title-14-part-25-sec25-803

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]

MERGENCY

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.

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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§ 25.807

pacity of more than 44 passengers, it
must be shown that the maximum
seating capacity, including the number
of crewmembers required by the oper-
ating rules for which certification is
requested, can be evacuated from the
airplane to the ground under simulated
emergency conditions within 90 sec-
onds. Compliance with this require-
ment must be shown by actual dem-
onstration using the test criteria out-
lined in appendix J of this part unless
the Administrator finds that a com-
bination of analysis and testing will
provide data equivalent to that which
would be obtained by actual dem-
onstration.

(d)–(e) [Reserved]

[Doc. No. 24344, 55 FR 29781, July 20, 1990]

§ 25.807

Emergency exits.

(a)

Type. For the purpose of this part,

the types of exits are defined as fol-
lows:

(1)

Type I. This type is a floor-level

exit with a rectangular opening of not
less than 24 inches wide by 48 inches
high, with corner radii not greater
than eight inches.

(2)

Type II. This type is a rectangular

opening of not less than 20 inches wide
by 44 inches high, with corner radii not
greater than seven inches. Type II exits
must be floor-level exits unless located
over the wing, in which case they must
not have a step-up inside the airplane
of more than 10 inches nor a step-down
outside the airplane of more than 17
inches.

(3)

Type III. This type is a rectan-

gular opening of not less than 20 inches
wide by 36 inches high with corner
radii not greater than seven inches,
and with a step-up inside the airplane
of not more than 20 inches. If the exit
is located over the wing, the step-down
outside the airplane may not exceed 27
inches.

(4)

Type IV. This type is a rectan-

gular opening of not less than 19 inches
wide by 26 inches high, with corner
radii not greater than 6.3 inches, lo-
cated over the wing, with a step-up in-
side the airplane of not more than 29
inches and a step-down outside the air-
plane of not more than 36 inches.

(5)

Ventral. This type is an exit from

the passenger compartment through

the pressure shell and the bottom fuse-
lage skin. The dimensions and physical
configuration of this type of exit must
allow at least the same rate of egress
as a Type I exit with the airplane in
the normal ground attitude, with land-
ing gear extended.

(6)

Tailcone. This type is an aft exit

from the passenger compartment
through the pressure shell and through
an openable cone of the fuselage aft of
the pressure shell. The means of open-
ing the tailcone must be simple and ob-
vious and must employ a single oper-
ation.

(7)

Type A. This type is a floor-level

exit with a rectangular opening of not
less than 42 inches wide by 72 inches
high, with corner radii not greater
than seven inches.

(8)

Type B. This type is a floor-level

exit with a rectangular opening of not
less than 32 inches wide by 72 inches
high, with corner radii not greater
than six inches.

(9)

Type C. This type is a floor-level

exit with a rectangular opening of not
less than 30 inches wide by 48 inches
high, with corner radii not greater
than 10 inches.

(b)

Step down distance. Step down dis-

tance, as used in this section, means
the actual distance between the bot-
tom of the required opening and a usa-
ble foot hold, extending out from the
fuselage, that is large enough to be ef-
fective without searching by sight or
feel.

(c)

Over-sized exits. Openings larger

than those specified in this section,
whether or not of rectangular shape,
may be used if the specified rectan-
gular opening can be inscribed within
the opening and the base of the in-
scribed rectangular opening meets the
specified step-up and step-down
heights.

(d)

Asymmetry. Exits of an exit pair

need not be diametrically opposite
each other nor of the same size; how-
ever, the number of passenger seats
permitted under paragraph (g) of this
section is based on the smaller of the
two exits.

(e)

Uniformity. Exits must be distrib-

uted as uniformly as practical, taking
into account passenger seat distribu-
tion.