S25.10 General Cabin Arrangement

ED Decision 2017/015/R

(a)     Interior Doors on Non-Commercially Operated Aeroplanes (See AMC to Appendix S, S25.10(a)): For a non-commercially operated aeroplane, installation of doors that results in non-compliance with CS 25.813(e) is acceptable provided that it is ensured by design and procedure that:

(1)     each door is open before entering any of the taxiing, take-off, and landing phases;

(2)     each door remains open during taxiing, take-off, and landing, and especially during and after a crash landing; and

(3)     in the case of any probable failure or jamming of a door in a position other than fully open, any occupant is able, from any compartment separated by that door, to restore in an easy and simple manner a sufficient opening to access the compartment on the other side of the door.

(b)     Interior Doors on Commercially Operated Aeroplanes (See AMC to Appendix S, S25.10(b)): For a low-occupancy aeroplane having a passenger seating configuration of 19 or less, installation of doors that results in non-compliance with CS 25.813(e) is acceptable provided that the conditions of S25.10(a)(1), S25.10(a)(2) and S25.10(a)(3) are complied with and the following additional requirements are met for each passenger compartment created by a door or doors:

(1)     Within the compartment, there is at least one emergency exit above the waterline on each side of the fuselage that meets at least the requirements of a type IV emergency exit for a compartment that has a passenger seating configuration of nine seats or less, or of a type III emergency exit otherwise; or

(2)     Within the compartment, there is at least one emergency exit above the waterline on one side of the fuselage that meets at least the requirements of a type IV emergency exit for a compartment that has a passenger seating configuration of nine seats or less, or of a type III emergency exit otherwise, and:

(i)      an occupant of the compartment would not need to go through more than one door to access an emergency exit above the waterline on the other side of the fuselage; and

(ii)     the demonstration of compliance with the provisions S25.10(a)(1) and (2) does not rely on any passenger action, nor involve any flight crew member leaving their position in the cockpit.

(c)      Isolated Compartments: each cabin compartment isolated from the rest of the cabin such that a fire starting in the compartment would not be directly and quickly detected by the occupants of another compartment, in an aeroplane that has a passenger seating configuration of 20 or more, or which has a cabin length of more than 18.29 m (60 ft), must be equipped with a smoke/fire detection system or equivalent which allows detection within one minute after the start of a fire and provides a visual indication in the cockpit, or a visual indication or audible warning in the passenger cabin that would be readily detected by a cabin crew member. However, if it can be demonstrated that a fire would be directly and quickly detected because the compartment is likely to be occupied for the majority of the flight time, such a system is not required (See AMC to Appendix S, S25.10(c)).

(d)     Deactivation of existing Emergency Exits: Deactivation of one of more emergency exits that results in non-compliance with CS 25.807(e) is acceptable, provided that compliance with the following requirements is shown (See AMC to Appendix S, S25.10(d) and (e)):

(1)     the number of passenger seats allowed in a zone between two remaining adjacent pairs of emergency exits is limited to one half of the combined rated capacity of the two pairs of emergency exits (rounded to the nearest whole number);

(2)     the number of passenger seats allowed in a zone with only one remaining pair of emergency exits at one end (a so called dead end zone) is limited to one half of the rated capacity of the pair of emergency exits (rounded to the nearest whole number); and

(3)     the distance from each passenger seat to at least one remaining emergency exit, on each side of the fuselage, remains compatible with easy egress from the aeroplane.

(e)     Distance between Emergency Exits: deactivation of emergency exits which results in non-compliance with CS 25.807(f)(4) is acceptable on non-commercially operated aeroplanes only, provided that:

(1)     compliance with S25.10(d) is shown; and

(2)     a distance of more than 18.29 m (60 ft) between adjacent remaining emergency exits is created only once per side of the fuselage on each deck (See AMC to Appendix S, S25.10(d) and (e)).

[Amdt 25/19]