CS 25.810 Emergency egress assisting means and escape routes

(See AMC 25.810)

(a)Each non-over-wing Type A, Type B or Type C exit, and any other non-over-wing landplane emergency exit more than 1.8 m (6 feet) from the ground with the aeroplane 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 a 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 aeroplane 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 non-emergency 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 or within 10 seconds from the time the opening means of the exit is actuated. 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 selfsupporting 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 46 km/hr (25-knot) winds directed from the most critical angle, simultaneously with any engine(s) running at ground idle, to deploy and, with the assistance of only one person, to remain usable after full deployment to evacuate occupants safely to the ground. (See AMC 25.810(a)(1)(iv))

(v)For each system installation (mock-up or aeroplane 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 CS 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.

(2)The assisting means for flight crew emergency exits may be a rope or any other means demonstrated to be suitable 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 pilot’s emergency exit window, at another 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 1779 N (400-lbf) static load.

(b)Assisting means from the cabin to the wing are required for each Type A or Type B exit located above the wing and having a step-down unless the exit without an assisting 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 assisting means is required, it must be automatically deployed and automatically erected, concurrent with the opening of the exit. In the case of assisting means installed 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 has begun.

(c)An escape route must be established from each over-wing emergency exit, and (except for flap surfaces suitable as slides) covered with a slip resistant surface (See AMC to CS 25.793 and CS 25.810(c)). Except where a means for channelling the flow of evacuees is provided –

(1)The escape route from each Type A or Type B emergency exit, or any common escape route from two Type III emergency exits, must be at least 1·07 m (42 inches) wide; that from any other passenger emergency exit must be at least 61 cm (24 inches) wide; and

(2)The escape route surface must have a reflectance of at least 80%, and must be defined by markings with a surface-to-marking contrast ratio of at least 5:1. (See AMC 25.810(c)(2))

(d)Assisting means must be provided to enable evacuees to reach the ground for all Type C exits located over the wing and, if the place on the aeroplane structure at which the escape route required in subparagraph (c) of this paragraph terminates, is more than 1.8 m (6 feet) from the ground with the aeroplane on the ground and the landing gear extended, for all other exit types.

(1)If the escape route is over a flap, the height of the terminal edge must be measured with the flap in the take-off or landing position, whichever is higher from the ground.

(2)The assisting means must be usable and self-supporting with one or more landing gear legs collapsed and under a 46 km/hr (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 parallel lines of evacuees; and, the assisting means leading from any other exit type must be capable of carrying simultaneously 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, and that provided for the escape route leading from any other exit type must be automatically erected within 10 seconds 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 effectiveness of passenger emergency egress will not be impaired:

(1)The door, integral stair, and operating mechanism have been subjected to the inertia forces specified in CS 25.561(b)(3), acting separately relative to the surrounding structure.

(2)The aeroplane is in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear.

[Amdt 25/4]

[Amdt 25/12]

[Amdt 25/13]

[Amdt 25/17]

[Amdt 25/18]