spaschal on DSK3GDR082PROD with CFR

Federal Aviation Administration, DOT

Pt. 25, App. K

(5) Crewmembers, mechanics, and training
personnel, who maintain or operate the airplane 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 require. Except as required by subparagraph
(g) of this paragraph, no employee of the applicant may be seated next to an emergency
exit.
(j) Seat belts and shoulder harnesses (as required) must be fastened.
(k) Before the start of the demonstration,
approximately one-half of the total average
amount of carry-on baggage, blankets, pillows, and other similar articles must be distributed 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, rehearse, 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 followed in the demonstration, except with respect 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 Section 121.571 may be given.
Flight attendants may assign demonstration
subjects to assist persons from the bottom of
a slide, consistent with their approved training program.
(o) The airplane must be configured to prevent disclosure of the active emergency exits
to demonstration participants in the airplane 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 demonstration. 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 demonstration 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 airplane by a means provided as part of the airplane-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 completed 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 descent from the wing during an actual crash
situation, evacuees using stands or ramps allowed 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]

APPENDIX K TO PART 25 - EXTENDED
OPERATIONS (ETOPS)
This appendix specifies airworthiness requirements for the approval of an airplaneengine combination for extended operations
(ETOPS). For two-engine airplanes, the applicant 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 considering the maximum flight time and the
longest diversion time for which the applicant seeks approval.
K25.1.2 Human factors.
An applicant must consider crew workload,
operational implications, and the crew-s and
passengers- physiological needs during continued operation with failure effects for the
longest diversion time for which it seeks approval.
K25.1.3 Airplane systems.
(a) Operation in icing conditions.
(1) The airplane must be certificated for
operation in icing conditions in accordance
with Section 25.1419.
(2) The airplane must be able to safely conduct an ETOPS diversion with the most critical ice accretion resulting from:
(i) Icing conditions encountered at an altitude that the airplane would have to fly following an engine failure or cabin decompression.
(ii) A 15-minute hold in the continuous
maximum icing conditions specified in Appendix C of this part with a liquid water content 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 independent sources of electrical power.

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