JAR 25.810 Помощни средства за аварийно напускане и пътища за излизане

(a) Each passenger emergency exit, its means

of access, and its means of opening must be

conspicuously marked.

(b) The identity and location of each

passenger emergency exit must be recognisable

from a distance equal to the width of the cabin.

(c) Means must be provided to assist the

occupants in locating the exits in conditions of

dense smoke.

(d) The location of each passenger

emergency exit must be indicated by a sign visible

to occupants approaching along the main

passenger aisle (or aisles). There must be –

(1) A passenger emergency exit locator

sign above the aisle (or aisles) near each

passenger emergency exit, or at another

overhead location if it is more practical

because of low headroom, except that one sign

may serve more than one exit if each exit can

be seen readily from the sign;

(2) A passenger emergency exit

marking sign next to each passenger emergency

exit, except that one sign may serve two such

exits if they both can be seen readily from the

sign; and

(3) A sign on each bulkhead or divider

that prevents fore and aft vision along the

passenger cabin to indicate emergency exits

beyond and obscured by the bulkhead or

divider, except that if this is not possible the

sign may be placed at another appropriate

location.

(e) The location of the operating handle and

instructions for opening exits from the inside of

the aeroplane must be shown in the following

manner:

(1) Each passenger emergency exit

readable from a distance of 30 inches.

(2) Each passenger emergency exit

operating handle and the cover removal

instructions, if the operating handle is covered,

must –

initial brightness of at least 160 micro-lamberts;

or

(ii) Be conspicuously located and

lighting even in conditions of occupant

crowding at the exit.

(3) Reserved

(4) All Type II and larger passenger

emergency exits with a locking mechanism

released by motion of a handle, must be

marked by a red arrow with a shaft at least

three quarters of an inch (19 mm) wide,

adjacent to the handle, that indicates the full

extent and direction of the unlocking motion

required. The word OPEN must be

horizontally situated adjacent to the arrow head

and must be in red capital letters at least 1 inch

(25 mm) high. The arrow and word OPEN

must be located on a background which

provides adequate contrast. (See ACJ 25.811

(e) (4).)

(f) Each emergency exit that is required to

be openable from the outside, and its means of

opening, must be marked on the outside of the

aeroplane. In addition, the following apply:

(1) The outside marking for each

passenger emergency exit in the side of the

fuselage must include a 2-inch coloured band

outlining the exit.

(2) Each outside marking including the

band, must have colour contrast to be readily

distinguishable from the surrounding fuselage

surface. The contrast must be such that if the

reflectance of the darker colour is 15% or less,

the reflectance of the lighter colour must be at

least 45%. ‘Reflectance’ is the ratio of the

luminous flux reflected by a body to the

luminous flux it receives. When the

reflectance of the darker colour is greater than

15%, at least a 30% difference between its

reflectance and the reflectance of the lighter

colour must be provided.

(3) In the case of exits other than those

in the side of the fuselage, such as ventral or

tail cone exits, the external means of opening,

including instructions if applicable, must be

conspicuously marked in red, or bright chrome

yellow if the background colour is such that red

is inconspicuous. When the opening means is

located on only one side of the fuselage, a

conspicuous marking to that effect must be

provided on the other side.

(g) Each sign required by sub-paragraph (d)

of this paragraph may use the word ‘exit’ in its

legend in place of the term ‘emergency exit’.

1. 
   Всеки пътнически авариен изход, средствата му за достъп, и средствата му за отваряне трябва да е отчетливо маркиран.
   

2. 
   Наличността и разположението на всеки пътнически авариен изход трябва да са разпознаваеми от разстояние равно на широчината на пътническия салон.
   

3. 
   Трябва да се предвидят средства подпомагащи пътниците при определяне на местоположението на изхода в условията на гъст дим.
   

4. 
   Разположението на всеки пътнически авариен изход трябва да се индицира с видими знаци за пътниците приближаващи по протежението на главната пътническа пътека (или пътеки) между седалките в салона. Трябва да има –
   

1. 
   Знаци за указване посоката на местоположението на пътническите аварийни изходи, разположени в зоната над пътническата пътеката (или пътническите пътеки) между редовете от пътнически седалки, в близост до всеки пътнически авариен изход или при друго разположение над главите на пътниците, ако е по практично, поради ниска габаритна височина, с изключение когато един знак може да обслужва повече от един изход, ако всеки изход може да се види ясно от мястото на разположение на знака.
   

2. 
   Маркиращ знак за всеки пътнически авариен изход разположен в съседство на изхода, с изключение когато един маркиращ знак може да обслужва два такива изхода, ако те и двата могат да се видят ясно от мястото на разположение на знака, и
   

3. 
   Знаци върху всяка преграда или разделител на обема на пътническия салон, които пречат на предния и задния обзор по продължението на пътническата кабина, за да указват местоположението на аварийните изходи, намиращи се зад или скрити от прегради или разделители на пространството, с изключение на случаите когато това не е възможно, знакът може да се постави да друго подходящо място.
   

5. 
   Разположението на ръкохватките за опериране с изходите и инструкциите за работа с тях от вътрешната страна на тялото на самолета, трябва да са показани по следния начин:
   

1. 
   Всеки пътнически авариен изход трябва да има върху него или в близост до него маркировка, която е четлива от разстояние 30 инча.
   

2. 
   Всяка ръкохватка за опериране на пътническия авариен изход и инструкциите за махане на капака покриващ ръкохватката, ако опериращата ръкохватка е покрита, трябва -
   

1. 
   Да е самостоятелно осветена с начална яркост не по-мака от 160 микро-ламбера, или
   

2. 
   Да е очевидно разположена и добре осветена от аварийното осветление в случай на условия на силно струпване на пътници в зоната на изхода.
   

3. 
   Запазен.
   

4. 
   Всички аварийни изходи Тип II или по-големи с механизъм за заключване освобождаващ се с преместване на ръкохватка, трябва да се маркират с червена стрелка с дебелина поне ¾ инча (19 mm), в съседство на ръкохватката, която стрелка показва пълнaтa степен и направление на изискваното отключващо движение. Надписът “OPEN” (Отворено) трябва да е разположен хоризонтално в съседство на върха на стрелката и трябва да е написан с червени главни букви с височина не по-малка от 1 инч (25 mm). Стрелката и надписът “OPEN” трябва да са разположени върху фон, който осигурява адекватен контраст.
   

6. 
   Всеки авариен изход, който се изисква да се отваря от външната страна на тялото на самолета и неговите средства за отваряне, трябва да са маркирани от външната страна на тялото на самолета. В допълнение се отнася следното:
   

1. 
   Външната маркировка за всеки пътнически авариен изход трябва да включва цветна лента, очертаваща изреза на изхода в тялото на самолета с широчина 2 инча.
   

2. 
   Всяка външна маркировка, включваща лента, трябва да има цветови контраст, за да е лесно забележима от заобикалящата я повърхност на тялото на самолета. Контрастът трябва да е такъв, че ако отражаемостта на по-тъмния цвят е 15% или по-малко, то отражаемостта на по-светлия цвят трябва да е не по-малко от 45%, “Отражение” е степента на отразения от тялото светлинен поток към попадналия в тялото светлинен поток. Когато отражаемостта на по-тъмния цвят е по-голямо от 15%, е необходимо да се осигури разлика от поне 30% между неговата отражаемост и отражаемостта на по-светлия цвят.
   

3. 
   В случай, че има други изходи различни от тези,разположени от двете страни на тялото на самолета, като тези разположени в долната “коремна” част или в опашната конусна част на тялото на самолета, външните средства за отваряне, включващи и инструкции ако е приложимо, трябва да са различимо маркирани с червена боя или с лъскава ярко жълта боя, ако цветът на фона е такъв, че червения цвят е неразличим. Когато са разположени средства за отваряне само от едната страна на тялото на самолета, върху другата страна трябва да е осигурено различимото маркиране за това действие.
   

7. 
   Всеки знак, изискван от подпараграф (d) на този параграф може да използва думата “EXIT” (Изход) като съкратено наименование вместо термина “Emergency Exit” (Авариен изход).
   

(a) An emergency lighting system,

independent of the main lighting system, must be

installed. However, the sources of general cabin

illumination may be common to both the

emergency and the main lighting systems if the

power supply to the emergency lighting system is

independent of the power supply to the main

lighting system. The emergency lighting system

must include-(

1) Illuminated emergency exit marking

and locating signs, sources of general cabin

illumination, interior lighting in emergency exit

areas, and floor proximity escape path marking.

(2) Exterior emergency lighting.

(b) Emergency exit signs –

(1) For aeroplanes that have a

passenger seating configuration, excluding

pilot seats, of 10 seats or more must meet the

following requirements:

(i) Each passenger emergency

exit locator sign required by JAR 25.811

(d)(1) and each passenger emergency exit

marking sign required by JAR

25.811(d)(2) must have red letters at least

1·5 inches high on an illuminated white

background, and must have an area of at

least 21 square inches excluding the

letters. The lighted background-to-letter

contrast must be at least 10:1. The letter

height to stroke-width ratio may not be

more than 7:1 nor less than 6:1. These

signs must be internally electrically

illuminated with a background brightness

of at least 25 foot-lamberts and a high-to-low

background contrast no greater than

3:1.

(ii) Each passenger emergency

must have red letters at least 1·5 inches

high on a white background having an

area of at least 21 square inches

excluding the letters. These signs must

be internally electrically illuminated or

self-illuminated by other than electrical

means and must have an initial brightness

of at least 400 microlamberts. The

colours may be reversed in the case of a

sign that is self-illuminated by other than

electrical means.

(2) For aeroplanes that have a

passenger seating configuration, excluding

pilot seats, of 9 seats or less, that are required

by JAR 25.811 (d)(1), (2), and (3) must have

red letters at least 1 inch high on a white

background at least 2 inches high. These signs

may be internally electrically illuminated, or

self-illuminated by other than electrical means,

with an initial brightness of at least 160

microlamberts. The colours may be reversed in

the case of a sign that is self-illuminated by

other than electrical means.

(c) General illumination in the passenger

cabin must be provided so that when measured

along the centreline of main passenger aisle(s),

and cross aisle(s) between main aisles, at seat

armrest height and at 40-inch intervals, the

average illumination is not less than 0·05 foot-candle

and the illumination at each 40-inch

interval is not less than 0·01 foot-candle. A main

passenger aisle(s) is considered to extend along

the fuselage from the most forward passenger

emergency exit or cabin occupant seat, whichever

is farther forward, to the most rearward passenger

emergency exit or cabin occupant seat, whichever

is farther aft.

(d) The floor of the passageway leading to

each floor-level passenger emergency exit,

between the main aisles and the exit openings,

must be provided with illumination that is not less

than 0·02 foot-candle measured along a line that is

within 6 inches of and parallel to the floor and is

centred on the passenger evacuation path.

(e) Floor proximity emergency escape path

marking must provide emergency evacuation

guidance for passengers when all sources of

illumination more than 4 ft above the cabin aisle

floor are totally obscured. In the dark of the

night, the floor proximity emergency escape path

marking must enable each passenger to –

(1) After leaving the passenger seat,

visually identify the emergency escape path

along the cabin aisle floor to the first exits or

pair of exits forward and aft of the seat; and

(2) Readily identify each exit from the

emergency escape path by reference only to

markings and visual features not more than 4 ft

above the cabin floor.

(f) Except for sub-systems provided in

accordance with sub-paragraph (h) of this paragraph

that serve no more than one assist means, are

independent of the aeroplane’s main emergency

lighting system, and are automatically activated when

the assist means is erected, the emergency lighting

system must be designed as follows:

(1) The lights must be operable

manually from the flight crew station and from

a point in the passenger compartment that is

readily accessible to a normal cabin crew

member seat.]

(2) There must be a flight crew warning

light which illuminates when power is on in the

aeroplane and the emergency lighting control

device is not armed.

(3) The cockpit control device must

have an ‘on’, ‘off’ and ‘armed’ position so that

when armed in the cockpit or turned on at

either the cockpit or cabin crew member]

station the lights will either light or remain

lighted upon interruption (except an

interruption caused by a transverse vertical

separation of the fuselage during crash

landing) of the aeroplane’s normal electric

power. There must be a means to safeguard

against inadvertent operation of the control

device from the ‘armed’ or ‘on’ positions.

(g) Exterior emergency lighting must be

provided as follows:

(1) At each overwing emergency exit

the illumination must be –

(i) Not less than 0·03 foot-candle

(measured normal to the direction of the

incident light) on a two-square-foot area

where an evacuee is likely to make his

first step outside the cabin;

(ii) Not less than 0·05 foot-candle

(measured normal to the direction of the

incident light) for the minimum width of

42 inches for a Type A overwing

emergency exit and of 2 ft for all other

overwing emergency exits along the 30%

of the slip-resistant portion of the escape

route required in JAR 25.803 (e) that is

farthest from the exit; and

(iii) Not less than 0·03 foot-candle

on the ground surface with the landing

gear extended (measured normal to the

direction of the incident light) where an

evacuee using the established escape

route would normally make first contact

with the ground.

(2) At each non-overwing emergency

exit not required by JAR 25.809 (f) to have

descent assist means the illumination must be

not less than 0·03 foot-candle (measured

normal to the direction of the incident light) on

the ground surface with the landing gear

extended where an evacuee is likely to make

his first contact with the ground outside the

cabin.

and (d) to assist the occupants in descending] to

the ground must be illuminated so that the erected

assist means is visible from the aeroplane. In

addition –

(1) If the assist means is illuminated by

exterior emergency lighting, it must provide

illumination of not less than 0·03 foot-candle

(measured normal to the direction of the

incident light) at the ground end of the erected

assist means where an evacuee using the

established escape route would normally make

first contact with the ground, with the

aeroplane in each of the attitudes

corresponding to the collapse of one or more

legs of the landing gear.

(2) If the emergency lighting sub-system

illuminating the assist means serves no

other assist means, is independent of the

aeroplane’s main emergency lighting system,

and is automatically activated when the assist

means is erected, the lighting provisions –

(i) May not be adversely affected

by stowage; and

(ii) Must provide illumination of

not less than 0·03 foot-candle (measured

normal to the direction of the incident

light) at the ground end of the erected

assist means where an evacuee would

normally make first contact with the

ground, with the aeroplane in each of the

attitudes corresponding to the collapse of

one or more legs of the landing gear.

(i) The energy supply to each emergency

lighting unit must provide the required level of

illumination for at least 10 minutes at the critical

ambient conditions after emergency landing.

(j) If storage batteries are used as the energy

supply for the emergency lighting system, they

may be recharged from the aeroplane’s main

electric power system: Provided, that the charging

circuit is designed to preclude inadvertent battery

discharge into charging circuit faults.

(k) Components of the emergency lighting

system, including batteries, wiring relays, lamps,

and switches must be capable of normal operation

after having been subjected to the inertia forces

listed in JAR 25.561 (b).

(l) The emergency lighting system must be

designed so that after any single transverse

vertical separation of the fuselage during crash

landing –

(1) Not more than 25% of all

electrically illuminated emergency lights

required by this section are rendered

inoperative, in addition to the lights that are

directly damaged by the separation;

(2) Each electrically illuminated exit

sign required under JAR 25.811 (d) (2) remains

operative exclusive of those that are directly

damaged by the separation; and

(3) At least one required exterior

emergency light for each side of the aeroplane

remains operative exclusive of those that are