Section 25.810

14 CFR Ch. I (1-1-19 Edition)

failure of the primary system) is acceptable.
(e) Each emergency exit must be
shown by tests, or by a combination of
analysis and tests, to meet the requirements of paragraphs (b) and (c) of this
section.
(f) Each door must be located where
persons using them will not be endangered by the propellers when appropriate operating procedures are used.
(g) There must be provisions to minimize the probability of jamming of the
emergency exits resulting from fuselage deformation in a minor crash
landing.
(h) When required by the operating
rules for any large passenger-carrying
turbojet-powered airplane, each ventral 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 installed 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 require separate action to engage when
the exit is opened, and must require
positive action to disengage.

spaschal on DSK3GDR082PROD with CFR

[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]

Section 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 passenger emergency exit must be a selfsupporting slide or equivalent; and, in
the case of Type A or Type B exits, it

must be capable of carrying simultaneously two parallel lines of evacuees.
In addition, the assisting means must
be designed to meet the following requirements - 
(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 passenger entrance door or a service door
must be provided with means to prevent deployment of the assisting means
when it is opened from either the inside or the outside under nonemergency conditions for normal use.
(ii) Except for assisting means installed 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 seconds 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 provides 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 remain 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 devices must be deployed and inflated by
the system-s primary means after
being subjected to the inertia forces
specified in Section 25.561(b). If any part of the
system fails or does not function properly 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 failure.

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