CS-25 Amendment 9

Change Information

CS-25 AMENDMENT 9 - CHANGE INFORMATION

The Agency publishes amendments to Certification Specifications as consolidated documents.

These documents are used for establishing the certification basis for applications made after
the date of entry into force of the amendment.
Consequently, except for a note “Amdt. 25/9” under the amended paragraph, the consolidated
text of CS-25 does not allow readers to see the detailed changes introduced by the new
amendment. To allow readers to also see these detailed changes this document has been
created. The same format as for publication of Notices of Proposed Amendments has been
used to show the changes:

1. text not affected by the new amendment remains the same: unchanged
2. deleted text is shown with a strike through: deleted
3. new text is highlighted with grey shading: new
4. ....
Indicates that remaining text is unchanged in front of or following the reflected
amendment.
....

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Preamble
Reordering of amendment information

Book 1 Airworthiness Code

SUBPART B – AUXILIARY POWER UNIT INSTALLATIONS

1. Revise CS 25.113(b)(2) to read:

“[…] determined under CS 25.111 for a wet runway.

(See AMC 25.113(a)(2), (b)(2) and (c)(2).)”

SUBPART D - DESIGN AND CONSTRUCTION

1. Amend CS 25.603 to read:

CS 25.603 Materials (For Composite Materials see AMC No. 1 and No. 2 to 25.603.
AMC 20-29)

2. Revise CS 25.795 to read:

CS 25.795 Security considerations.

(see AMC 25.795)

(a) Protection of flight deck. If a secure flight deck door is required by operating rules, the
bulkhead, door, and any other accessible boundary separating the flight crew
compartment from occupied areas installation must be designed to:
(1) Resist forcible intrusion by unauthorizsed persons and be capable of withstanding
impacts of 300 Joules (221.3 footpounds) at the critical locations on the door, as
well as a 1113 Newton (250 pound) constant tensile load on accessible handholds,
including the doorknob or handle (See AMC 25.795(a)(1)), and
(2) Resist penetration by small arms fire and fragmentation devices by meeting the
following projectile definitions and projectile speeds (See AMC 25.795(a)(2)).
(i) Demonstration Projectile #1. A 9 mm full metal jacket, round nose (FMJ
RN) bullet with nominal mass of 8.0 g (124 grain) and reference velocity 436
m/s (1430 ft/s)
(ii) Demonstration Projectile #2. A .44 Magnum, jacketed hollow point (JHP)
bullet with nominal mass of 15.6 g (240 grain) and reference velocity 436
m/s (1430 ft/s)
(b) Aeroplanes with a certificated passenger seating capacity of more than 60 persons or a
maximum take-off weight of over 45 500 Kg (100 000 lb) must be designed to limit the
effects of an explosive or incendiary device as follows:
(1) Flight deck smoke protection. Means must be provided to limit entry of smoke,
fumes, and noxious gases into the flight deck.
(2) Passenger cabin smoke protection. Except for aeroplanes intended to be used

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solely for the transport of cargo, means must be provided to prevent passenger
incapacitation in the cabin resulting from smoke, fumes, and noxious gases as
represented by the initial combined volumetric concentrations of 0.59% carbon
monoxide and 1.23% carbon dioxide.
(3) Cargo compartment fire suppression. An extinguishing agent must be capable of
suppressing a fire. All cargo-compartment fire suppression-system components
must be designed to withstand the following effects, including support structure
displacements or adjacent materials displacing against the distribution system:
(i) Impact or damage from a 13 mm (0.5-inch) -diameter aluminium sphere
travelling at 131 m/s (430 feet per second);
(ii) A 103 kPa (15 psi) pressure load if the projected surface area of the
component is greater than 0,4 square meter (4 square feet). Any single
dimension greater than 1,2 meters (4 feet) may be assumed to be 1,2 meters
(4 feet) in length; and
(iii) A 15 cm (6-inch) displacement, except where limited by the fuselage
contour, from a single point force applied anywhere along the distribution
system where relative movement between the system and its attachment can
occur.
(iv) Paragraphs (b)(3)(i) through (iii) of this paragraph do not apply to
components that are redundant and separated in accordance with paragraph
(c)(2) of this paragraph or are installed remotely from the cargo
compartment.
(c) An aeroplane with a certificated passenger seating capacity of more than 60 persons or a
maximum take-off weight of over 45 500 Kg (100,000 lbs) must comply with the
following:
(1) Least risk bomb location. Except for aeroplanes intended to be used solely for the
transport of cargo, an aeroplane must be designed with a designated location
where a bomb or other explosive device could be placed to best protect integrity of
the structure and flight-critical systems from damage in the case of detonation.
(2) Survivability of systems.
(i) Except where impracticable, redundant aeroplane systems necessary for
continued safe flight and landing must be physically separated, at a
minimum, by an amount equal to a sphere of diameter
D  2 (H 0 /  )
(where H 0 is defined under paragraph 25.365(e)(2) and D need not exceed
1,54 meters (5.05 feet).
The sphere is applied everywhere within the fuselage-limited by the forward
bulkhead and the aft bulkhead of the passenger cabin and cargo compartment
beyond which only one-half the sphere is applied.
(ii) Where compliance with sub-paragraph (c)(2)(i) of this paragraph is
impracticable, other design precautions must be taken to maximise the
survivability of those systems.
(3) Interior design to facilitate searches. Except for aeroplanes intended to be used
solely for the transport of cargo, design features must be incorporated that will
deter concealment or promote discovery of weapons, explosives, or other objects
from a simple inspection in the following areas of the aeroplane cabin:
(i) Areas above the overhead bins must be designed to prevent objects from
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being hidden from view in a simple search from the aisle. Designs that
prevent concealment of objects with volumes 0.33 cubic decimetre (20 cubic
inches) and greater satisfy this requirement.
(ii) Toilets must be designed to prevent the passage of solid objects greater than
5 cm (2.0 inches) in diameter.
(iii) Life preservers or their storage locations must be designed so that tampering
is evident.

3. Revise CS 25.813 to read:

CS 25.813 Emergency exit access and ease of operation

(See AMC to 25.807 and 25.813 and AMC 25.813(c))

....
(c) There must be access from each aisle to each Type III or Type IV exit, and –
The following must be provided for each Type III or Type IV exit -

(1) There must be access from the nearest aisle to each exit.

(2) In addition, for each Type III exit in an aeroplane that has a passenger-seating
configuration of 20 or more and which has only seats installed immediately to the
forward and aft of the access route(s) -

(i) Except as provided in sub-paragraph (c)(2)(ii) of this paragraph, the access

must be provided by an unobstructed passageway that is at least 25.4 cm
(10 inches) in width for interior arrangements in which the adjacent seat
rows on the exit side of the aisle contain two seats, or 33 cm (13 inches) in
width for interior arrangements in which those rows contain three seats. The
width of the passageway must be measured with adjacent seats adjusted to
their most adverse positions. At least 25.4 cm (10 inches) of the required
passageway width must be within the required projected opening width of
the exit.

(ii) In lieu of one 25.4 or 33 cm (10 or 13 inches) passageway, there may be two
unobstructed passageways, that must be at least 15.2 cm (6 inches) in width
and lead to an unobstructed space adjacent to each exit. Adjacent exits must
not share a common passageway. The width of the passageways must be
measured with adjacent seats adjusted to their most adverse positions. The
unobstructed space adjacent to the exit must extend vertically from the floor
to the ceiling (or to the bottom of upper side wall stowage bins), inboard
from the exit for a distance not less than the width of the narrowest
passenger seat installed on the aeroplane and from the forward edge of the
forward passageway to the aft edge of the aft passageway. The exit opening
must be totally within the fore and aft bounds of the unobstructed space.

(3) Each Type III exit in an aeroplane that has a passenger seating configuration of
20 or more and which has an access route bounded by any item(s) other than only
seats (e.g. bulkhead/wall, class divider, curtain) to its forward and/or aft side,
must be provided with an unobstructed passageway that is at least 50.8 cm (20
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inches) in width. The width of the passageway must be measured with any
adjacent seats, or other movable features, adjusted to their most adverse positions.

(4) In addition to the access -

(1)(i) For aeroplanes that have a passenger seating configuration, excluding

pilot’s seats, of 20 or more, the projected opening of the exit provided must
be unobstructed and there must be no interference in opening the exit by
seats, berths, or other protrusions (including seatbacks in any position
adjacent seats adjusted to their most adverse positions) for a distance from
that exit not less than the width of the narrowest passenger seat installed on
the aeroplane.

(2)(ii) For aeroplanes that have a passenger-seating configuration, excluding

pilot’s seats, of 19 or fewer, there may be minor obstructions in this region,
if there are compensating factors to maintain the effectiveness of the exit.

(5) For each Type III and Type IV exit there must be placards that –

(i) are readable by each person seated adjacent to and facing a passageway to
the exit, one in their normal field of view; and one adjacent to or on the exit;

(ii) accurately state or illustrate the proper method of opening the exit,
including the correct use of controls, handles, handholds etc.;

(iii) if the exit is a removable hatch, state the weight of the hatch and indicate an
appropriate location to place the hatch after removal.

(6) For aeroplanes with a passenger seating configuration of 41 or more, each

Type III exit must be designed such that when operated to the fully open position,
the hatch/door is automatically disposed so that it can neither reduce the size of
the exit opening, the passageway(s) leading to the exit, nor the unobstructed space
specified in sub-paragraph (c)(2)(ii) of this paragraph, to below the required
minimum dimensions. In the fully open position it must also not obstruct egress
from the exit via the escape route specified in CS 25.810(c).

(7) The design of each seat, bulkhead/partition or other feature, bounding the
passageway leading to each Type III or Type IV exit must be such that -

(i) evacuees are hindered from climbing over in the course of evacuating.

(ii) any baggage stowage provisions (such as under seat stowage) would prevent
baggage items entering the passageway under the inertia forces of
CS 25.561(b)(3) unless placards are installed to indicate that no baggage
shall be stowed under the seats bounding the passageway.

(iii) no protrusions (such as coat hooks) could impede evacuation.

(8) The design and arrangement of all seats bordering and facing a passageway to
each Type III or Type IV exit, both with and without the bottom cushion in place,
must be free from any gap, which might entrap a foot or other part of a person
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standing or kneeling on a seat or moving on or along the seat row.

(9) The latch design of deployable features (such as tables, video monitors,
telephones, leg/foot rest) mounted on seats or bulkheads/partitions bordering and
facing a passageway to a Type III or Type IV exit, must be such that inadvertent
release by evacuating passengers will not occur. The latch design of deployable
features must also be such that cabin crew can easily check that the items are fully
latched in the stowed position. Placards indicating that each such item must be
stowed for taxi, take-off and landing must be installed in the normal field of view
of, and be readable by each person seated in each seat bordering and facing a
passageway to a Type III or Type IV exit.

(d) ….

SUBPART E – POWERPLANT

4. Revise CS 25.981 to read:

(c) Reserved.

(d) Critical design configuration control limitations (CDCCL), inspections, or other

procedures must be established, as necessary, to prevent development of ignition
sources within the fuel tank system pursuant to sub-paragraph (a) of this paragraph, to
prevent increasing the flammability exposure of the tanks above that permitted under
sub-paragraph (b) of this paragraph, and to prevent degradation of the performance and
reliability of any means provided according to sub-paragraphs (a) or (b)(4) of this
paragraph. These CDCCL, inspections, and procedures must be included in the
Airworthiness Limitations Section of the instructions for continued airworthiness
required by CS 25.1529. Visible means of identifying critical features of the design
must be placed in areas of the aeroplane where foreseeable maintenance actions, repairs,
or alterations may compromise the critical design configuration control limitations (e.g.,
colour-coding of wire to identify separation limitation). These visible means must also
be identified as CDCCL.

Reformatting of Subpart J according to standards for CS-25.

SUBPART J – AUXILIARY POWER UNIT INSTALLATIONS

5. Revise CS 25J951 (c) to read:

(c) For essential APUs:

Each fuel system for an essential APU must be capable of sustained operation
throughout its flow and pressure range with fuel initially saturated with water at 26.7 °C
and having 0.10 0.20 cm3 of free water per liter added and cooled to the most critical
condition for icing likely to be encountered in operation.

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Book 2 Acceptable Means of Compliance

AMC - SUBPART D

6. Delete AMC No. 1 to 25.603 Composite Aircraft Structure

7. Delete AMC No. 2 to 25.603 Change of composite material

8. Amend AMC 25.795(a)(1) as follows:

AMC 25.795(a)(1)
Flight deck intrusion resistance.

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-1A, Flight deck Intrusion
Resistance, issue date 10 January 2002 24 October 2008.

9. Amend AMC 25.795(a)(2) as follows:

AMC 25.795(a)(2)
Flight deck penetration resistance

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-2A, Flight deck
Penetration Resistance, issue date 10 January 2002 24 October 2008.
- Level IIIA of the (US) National Institute of Justice, Ballistic Resistance of Personal Body
Armor, NIJ Standard 0101.04, Office of Science and Technology, Washington, D.C. 20531,
September 2000.

10. Add new AMC 25.795(b)(1), AMC 25.795(b)(2), AMC 25.795(b)(3), AMC
25.795(c)(1), AMC 25.795(c)(2), AMC 25.795(c)(3) as follows:

AMC 25.795(b)(1)
Flight deck smoke protection

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-3, Flight deck Protection
(smoke and fumes), issue date 24 October 2008.

AMC 25.795(b)(2)
Passenger cabin smoke protection

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-4, Passenger Cabin Smoke
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Protection, issue date 24 October 2008.

AMC 25.795(b)(3)
Cargo compartment fire suppression

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-5, Cargo Compartment
Fire Suppression, issue date 24 October 2008.

AMC 25.795(c)(1)
Least risk bomb location

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-6, Least Risk Bomb
Location, issue date 24 October 2008.

AMC 25.795(c)(2)
Survivability of systems

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-7, Survivability of
Systems, issue date 24 October 2008.

AMC 25.795(c)(3)
Interior design to facilitate searches

Referenced Documentation:
- Federal Aviation Administration Advisory Circular (AC) 25.795-8, Interior design to
facilitate searches, issue date 24 October 2008.

11. Add new AMC 25.813 as follows:

AMC 25.813(c)
Emergency Exit Access and Ease of Operation

1 Post crash seat deformation

The requirement for an “unobstructed” passageway is not intended to preclude some

deformation of seat structure into the required minimum passageway dimension due to
emergency landing dynamic loading.

Seat permanent deformation of up to 3 inches (as recorded in the tests required by CS 25.562)
into the minimum passageway dimensions defined in CS 25.813(c) is acceptable, provided no
part of the seat intrudes into the minimum required projected opening of the exit and provided
the exit operating characteristics are not compromised. Relevant parts of FAA Advisory
Circular 25.562-1B provide further details.
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2 Deployable features

Features mounted on seats, bulkheads or other cabin features, under passenger control and
which deploy into the required minimum passageway, may be accepted as not contravening
the “unobstructed passageway” requirements of CS 25.813(c) provided they are easily and
instinctively pushed out of the passageway by escapees in the event that they remain deployed
prior to, or become deployed during, an evacuation. This may include, but not be limited to,
items such as handsets, tray tables, in-armrest video monitors. Items such as footrests which
would not be within easy reach of escapees’ hands and/or not easily visible during an
evacuation will not be accepted as being easily and instinctively re-stowed.

Such designs will be assessed on their individual merits.

It must be noted that none of the above reduces the requirement to design latching means that
will prevent inadvertent release by evacuating passengers. A “Lock out device” will not be
acceptable as part of a means of compliance to the minimum unobstructed passageway
dimensions. “Lock out device” means a mechanism actuated by a cabin crew member to
prevent passengers deploying items into an access passageway during taxi, take-off and
landing.

Features (e.g. seat recline, footrests, video screens, tables) may still be unsafe, even if they do
not deploy into a defined minimum 15.2, 25.4 or 33 cm (6, 10 or 13 inches) passageway (as
applicable). Deployable items may create snagging/tripping hazards and in the case where a
wider passageway than the minimum is provided, it cannot be assumed that escaping
passengers will constrain themselves to passing along one side or the centre. Features which
deploy into the actual passageway provided (in vertical projection from floor level to the
upper ceiling/over head bin constraint) will be assessed in the same way as if they deployed
into the minimum passageway, i.e. they can be accepted if they can be easily and instinctively
pushed out of the passageway as described above.

3 Automatic disposal of hatch/door

The intent, in CS 25.813(c)(6), of requiring “automatic” disposal of a Type III hatch/door on

aeroplanes with passenger seating configurations of 41 or more is to remove the risk of
passenger confusion, difficulty or error once the opening handle movement has been initiated.

In this context, “automatic” is intended to convey the requirement that this type of Type III
exit should be by its design as simple, instinctive and easy to operate as any other type of exit.

Markings, controls and kinematics of the design should be so that with minimal instruction
(i.e. from a study of the placards required by CS 25.813(c)(5) a naïve subject, with the ranges
of size and strength found in the 5th percentile female to the 95th percentile male, would be
expected to be able to swiftly and correctly operate the exit to its fully open and secured
position.

In this regard, the exit hatch/door should move from its closed to fully open position in one
simple and continuous operator motion, e.g. avoiding discontinuities in required
force/direction on the handle(s). The traditional practice of providing a removable hatch will
not be accepted as meeting the requirements of CS 25.813(c)(6).

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It is to be noted that the requirements of CS 25.809, which defines emergency exit operating
characteristics, testing requirements, etc. are applicable to all exit types, including Type III
and IV.

4 Very large exit access provision

In most cases it is expected that the cabin arrangement adjacent to a Type III or IV exit will
be such that access provision and unobstructed space for operation will be towards the
minimum dimensions required. However, this might not always be the case.

Some of the testing performed to substantiate the required dimensions has revealed that
competition between escaping passengers can reduce a Type III exit’s evacuation
performance in cases where a large unobstructed passageway or adjacent area is provided.

Dependent on the details of a specific cabin layout, additional substantiation may therefore be
necessary for a design providing a substantially larger passageway and/or clear area adjacent
to the exit than the minimum required. This will also apply to Type IV exits.

5 “De-rated” and “oversized” exits

Two cases can be identified where some additional considerations may be needed when
considering the provisions of CS 25.813(c)(4)(i), namely:

a. A larger exit type (e.g. Type II, I) which is declared as a Type III in order to, for
instance, place a seat partially overlapping the exit opening (i.e. “de-rating” the
exit).
b. The exit opening provided by the design is larger than the minimum required (i.e.
an “oversize exit”).

In such cases it may be acceptable that the exit opening provided is partially obstructed, at all
times or perhaps when certain features are deployed, if the remaining exit aperture still
provides the intended egress performance.

Each such case will be assessed on its own individual merits and, if accepted, would be so on
the basis of Equivalent Safety.

6 Provisions to prevent escapees bypassing the intended evacuation route

CS 25.813(c)(7) (i) is intended to prevent cabin installations which would permit escaping
passengers bypassing the intended evacuation route to the exit by climbing over seat backs or
any other feature that may bound the required access passageway.

In the case of seat backs, the surface over which an escapee may attempt to climb should
remain essentially upright, i.e. not exceeding 20 degrees rearward and 10 degrees forward
relative to a plane normal to the cabin floor, when a load of up to 668 N (150 lbf) is applied
horizontally in a fore/aft direction at the structurally most critical point.

In the case of features other than seat backs, the obstacle to climbing over should be assessed
with the aim that it be comparable to the seat back example above, i.e. the angle and height of
the item/surface in question.
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7 Placards

The placards required by CS 25.813(c)(5) must accurately illustrate the proper method of
opening the exit. This will require different “handed” placards for installation on the left and
right sides of the cabin. Precautions should be taken to minimise the risk of a placard being
installed on the incorrect side of the cabin.

The particular method illustrated on a placard, e.g. placement of body, hands etc. should be
substantiated as being that most likely to result in successful operation.

8. Entrapment

The seat design should be free of any gaps into which it would be possible to place a foot,
hand or arm in such a way as to delay or hamper free movement of passengers to the exit.
Any opening/gap that is assessed as being positioned such that it poses a risk and which is
more than 2.54 cm (one inch) in width will need to be the subject of particular scrutiny before
being found acceptable.

AMC - SUBPART E

12. Amend AMC 25.981(a) as follows:

The first box of the chart “Fuel system ignition prevention” should be changed as follows:

NO TANK IGNITION SOURCES

EASA policy statement D 2005/
CPRO/ (INT/POL /25/12)

AMC - SUBPART H

13. To amend AMC 25.1711 as follows:

7 CS 25.981(b d) states that "...vVisible means to identify of identifying critical features

of the design must be placed in areas of the aeroplane where foreseeable maintenance,
actions, repairs, or alterations may be apt to violate compromise the critical design
configuration control limitations (e.g., colour-coding of wire to identify separation limitation).
These visible means must also be identified as CDCCL." The design approval holder should
define a method of ensuring that this essential information will:

 be communicated by statements in appropriate manuals, such as wiring diagram

manuals, and
 be evident to those who may perform and approve such repairs and alterations.

An example of a critical design configuration control limitation that would result in a

requirement for visible identification means would be a requirement to maintain wire
separation between FQIS (fuel quantity indication system) wiring and other electrical circuits
that could introduce unsafe levels of energy into the FQIS wires. Acceptable means of
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providing visible identification means for this limitation would include colour-coding of the
wiring or, for retrofit, placement of identification tabs at specific intervals along the wiring.

[…]

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