Smok-

ing’’ or ‘‘No Smoking in Lavatory’’ 
placards conspicuously located on or 
adjacent to each side of the entry door. 

(e) Symbols that clearly express the 

intent of the sign or placard may be 
used in lieu of letters. 

[Amdt. 25–72, 55 FR 29780, July 20, 1990] 

§ 25.793

Floor surfaces. 

The floor surface of all areas which 

are likely to become wet in service 
must have slip resistant properties. 

[Amdt. 25–51, 45 FR 7755, Feb. 4, 1980] 

§ 25.795

Security considerations. 

(a) 

Protection of flightcrew compart-

ment. If a flightdeck door is required by 
operating rules: 

(1) The bulkhead, door, and any other 

accessible boundary separating the 
flightcrew compartment from occupied 
areas must be designed to resist forc-
ible intrusion by unauthorized persons 
and be capable of withstanding impacts 
of 300 joules (221.3 foot pounds). 

(2) The bulkhead, door, and any other 

accessible boundary separating the 
flightcrew compartment from occupied 
areas must be designed to resist a con-
stant 250 pound (1,113 Newtons) tensile 
load on accessible handholds, including 
the doorknob or handle. 

(3) The bulkhead, door, and any other 

boundary separating the flightcrew 
compartment from any occupied areas 
must be designed to resist penetration 
by small arms fire and fragmentation 
devices to a level equivalent to level 
IIIa of the National Institute of Justice 
(NIJ) Standard 0101.04. 

(4) If required by the operating rules 

of this chapter, an installed physical 
secondary barrier (IPSB) must be in-
stalled to resist intrusion into the 
flightdeck whenever the flightdeck 
door is opened. When deployed, the 
IPSB must: 

(i) Resist a 250 pound (1113 Newtons) 

static load in the direction of the pas-
senger cabin applied at the most crit-
ical locations on the IPSB; 

(ii) Resist a 600 pound (2669 Newtons) 

static load in the direction of the 
flightdeck applied at the most critical 
locations on the IPSB; 

(iii) Delay a person attempting to ac-

cess the flightdeck by at least the time 
required for a crewmember to open and 
reclose the flightdeck door, but no less 
than 5 seconds; 

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287 

Federal Aviation Administration, DOT 

§ 25.795 

(iv) Prevent a person from reaching 

through and touching the flightdeck 
door; 

(v) Allow for necessary crewmember 

activities; and 

(vi) Provide line-of-sight visibility 

between the flightdeck door and the 
cabin. 

(b) Airplanes with a maximum cer-

tificated passenger seating capacity of 
more than 60 persons or a maximum 
certificated takeoff gross weight of 
over 100,000 pounds (45,359 Kilograms) 
must be designed to limit the effects of 
an explosive or incendiary device as 
follows: 

(1) 

Flightdeck smoke protection. Means 

must be provided to limit entry of 
smoke, fumes, and noxious gases into 
the flightdeck. 

(2) 

Passenger cabin smoke protection. 

Means must be provided to prevent pas-
senger incapacitation in the cabin re-
sulting from smoke, fumes, and nox-
ious gases as represented by the initial 
combined volumetric concentrations of 
0.59% carbon monoxide and 1.23% car-
bon dioxide. 

(3) 

Cargo compartment fire suppression. 

An extinguishing agent must be capa-
ble of suppressing a fire. All cargo- 
compartment fire suppression systems 
must be designed to withstand the fol-
lowing effects, including support struc-
ture displacements or adjacent mate-
rials displacing against the distribu-
tion system: 

(i) Impact or damage from a 0.5-inch 

diameter aluminum sphere traveling at 
430 feet per second (131.1 meters per 
second); 

(ii) A 15-pound per square-inch (103.4 

kPa) pressure load if the projected sur-
face area of the component is greater 
than 4 square feet. Any single dimen-
sion greater than 4 feet (1.22 meters) 
may be assumed to be 4 feet (1.22 me-
ters) in length; and 

(iii) A 6-inch (0.152 meters) displace-

ment, except where limited by the fu-
selage contour, from a single point 
force applied anywhere along the dis-
tribution system where relative move-
ment between the system and its at-
tachment can occur. 

(iv) Paragraphs (b)(3)(i) through (iii) 

of this section do not apply to compo-
nents that are redundant and separated 
in accordance with paragraph (c)(2) of 

this section or are installed remotely 
from the cargo compartment. 

(c) An airplane with a maximum cer-

tificated passenger seating capacity of 
more than 60 persons or a maximum 
certificated takeoff gross weight of 
over 100,000 pounds (45,359 Kilograms) 
must comply with the following: 

(1) 

Least risk bomb location. An air-

plane must be designed with a des-
ignated location where a bomb or other 
explosive device could be placed to best 
protect flight-critical structures and 
systems from damage in the case of 
detonation. 

(2) 

Survivability of systems. (i) Except 

where impracticable, redundant air-
plane systems necessary for continued 
safe flight and landing must be phys-
ically separated, at a minimum, by an 
amount equal to a sphere of diameter 

D

H

=

(

)

2

0

/

π

(where H

0

is defined under § 25.365(e)(2) 

of this part and D need not exceed 5.05 
feet (1.54 meters)). The sphere is ap-
plied everywhere within the fuselage— 
limited by the forward bulkhead and 
the aft bulkhead of the passenger cabin 
and cargo compartment beyond which 
only one-half the sphere is applied. 

(ii) Where compliance with paragraph 

(c)(2)(i) of this section is impracticable, 
other design precautions must be taken 
to maximize the survivability of those 
systems. 

(3) 

Interior design to facilitate searches. 

Design features must be incorporated 
that will deter concealment or promote 
discovery of weapons, explosives, or 
other objects from a simple inspection 
in the following areas of the airplane 
cabin: 

(i) Areas above the overhead bins 

must be designed to prevent objects 
from being hidden from view in a sim-
ple search from the aisle. Designs that 
prevent concealment of objects with 
volumes 20 cubic inches and greater 
satisfy this requirement. 

(ii) Toilets must be designed to pre-

vent the passage of solid objects great-
er than 2.0 inches in diameter. 

(iii) Life preservers or their storage 

locations must be designed so that 
tampering is evident. 

(d) Each chemical oxygen generator 

or its installation must be designed to 

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288 

14 CFR Ch. I (1–1–24 Edition) 

§ 25.801 

be secure from deliberate manipulation 
by one of the following: 

(1) By providing effective resistance 

to tampering, 

(2) By providing an effective com-

bination of resistance to tampering and 
active tamper-evident features, 

(3) By installation in a location or 

manner whereby any attempt to access 
the generator would be immediately 
obvious, or 

(4) By a combination of approaches 

specified in paragraphs (d)(1), (d)(2) and 
(d)(3) of this section that the Adminis-
trator finds provides a secure installa-
tion. 

(e) 

Exceptions.  Airplanes used solely 

to transport cargo only need to meet 
the requirements of paragraphs (b)(1), 
(b)(3), and (c)(2) of this section. 

(f) 

Material Incorporated by Reference. 

You must use National Institute of 
Justice (NIJ) Standard 0101.04, Ballistic 
Resistance of Personal Body Armor, 
June 2001, Revision A, to establish bal-
listic resistance as required by para-
graph (a)(3) of this section. 

(1) The Director of the Federal Reg-

ister approved the incorporation by ref-
erence of this document under 5 U.S.C. 
552(a) and 1 CFR part 51. 

(2) You may review copies of NIJ 

Standard 0101.04 at the: 

(i) National Institute of Justice 

(NIJ), 

http://www.ojp.usdoj.gov/nij,  tele-

phone (202) 307–2942; or 

(ii) National Archives and Records 

Administration (NARA). For informa-
tion on the availability of this mate-
rial at NARA, call (202) 741–6030, or go 
to 

http://www.archives.gov/federal-reg-

ister/cfr/ibr-locations.html. 

(3) You may obtain copies of NIJ 

Standard 0101.04 from the National 
Criminal Justice Reference Service, 
P.O. Box 6000, Rockville, MD 20849–6000, 
telephone (800) 851–3420. 

[Amdt. 25–127; 121–341, 73 FR 63879, Oct. 28, 
2008, as amended at 74 FR 22819, May 15, 2009; 
Amdt. 25–138, 79 FR 13519, Mar. 11, 2014; Doc. 
No. FAA–2018–0119, Amdt. 25–145, 83 FR 9169, 
Mar. 5, 2018; Amdt. 25–150, 88 FR 41308, June 
26, 2023] 

E

MERGENCY

P

ROVISIONS

 

§ 25.801

Ditching. 

(a) If certification with ditching pro-

visions is requested, the airplane must 

meet the requirements of this section 
and §§ 25.807(e), 25.1411, and 25.1415(a). 

(b) Each practicable design measure, 

compatible with the general character-
istics of the airplane, must be taken to 
minimize the probability that in an 
emergency landing on water, the be-
havior of the airplane would cause im-
mediate injury to the occupants or 
would make it impossible for them to 
escape. 

(c) The probable behavior of the air-

plane in a water landing must be inves-
tigated by model tests or by compari-
son with airplanes of similar configura-
tion for which the ditching characteris-
tics are known. Scoops, flaps, projec-
tions, and any other factor likely to af-
fect the hydrodynamic characteristics 
of the airplane, must be considered. 

(d) It must be shown that, under rea-

sonably probable water conditions, the 
flotation time and trim of the airplane 
will allow the occupants to leave the 
airplane and enter the liferafts re-
quired by § 25.1415. If compliance with 
this provision is shown by buoyancy 
and trim computations, appropriate al-
lowances must be made for probable 
structural damage and leakage. If the 
airplane has fuel tanks (with fuel jetti-
soning provisions) that can reasonably 
be expected to withstand a ditching 
without leakage, the jettisonable vol-
ume of fuel may be considered as buoy-
ancy volume. 

(e) Unless the effects of the collapse 

of external doors and windows are ac-
counted for in the investigation of the 
probable behavior of the airplane in a 
water landing (as prescribed in para-
graphs (c) and (d) of this section), the 
external doors and windows must be 
designed to withstand the probable 
maximum local pressures. 

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as 
amended by Amdt. 25–72, 55 FR 29781, July 20, 
1990] 

§ 25.803

Emergency evacuation. 

(a) Each crew and passenger area 

must have emergency means to allow 
rapid evacuation in crash landings, 
with the landing gear extended as well 
as with the landing gear retracted, con-
sidering the possibility of the airplane 
being on fire. 

(b) [Reserved] 

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