447 

Federal Aviation Administration, DOT 

Pt. 25, App. K 

(5) Crewmembers, mechanics, and training 

personnel, who maintain or operate the air-
plane in the normal course of their duties, 
may not be used as passengers. 

(i) No passenger may be assigned a specific 

seat except as the Administrator may re-
quire. Except as required by subparagraph 
(g) of this paragraph, no employee of the ap-
plicant may be seated next to an emergency 
exit. 

(j) Seat belts and shoulder harnesses (as re-

quired) must be fastened. 

(k) Before the start of the demonstration, 

approximately one-half of the total average 
amount of carry-on baggage, blankets, pil-
lows, and other similar articles must be dis-
tributed at several locations in aisles and 
emergency exit access ways to create minor 
obstructions. 

(l) No prior indication may be given to any 

crewmember or passenger of the particular 
exits to be used in the demonstration. 

(m) The applicant may not practice, re-

hearse, or describe the demonstration for the 
participants nor may any participant have 
taken part in this type of demonstration 
within the preceding 6 months. 

(n) Prior to entering the demonstration 

aircraft, the passengers may also be advised 
to follow directions of crewmembers but may 
not be instructed on the procedures to be fol-
lowed in the demonstration, except with re-
spect to safety procedures in place for the 
demonstration or which have to do with the 
demonstration site. Prior to the start of the 
demonstration, the pre-takeoff passenger 
briefing required by § 121.571 may be given. 
Flight attendants may assign demonstration 
subjects to assist persons from the bottom of 
a slide, consistent with their approved train-
ing program. 

(o) The airplane must be configured to pre-

vent disclosure of the active emergency exits 
to demonstration participants in the air-
plane until the start of the demonstration. 

(p) Exits used in the demonstration must 

consist of one exit from each exit pair. The 
demonstration may be conducted with the 
escape slides, if provided, inflated and the 
exits open at the beginning of the dem-
onstration. In this case, all exits must be 
configured such that the active exits are not 
disclosed to the occupants. If this method is 
used, the exit preparation time for each exit 
utilized must be accounted for, and exits 
that are not to be used in the demonstration 
must not be indicated before the demonstra-
tion has started. The exits to be used must 
be representative of all of the emergency 
exits on the airplane and must be designated 
by the applicant, subject to approval by the 
Administrator. At least one floor level exit 
must be used. 

(q) Except as provided in paragraph (c) of 

this section, all evacuees must leave the air-
plane by a means provided as part of the air-
plane’s equipment. 

(r) The applicant’s approved procedures 

must be fully utilized, except the flightcrew 
must take no active role in assisting others 
inside the cabin during the demonstration. 

(s) The evacuation time period is com-

pleted when the last occupant has evacuated 
the airplane and is on the ground. Provided 
that the acceptance rate of the stand or 
ramp is no greater than the acceptance rate 
of the means available on the airplane for de-
scent from the wing during an actual crash 
situation, evacuees using stands or ramps al-
lowed by paragraph (c) of this appendix are 
considered to be on the ground when they are 
on the stand or ramp. 

[Amdt. 25–72, 55 FR 29788, July 20, 1990, as 
amended by Amdt. 25–79, Aug. 26, 1993; Amdt. 
25–117, 69 FR 67499, Nov. 17, 2004] 

A

PPENDIX

K 

TO

P

ART

25—E

XTENDED

 

O

PERATIONS

(ETOPS) 

This appendix specifies airworthiness re-

quirements for the approval of an airplane- 
engine combination for extended operations 
(ETOPS). For two-engine airplanes, the ap-
plicant must comply with sections K25.1 and 
K25.2 of this appendix. For airplanes with 
more than two engines, the applicant must 
comply with sections K25.1 and K25.3 of this 
appendix. 

K25.1

Design requirements. 

K25.1.1

Part 25 compliance. 

The airplane-engine combination must 

comply with the requirements of part 25 con-
sidering the maximum flight time and the 
longest diversion time for which the appli-
cant seeks approval. 

K25.1.2

Human factors. 

An applicant must consider crew workload, 

operational implications, and the crew’s and 
passengers’ physiological needs during con-
tinued operation with failure effects for the 
longest diversion time for which it seeks ap-
proval. 

K25.1.3

Airplane systems. 

(a) 

Operation in icing conditions. 

(1) The airplane must be certificated for 

operation in icing conditions in accordance 
with § 25.1419. 

(2) The airplane must be able to safely con-

duct an ETOPS diversion with the most crit-
ical ice accretion resulting from: 

(i) Icing conditions encountered at an alti-

tude that the airplane would have to fly fol-
lowing an engine failure or cabin decompres-
sion. 

(ii) A 15-minute hold in the continuous 

maximum icing conditions specified in Ap-
pendix C of this part with a liquid water con-
tent factor of 1.0. 

(iii) Ice accumulated during approach and 

landing in the icing conditions specified in 
Appendix C of this part. 

(b) 

Electrical power supply. 

The airplane 

must be equipped with at least three inde-
pendent sources of electrical power. 

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