AD/General/4 Amdt 4 Aircraft Exits (Cth)
AIRWORTHINESS DIRECTIVE
On the effective date specified below, and for the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/GENERAL/4 Amdt 3 and issues the following AD under subregulation 39.001(1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Aircraft - General
| AD/GENERAL/4 Amdt 4 | Aircraft Exits | 8/2009 |
Applicability: | All aircraft. |
Requirement: | Ensure compliance with the following applicable sub-sections: 1. ALL AIRCRAFT. 1. (a) Normal Exits. Each normal exit shall be capable of being opened from both the inside and outside except that the ability to open such exits from the outside is not required for unpressurised aircraft not exceeding 5700 kg maximum take off weight, unless such provision has been incorporated in its original design. The location of the handles, the operating instructions and, unless alternate means are provided to ensure clear indication that the door is fully locked, the position of the handle when the locks are fully engaged, shall be marked clearly on both the inside and outside of the exit. All essential external and internal instructions shall be in easily readable letters on a contrasting background. In any aeroplane exceeding 5700 kg maximum take off weight or any pressurised aeroplane, there must be means for direct visual inspection of the locking mechanism by crewmembers to determine whether external doors and exits, for which the initial opening movement is outward, are fully locked. 2. ALL PASSENGER-CARRYING AEROPLANES ABOVE 5700 KG MAXIMUM TAKE-OFF WEIGHT WITH A SEATING CAPACITY, EXCLUDING PILOTS’ SEATS, GREATER THAN 19. 2. (a) Means for Emergency Evacuation. Each emergency exit (other than overwing exits) that is more than 1.82 m (6 ft.) from the ground with the aircraft on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor-level emergency exit must be a self-supporting slide or equivalent, and must be designed so that it is - |
| (1) Automatically deployed, and automatically erected, concurrent with the opening of the exit; and (2) Erectable within 10 seconds and of such length that the lower end is self-supporting on the ground after collapse of any one or more landing gear legs. If an assist means that deploys automatically is located at a service door or a passenger door, means must be provided to prevent automatic deployment when it is opened from either the inside or the outside under non-emergency conditions. This paragraph does not apply to the rear window emergency exit of DC-3 aircraft operated with less than 36 occupants and less than 5 exits authorised for passenger use. For any aircraft for which the application for country-of-origin type certificate was filed on or after 1 May 1972, the assist means must meet the requirements under which the aircraft was type certificated. 2. (b) Interior Emergency Exit Marking. (1) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked. The identity and location of each passenger emergency exit must be recognisable from a distance equal to the width of the cabin. The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign - (i) Above the aisle near each overwing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom; (ii) Next to each floor level, ventral and tailcone passenger emergency exit, except that one sign may serve two such exits if they can both be seen readily from that sign; and (iii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond or obscured by that bulkhead or divider, except that if this is not possible the sign may be placed at another appropriate location. |
| (2) Each passenger emergency exit marking and each locating sign must meet the following: |
| (i) For an aircraft for which the application for the country-of-origin type certificate was filed before 1 May 1972, each passenger emergency exit marking and each locating sign must have white letters at least 25 mm (1 inch) high on a red background at least 50 mm (2 inches) high. These signs may be internally electrically illuminated, or self-illuminated by other than electrical means, with an initial brightness (ie at installation) of at least 0.51 cd/sq. m (160 microlamberts). The colours may be reversed in the case of internally electrically illuminated signs if this will increase the illumination of the exit. On these aircraft, no sign may continue to be used if its brightness decreases to below 0.32 cd/sq. m (100 microlamberts). (ii) For an aircraft for which an application for country-of-origin type certificate was filed on or after 1 May 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the interior emergency exit marking requirements under which the aircraft was type certificated. On these aircraft no sign may continue to be used if its brightness decreases below 0.8 cd/sq. m (250 microlamberts). Note: Aircraft applicable to this section whose exit markings and locating signs had previously complied with Section 4.5 (4) of the previous issue of this Directive (brightness limit of 0.32 cd/m2) may continue in service until the next scheduled maintenance check. (3) Each aircraft must have an emergency lighting system independent of the main lighting system. However, 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 - (i) Illuminate each passenger exit marking and locating sign; and (ii) Provide enough general lighting in the passenger cabin so that the average illumination when measured at 1 m (40 inch) intervals at seat armrest height, on the centreline of the main passenger aisle, is at least 0.54 lux (0.05 foot-candles); Note: Applicable aircraft must also comply with AD/GENERAL/66. 2. (c) Emergency Exit Operating Handles |
| (1) For an aircraft for which the application for country-of-origin type certificate was filed prior to 1 May 1972, the location of each passenger emergency exit handle, and instructions for opening the exit, must be shown by a marking on or near the exit that is readable from a distance of 760 mm (30 inches). In addition, for each Type I and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by - (i) A red arrow with a shaft at least 19 mm (3/4 inch) wide and a head twice the width of the shaft, extending along at least 70 degrees of arc at a radius approximately equal to 3/4 of the handle length; and (ii) The word “open” in red letters 25 mm (1 inch) high placed horizontally near the head of the arrow. (2) For an aircraft for which the application for country-of-origin type certificate was filed on or after 1 May 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the requirements under which the airplane was type certificated. On these aircraft, no operating handle cover may continue to be used if its brightness decreases to below 0.32 cd/sq. m (100 microlamberts). Note: Exit types are defined in FAR 25.807. 2. (d) Emergency Light Operation. Except for lights forming part of emergency lighting sub-systems provided in compliance with paragraph (g) that serve no more than one assist means, are independent of the aircraft’s main emergency lighting systems, and are automatically activated when the assist means is deployed, each light required by paragraphs b(3) and (g) must comply with the following: (1) Be operable manually both from the flight crew station and from a point in the passenger compartment that is readily accessible to a normal flight attendant seat; (2) Have a cockpit control device that has an “on”, “off”, and “armed” position; (3) Have a means to prevent inadvertent operation of the manual controls; (4) When armed or turned on at either station, remain lighted or become lighted upon interruption of the aircraft’s normal electric power; and |
| (5) Provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing. 2. (e) Emergency Exit Access. Access to emergency exits must be provided as follows for each aircraft: (1) Each passageway between individual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 508 mm (20 inches) wide. (2) There must be enough space next to each Type I or Type II emergency exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in sub-paragraph 1 above. (3) There must be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition - (i) For an aircraft for which the application for the country-of-origin type certificate was filed before 1 January 1958, the projected opening of the exit provided must not be obstructed by a seat back in any position for a distance not less than the width of one passenger seat; (ii) For an aircraft for which the application for country-of-origin type certificate was filed after 1 January 1958 and before 2 June 1992 the access must meet the requirements of AD/GENERAL/73; and (iii) For an aircraft for which the application for country-of-origin type certificate was filed on or after 3 June 1992, the access must meet the emergency exit access requirements under which the aircraft was certificated. (4) If it is necessary to pass through a passageway between compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must not be obstructed. However, curtains may be used if they allow free entry through the passageway. |
| (5) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door must have a means to latch it open, and the door must be latched open during each take-off and landing. The latching means must be able to withstand the loads imposed on it when the door is subject to the ultimate inertia forces, relative to the surrounding structure, under emergency landing conditions. 2. (f) Exterior Marking. Each passenger emergency exit and the means of opening that exit from the outside must be marked on the outside of the aircraft. There must be a 50 mm (2 inch) coloured band highlighting each passenger emergency exit on the side of the fuselage or on the exit itself. Each outside marking, including the band, must be readily distinguishable from the surrounding fuselage area by a contrasting colour. The markings must comply with the following: (1) If the reflectance of the darker colour is 15 percent or less, the reflectance of the lighter colour must be at least 45 percent. (2) If the reflectance of the darker colour is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter colour must be provided. (3) Exits that are not in the side of the fuselage must have the external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background colour, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side. Note 1: “Reflectance” is the ratio of the luminous flux reflected by the body to the luminous flux it receives. Note 2: The coloured band highlighting an exit may be adjacent to the fuselage opening, on the exit itself, or a combination of both. FAA AC 20-47 ‘Exterior colored band around exits on transport airplanes’ and FAA Memorandum ANM-03-115-04 ‘Policy Statement on Exit Bands’ are acceptable methods of compliance. 2. (g) Exterior Emergency Lighting And Escape Route. Each aircraft must be equipped with exterior lighting that meets the following requirements: |
| (1) For an aircraft for which the application for country-of-origin type certificate was filed before 1 May 1972, exterior emergency lighting must be provided at each overwing exit so that the illumination is - (i) Not less than 0.22 lux (0.02 foot-candle) (measured on a plane parallel to the surface) on a 610 sq. mm (2-square-foot) area where an evacuee is likely to make their first step outside the cabin; (ii) Not less than 0.54 lux (0.05 foot-candle) (measured normal to the direction of the incident light) for a minimum width of 610 mm (iii) Not less than 0.22 lux (0.02 foot-candle) on the ground surface with the landing gear extended (measured on a horizontal plane) where an evacuee using the established escape route would normally make first contact with the ground. Also, the means required in sub-paragraph 2(a) to assist the occupants in descending to the ground must be illuminated so that the deployed assist means is visible from the aircraft. (2) If the assist means is illuminated by exterior emergency lighting, it must provide - (i) Illumination at each overwing emergency exit of not less that 0.22 lux (0.02 foot-candle) on the ground surface with the landing gear extended (measured in a horizontal plane) where an evacuee using the established escape route would normally make first contact with the ground; and (ii) Illumination at each non-overwing emergency exit, of not less than 0.32 lux (0.03 foot-candle) (measured normal to the direction of the incident light) at the ground end of the assist means and, for each non-overwing exit in the side of the fuselage, over a spherical surface 10 degrees to either side of the centre of the assist means and from 30 degrees above to 5 degrees below to the 45 degree position of the assist means. (3) If the emergency lighting subsystem illuminating the assist means serves no other assist means, is independent of the aircraft’s main emergency lighting system, and is automatically activated when the assist means is deployed, the lighting provisions - |
| (i) May not be adversely affected by stowage; and (ii) Must provide sufficient ground surface illumination so that obstacles at the end of the assist means are clearly visible to evacuees. (4) For an aircraft for which the application for country-of-origin type certificate was filed on or after 1 May 1972, the exterior emergency lighting requirements under which the aircraft was type certificated. 2. (h) Slip-Resistant Escape Route Each aircraft must be equipped with a slip-resistant escape route that meets the following requirements: (1) For an aircraft for which a the application for country-of-origin type certificate was filed before 1 May 1972, an escape route must be established from each overwing emergency exit, marked and (except for flap surfaces suitable as slides) covered with a slip resistant surface. (2) For an aircraft for which the application for country-of-origin type certificate was filed on or after 1 May 1972, the slip-resistant escape route requirements under which the aircraft was type certificated. 2. (i) Floor Level Exits and Additional Emergency Exits. (1) All floor level exits must meet applicable emergency exit requirements. (2) Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits must meet all of the applicable provisions of this directive except paragraphs 2(e) (1), (2), and (3) and must be readily accessible. 2. (j) Ventral and Tailcone Exits On each large passenger-carrying turbojet-powered aeroplane, 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 760 mm (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 in flight. |
| 2. (k) Adjacent Emergency Exits. Except for an aircraft having an emergency exit configuration installed and in operation before 16 October 1987, for an airplane that is required to have more than one passenger emergency exit for each side of the fuselage, no passenger emergency exit shall be more than 18.3 m (60 feet) from any adjacent passenger emergency exit on the same side of the same deck of the fuselage, as measured parallel to the aircraft’s longitudinal axis between the nearest exit edges. 3. ALL AEROPLANES WITH A SEATING CAPACITY, EXCLUDING PILOTS’ SEATS, GREATER THAN 9 AND LESS THAN 20 WHICH ARE USED IN OPERATIONS UNDER CAO 82.3. 3. (a) Pilot Compartment Exit. If the pilot compartment is separated from the cabin by a door that is likely to block the pilot’s escape in a minor crash, there must be an exit in the pilot’s compartment. The number of exits required must then be separately determined for the passenger compartment, using the seating capacity of that compartment. 3. (b) Exit Type. Emergency exits must be moveable windows, panels, or external doors that provide a clear and unobstructed opening large enough to admit a 483 mm (19 inch) by 660 mm (26 inch) ellipse. In addition, each emergency exit must: (1) Be readily accessible, requiring no exceptional agility to be used in emergencies; (2) Have a method of opening that is simple and obvious; (3) Be arranged and marked for easy location and operation, even in darkness; and (4) Have reasonable provisions against jamming by fuselage deformation. 3. (c) Locking. (1) There must be a means to lock and safeguard each external door and exit against opening in flight either inadvertently by persons, or as a result of mechanical failure. Each external door must be operable from both the inside and the outside. |
| (2) There must be means for direct visual inspection of the locking mechanism by crewmembers to determine whether external doors and exits, for which the initial opening movement is outward, are fully locked. In addition, there must be a visual means to signal to crewmembers when normally used external doors are closed and fully locked. 3. (d) Number and Location. (1) The passenger entrance door must qualify as a floor level emergency exit. Each additional required emergency exit except floor level exits must be located over the wing or must be provided with acceptable means to assist the occupants in descending to the ground. (2) In addition to the passenger entrance door: (i) For a total seating capacity of 15 or less, an emergency exit as defined in paragraph 3(b) is required on each side of the cabin. (ii) For a total seating capacity of 16 through 23, three emergency exits as defined in paragraph 3(b) are required with one on the same side as the door and two on the side opposite the door. 3. (e) Marking. Each emergency exit must be marked with the word “Exit” by a sign which has white letters 1 inch high on a red background 2 inches high, be self-illuminated or independently internally electrically illuminated, and have a minimum brightness of a least 160 microlamberts. The colours may be reversed if passenger compartment illumination is essentially the same. 3. (f) Access to Exits. Access to window type emergency exits must not be obstructed by seats or seat backs. 3. (g) Aisle Width. The width of the main passenger aisle at any point between seats must be equal or exceed the following values: (1) at a height from the floor of less than 635 mm (25 inches) - 9 inch aisle width; and (2) at a height from the floor greater than 635 mm (25 inches) - 15 inch aisle width. |
| 4. ALL HELICOPTERS ENGAGED IN REGULAR PUBLIC TRANSPORT OPERATIONS. 4. (a) Interior Emergency Marking. Each helicopter must have conspicuously marked emergency exits. Each emergency exit must have conspicuously marked means of access and means of opening. The identity and location of the emergency exit must be recognisable from a distance equal to the width of the cabin. The location of the emergency exit operating handle and the instructions for opening must be marked on or adjacent to the emergency exit and must be readable from at least 760 mm (30 inches) by a person with normal eyesight. 4. (b) Lighting for Interior Emergency Exit Marking. Each passenger-carrying helicopter must have a source or sources of light (with an energy supply that is independent of the main lighting system) for each passenger emergency exit marking. Each light must be designed to - (1) Function automatically in a crash landing, to continue functioning thereafter, and to be manually operable; or (2) Be manually operable only and to continue functioning after a crash landing. 4. (c) Exterior Exit and Evacuation Marking. The exterior surfaces of the helicopter must be marked to clearly identify each required emergency exit. If the exits are operable from the outside, the markings must consist of or include information indicating the method of opening. 5. ALL AIRCRAFT WITH MAXIMUM TAKE-OFF WEIGHT NOT EXCEEDING 5700 KG. EXCEPT THOSE APPLICABLE UNDER PARAGRAPH 3 OF THIS DIRECTIVE. 5. (a) Emergency Exits. (1) Passenger entrance doors shall comply with the emergency exit requirements of this section. (2) The minimum number of emergency exits shall be in accordance with the following table: |
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| (3) Exits which are in excess of the minimum required and for which exit markings are visible to passengers shall comply with the emergency exit requirements of this section. (4) Emergency exits shall consist of easily movable windows, panels or external doors that provide a clear and unobstructed opening large enough to admit a 483 mm x 660 mm (19 in x 26 in) ellipse. (5) A double-door type of normal entrance may be considered as two emergency exits for the purposes of the above table provided that the width of the door is at least twice that of an adequate single door and that at least one other emergency exit is available. 5. (b) Emergency Exit Marking. (1) The identity and location of emergency exits shall be so indicated that each passenger when seated can establish the location of the nearest emergency exit. (2) Where a passenger or crew entrance door or aircraft service door, not located in the passenger compartment, is deemed to be an emergency exit, clear indication shall be given in the passenger compartment, adjacent to the door, of the means of access to that door. (3) Concise instructions for the operation of emergency exits shall be distinctly displayed. If the exit can be opened from the outside, operating instructions shall also be displayed on the outside of the aircraft. (4) For aircraft with seating capacity of more than six persons, including the crew, means shall be provided to ensure that all essential internal emergency exit signs and operating instructions are readable in darkness. If the aircraft is used in transport operations under CAO 82.3, such signs and markings shall be of sufficient brightness that when viewed in darkness by a person of average eyesight they are legible at the following distances: |
| (i) emergency exit locating and identifying signs - 3 m (10 ft.) (ii) emergency exit opening instructions - 1 m (3 ft.) 5. (c) Emergency Exit Access. For aircraft with a seating capacity of more than six persons, including the crew, access to an emergency exit shall not be obstructed by a seat back unless the seat back can be easily moved to a position not causing an obstruction. If the aircraft is certificated in the Transport category, the need to move the seat back to comply with this requirement, and the method of operation shall be clearly placarded. | |
Compliance: | Before the effective date of this Amendment, and thereafter at any change to the passenger seating configuration or change of operating category. Compliance with the previous amendment of this Airworthiness Directive constitutes compliance with this amendment. |
| This Amendment becomes effective on 30 July 2009. | |
Background: | This amendment removes some unique requirements and aligns with international requirements for exit bands and direct visual inspections of door locking mechanisms. Amendment 3 of this Airworthiness Directive was raised to replace the requirements in AD/GENERAL/4b so that the Australian requirements for Doors and Exits aligned with those for aircraft operating in USA. FAR 121.310, FAR 135.169, FAR 127.107 and 127.117 refer. Note: These requirements are in addition to those under which the aircraft was type certificated. If the design standard under which the aircraft was type certificated exceeds these requirements, then the certification basis requirements take precedence. The original issue of this Airworthiness Directive became effective on a date prior to October 1960. Amendment 1 of this Airworthiness Directive became effective on 7 November 1968. Amendment 2 of this Airworthiness Directive became effective on 29 March 1974. Amendment 3 of this Airworthiness Directive became effective on 15 August 1996. |
David Villiers
Delegate of the Civil Aviation Safety Authority
17 June 2009
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