Joint Aviation Requirements jar–25 Large Aeroplanes
JAR 25.807 Аварийни изходи
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- JAR 25.809 Emergency exit arrangement
- JAR 25.809 Разполагане на аварийните изходи
- JAR 25.810 Emergency egress assist means and escape routes
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JAR 25.809 Emergency exit arrangement (a) Each emergency exit, including a flight crew emergency exit, must be a movable door or hatch in the external walls of the fuselage, allowing unobstructed opening to the outside. (b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area. Each emergency exit must be capable of being opened, when there is no fuselage deformation – (1) With the aeroplane in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear; and (2) Within 10 seconds measured from the time when the opening means is actuated to the time when the exit is fully opened. (c) The means of opening emergency exits must be simple and obvious and may not require exceptional effort. Internal exit-opening means involving sequence operations (such as operation of two handles or latches or the release of safety catches) may be used for flight crew emergency exits if it can be reasonably established that these means are simple and obvious to crew members trained in their use. (d) If a single power-boost or single power-operated system is the primary system for operating more than one exit in an emergency, each exit must be capable of meeting the requirements of sub-paragraph (b) of this paragraph in the event of failure of the primary system. Manual operation of the exit (after 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 sub-paragraphs (b) and (c) of this paragraph. (f) There must be a means to lock each emergency exit and to safeguard against its opening in flight, either inadvertently by persons or as a result of mechanical failure. In addition, there must be a means for direct visual inspection of the locking mechanism by crew members to determine that each emergency exit, for which the initial opening movement is outward, is fully locked.
(g) There must be provisions to minimise the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing. (h) Not required for JAR–25. |
JAR 25.809 Разполагане на аварийните изходи
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JAR 25.810 Emergency egress assist means and escape routes (a) Each non-over-wing landplane emergency exit more than 6 feet from the ground with the aeroplane on the ground and the landing gear extended and each non-over-wing Type A exit 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 self-supporting slide or equivalent; and, in the case of a Type A exit, 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) It must be automatically erected within 10 seconds after deployment is begun. (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 (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 JAR 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 400-lb (181·6 kg) static load. (b) Assist means from the cabin to the wing are required for each Type A exit located above the wing and having a step-down unless the exit without an assist 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 assist means is required, it must be automatically deployed and automatically erected, concurrent with the opening of the exit and self-supporting within 10 seconds. (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. Except where a means for channelling the flow of evacuees is provided – (1) The escape route must be at least 42 inches (1·067 m) wide at Type A passenger emergency exits and must be at least 2 feet (609·6 mm) wide at all other passenger emergency exits, 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 ACJ 25.810 (c) (2).) (d) If the place on the aeroplane structure at which the escape route required in sub-paragraph (c) of this paragraph terminates, is more than 6 feet (1·829 m) from the ground with the aeroplane on the ground and the landing gear extended, means to reach the ground must be provided to assist evacuees who have used the escape route. 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. The assisting means must be usable and self-supporting with one or more landing gear legs collapsed and under a 25-knot wind directed from the most critical angle. The assisting means provided for each escape route leading from a Type A emergency exit must be capable of carrying simultaneously two parallel lines of evacuees. For other than Type A exits, the assist means must be capable of carrying simultaneously as many parallel lines of evacuees as there are required escape routes. |
Каталог: upload -> docs docs -> Задание за техническа поддръжка на информационни дейности, свързани с държавните зрелостни изпити (дзи) – учебна година 2012/2013 docs -> Наредба №2 от 10. 01. 2003 г за измерване на кораби, плаващи по вътрешните водни пътища docs -> Наредба №15 от 28 септември 2004 Г. За предаване и приемане на отпадъци резултат от корабоплавателна дейност, и на остатъци от корабни товари docs -> Общи положения docs -> І. Административна услуга: Издаване на удостоверение за експлоатационна годност (уег) на пристанище или пристанищен терминал ІІ. Основание docs -> I. Общи разпоредби Ч docs -> Закон за изменение и допълнение на Закона за морските пространства, вътрешните водни пътища и пристанищата на Република България docs -> Закон за предотвратяване и установяване на конфликт на интереси docs -> Наредба за системите за движение, докладване и управление на трафика и информационно обслужване на корабоплаването в морските пространства на република българия Изтегляне 8.04 Mb. Сподели с приятели: 
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