292 

14 CFR Ch. I (1–1–19 Edition) 

§ 25.810 

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 
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. 

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