292
14 CFR Ch. I (1–1–24 Edition)
§ 25.810
(2) Within 10 seconds measured from
the time when the opening means is ac-
tuated to the time when the exit is
fully opened.
(3) Even though persons may be
crowded against the door on the inside
of the airplane.
(c) The means of opening emergency
exits must be simple and obvious; may
not require exceptional effort; and
must be arranged and marked so that
it can be readily located and operated,
even in darkness. Internal exit-opening
means involving sequence operations
(such as operation of two handles or
latches, or the release of safety
catches) may be used for flightcrew
emergency exits if it can be reasonably
established that these means are sim-
ple and obvious to crewmembers
trained in their use.
(d) If a single power-boost or single
power-operated system is the primary
system for operating more than one
exit in an emergency, each exit must
be capable of meeting the requirements
of paragraph (b) of this section in the
event of failure of the primary system.
Manual operation of the exit (after
failure of the primary system) is ac-
ceptable.
(e) Each emergency exit must be
shown by tests, or by a combination of
analysis and tests, to meet the require-
ments of paragraphs (b) and (c) of this
section.
(f) Each door must be located where
persons using them will not be endan-
gered by the propellers when appro-
priate operating procedures are used.
(g) There must be provisions to mini-
mize the probability of jamming of the
emergency exits resulting from fuse-
lage deformation in a minor crash
landing.
(h) When required by the operating
rules for any large passenger-carrying
turbojet-powered airplane, each ven-
tral exit and tailcone exit must be—
(1) Designed and constructed so that
it cannot be opened during flight; and
(2) Marked with a placard readable
from a distance of 30 inches and in-
stalled at a conspicuous location near
the means of opening the exit, stating
that the exit has been designed and
constructed so that it cannot be opened
during flight.
(i) Each emergency exit must have a
means to retain the exit in the open
position, once the exit is opened in an
emergency. The means must not re-
quire separate action to engage when
the exit is opened, and must require
positive action to disengage.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–15, 32 FR 13264, Sept.
20, 1967; Amdt. 25–32, 37 FR 3970, Feb. 24, 1972;
Amdt. 25–34, 37 FR 25355, Nov. 30, 1972; Amdt.
25–46, 43 FR 50597, Oct. 30, 1978; Amdt. 25–47,
44 FR 61325, Oct. 25, 1979; Amdt. 25–72, 55 FR
29782, July 20, 1990; Amdt. 25–114, 69 FR 24502,
May 3, 2004; Amdt. 25–116, 69 FR 62788, Oct. 27,
2004]
§ 25.810
Emergency egress assist
means and escape routes.
(a) Each non over-wing Type A, Type
B or Type C exit, and any other non
over-wing landplane emergency exit
more than 6 feet from the ground with
the airplane on the ground and the
landing gear extended, must have an
approved means to assist the occupants
in descending to the ground.
(1) The assisting means for each pas-
senger emergency exit must be a self-
supporting slide or equivalent; and, in
the case of Type A or Type B exits, it
must be capable of carrying simulta-
neously two parallel lines of evacuees.
In addition, the assisting means must
be designed to meet the following re-
quirements—
(i) It must be automatically deployed
and deployment must begin during the
interval between the time the exit
opening means is actuated from inside
the airplane and the time the exit is
fully opened. However, each passenger
emergency exit which is also a pas-
senger entrance door or a service door
must be provided with means to pre-
vent deployment of the assisting means
when it is opened from either the in-
side or the outside under non-
emergency conditions for normal use.
(ii) Except for assisting means in-
stalled at Type C exits, it must be
automatically erected within 6 seconds
after deployment is begun. Assisting
means installed at Type C exits must
be automatically erected within 10 sec-
onds from the time the opening means
of the exit is actuated.
(iii) It must be of such length after
full deployment that the lower end is
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Federal Aviation Administration, DOT
§ 25.810
self-supporting on the ground and pro-
vides safe evacuation of occupants to
the ground after collapse of one or
more legs of the landing gear.
(iv) It must have the capability, in
25-knot winds directed from the most
critical angle, to deploy and, with the
assistance of only one person, to re-
main usable after full deployment to
evacuate occupants safely to the
ground.
(v) For each system installation
(mockup or airplane installed), five
consecutive deployment and inflation
tests must be conducted (per exit)
without failure, and at least three tests
of each such five-test series must be
conducted using a single representative
sample of the device. The sample de-
vices must be deployed and inflated by
the system’s primary means after
being subjected to the inertia forces
specified in § 25.561(b). If any part of the
system fails or does not function prop-
erly during the required tests, the
cause of the failure or malfunction
must be corrected by positive means
and after that, the full series of five
consecutive deployment and inflation
tests must be conducted without fail-
ure.
(2) The assisting means for flightcrew
emergency exits may be a rope or any
other means demonstrated to be suit-
able for the purpose. If the assisting
means is a rope, or an approved device
equivalent to a rope, it must be—
(i) Attached to the fuselage structure
at or above the top of the emergency
exit opening, or, for a device at a pi-
lot’s emergency exit window, at an-
other approved location if the stowed
device, or its attachment, would reduce
the pilot’s view in flight;
(ii) Able (with its attachment) to
withstand a 400-pound static load.
(b) Assist means from the cabin to
the wing are required for each type A
or Type B exit located above the wing
and having a stepdown unless the exit
without an assist-means can be shown
to have a rate of passenger egress at
least equal to that of the same type of
non over-wing exit. If an assist means
is required, it must be automatically
deployed and automatically erected
concurrent with the opening of the
exit. In the case of assist means in-
stalled at Type C exits, it must be self-
supporting within 10 seconds from the
time the opening means of the exits is
actuated. For all other exit types, it
must be self-supporting 6 seconds after
deployment is begun.
(c) An escape route must be estab-
lished from each overwing emergency
exit, and (except for flap surfaces suit-
able as slides) covered with a slip re-
sistant surface. Except where a means
for channeling the flow of evacuees is
provided—
(1) The escape route from each Type
A or Type B passenger emergency exit,
or any common escape route from two
Type III passenger emergency exits,
must be at least 42 inches wide; that
from any other passenger emergency
exit must be at least 24 inches wide;
and
(2) The escape route surface must
have a reflectance of at least 80 per-
cent, and must be defined by markings
with a surface-to-marking contrast
ratio of at least 5:1.
(d) Means must be provided to assist
evacuees to reach the ground for all
Type C exits located over the wing and,
if the place on the airplane structure
at which the escape route required in
paragraph (c) of this section termi-
nates is more than 6 feet from the
ground with the airplane on the ground
and the landing gear extended, for all
other exit types.
(1) If the escape route is over the
flap, the height of the terminal edge
must be measured with the flap in the
takeoff or landing position, whichever
is higher from the ground.
(2) The assisting means must be usa-
ble and self-supporting with one or
more landing gear legs collapsed and
under a 25-knot wind directed from the
most critical angle.
(3) The assisting means provided for
each escape route leading from a Type
A or B emergency exit must be capable
of carrying simultaneously two par-
allel lines of evacuees; and, the assist-
ing means leading from any other exit
type must be capable of carrying as
many parallel lines of evacuees as
there are required escape routes.
(4) The assisting means provided for
each escape route leading from a Type
C exit must be automatically erected
within 10 seconds from the time the
opening means of the exit is actuated,
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14 CFR Ch. I (1–1–24 Edition)
§ 25.811
and that provided for the escape route
leading from any other exit type must
be automatically erected within 10 sec-
onds after actuation of the erection
system.
(e) If an integral stair is installed in
a passenger entry door that is qualified
as a passenger emergency exit, the
stair must be designed so that, under
the following conditions, the effective-
ness of passenger emergency egress will
not be impaired:
(1) The door, integral stair, and oper-
ating mechanism have been subjected
to the inertia forces specified in
§ 25.561(b)(3), acting separately relative
to the surrounding structure.
(2) The airplane is in the normal
ground attitude and in each of the atti-
tudes corresponding to collapse of one
or more legs of the landing gear.
[Amdt. 25–72, 55 FR 29782, July 20, 1990, as
amended by Amdt. 25–88, 61 FR 57958, Nov. 8,
1996; 62 FR 1817, Jan. 13, 1997; Amdt. 25–114, 69
FR 24502, May 3, 2004]
§ 25.811
Emergency exit marking.
(a) Each passenger emergency exit,
its means of access, and its means of
opening must be conspicuously
marked.
(b) The identity and location of each
passenger emergency exit must be rec-
ognizable from a distance equal to the
width of the cabin.
(c) Means must be provided to assist
the occupants in locating the exits in
conditions of dense smoke.
(d) The location of each passenger
emergency exit must be indicated by a
sign visible to occupants approaching
along the main passenger aisle (or
aisles). There must be—
(1) A passenger emergency exit loca-
tor sign above the aisle (or aisles) near
each passenger emergency exit, or at
another overhead location if it is more
practical because of low headroom, ex-
cept that one sign may serve more
than one exit if each exit can be seen
readily from the sign;
(2) A passenger emergency exit mark-
ing sign next to each passenger emer-
gency exit, except that one sign may
serve two such exits if they both can be
seen readily from the sign; and
(3) A sign on each bulkhead or divider
that prevents fore and aft vision along
the passenger cabin to indicate emer-
gency exits beyond and obscured by the
bulkhead or divider, except that if this
is not possible the sign may be placed
at another appropriate location.
(e) The location of the operating han-
dle and instructions for opening exits
from the inside of the airplane must be
shown in the following manner:
(1) Each passenger emergency exit
must have, on or near the exit, a mark-
ing that is readable from a distance of
30 inches.
(2) Each Type A, Type B, Type C or
Type I passenger emergency exit oper-
ating handle must—
(i) Be self-illuminated with an initial
brightness of at least 160 micro-
lamberts; or
(ii) Be conspicuously located and well
illuminated by the emergency lighting
even in conditions of occupant crowd-
ing at the exit.
(3) [Reserved]
(4) Each Type A, Type B, Type C,
Type I, or Type II passenger emergency
exit with a locking mechanism re-
leased by rotary motion of the handle
must be marked—
(i) With a red arrow, with a shaft at
least three-fourths of an inch wide and
a head twice the width of the shaft, ex-
tending along at least 70 degrees of arc
at a radius approximately equal to
three-fourths of the handle length.
(ii) So that the centerline of the exit
handle is within
±
1 inch of the pro-
jected point of the arrow when the han-
dle has reached full travel and has re-
leased the locking mechanism, and
(iii) With the word ‘‘open’’ in red let-
ters 1 inch high, placed horizontally
near the head of the arrow.
(f) Each emergency exit that is re-
quired to be openable from the outside,
and its means of opening, must be
marked on the outside of the airplane.
In addition, the following apply:
(1) The outside marking for each pas-
senger emergency exit in the side of
the fuselage must include a 2-inch col-
ored band outlining the exit.
(2) Each outside marking including
the band, must have color contrast to
be readily distinguishable from the sur-
rounding fuselage surface. The contrast
must be such that if the reflectance of
the darker color is 15 percent or less,
the reflectance of the lighter color
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