26.400 Fire extinguishers

Regulation (EU) 2019/133

Operators of large helicopters shall ensure that the following extinguishers do not use halon as an extinguishing agent:

(a) built-in fire extinguishers for each lavatory waste receptacle for towels, paper or waste in large helicopters for which the individual certificate of airworthiness is first issued on or after 18 February 2020;

(b) portable fire extinguishers in large helicopters for which the individual certificate of airworthiness is first issued on or after 18 May 2019.

CS 26.400 Fire extinguishers

ED Decision 2020/023/R

Compliance with point 26.400 of Part-26 is demonstrated by complying with the following (see also GM1 26.400(b)):

(a) the extinguishing agent that is used in a built-in fire extinguisher for a lavatory waste receptacle or in a portable fire extinguisher for cabins and crew compartments must not be one of the agents that are listed in Annex A — Group II: Halons (halon 1211, halon 1301, and halon 2402) of ‘The Montreal Protocol on Substances that Deplete the Ozone Layer’, 8th Edition, 2009;

(b) the agent in any fire extinguisher must be acceptable, and be of a kind and in a quantity that is appropriate for the kinds of fire that are likely to occur where the extinguisher is intended to be used;

(c) any agent that is used in a personnel compartment or that is likely to enter a personnel compartment must be designed to minimise the hazard of a toxic gas concentration; and

(d) a discharge of the extinguisher must not cause any structural damage.

[Issue: 26/3]

GM1 26.400(b) Fire extinguishers

ED Decision 2020/023/R

1. LAVATORY FIRE EXTINGUISHERS

Appendix D to Report DOT/FAA/AR-96/122 ‘Development of a Minimum Performance Standard for Lavatory Trash Receptacle Automatic Fire Extinguishers’ of February 1997 may be used for showing compliance with CS 26.400(b).

General guidance on the alternative extinguishing agents that are considered to be acceptable can be found in AMC 29.1197.

2. HANDHELD FIRE EXTINGUISHERS

Society of Automotive Engineers (SAE) Aerospace Standard (AS) 6271 ‘Halocarbon Clean Agent Hand Held Fire Extinguisher’ or European Technical Standard Order (ETSO) 2C515 ‘Aircraft Halocarbon Clean Agent — Handheld Fire Extinguisher’ may be used for showing compliance with CS 26.400(b).

General guidance on the alternative extinguishing agents that are considered to be acceptable can be found in AMC 29.1197.

[Issue: 26/3]

26.410 Emergency controls operated underwater

Regulation (EU) 2022/1254

Operators of small helicopters and large helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that all the emergency controls that need to be operated underwater are marked with the method of operation as well as with yellow and black stripes.

CS 26.410 Emergency controls operated underwater

ED Decision 2022/019/R

Compliance with point 26.410 of Part-26 is demonstrated by complying with CS 27.1555(d)(2) of CS 27 at Amendment 5 or later, or the equivalent, or CS 29.1555(d)(2) of CS-29 at Amendment 5 or later, or the equivalent respectively.

[Issue: 26/4]

26.415 Underwater emergency exits

Regulation (EU) 2022/1254

(a) Operators of small helicopters and large helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that:

(1) it is possible for occupants to easily identify the means to operate all the underwater emergency exits to facilitate egress in the case of ditching or capsize;

(2) an underwater emergency exit is available on each side of the helicopter for each unit, (or part of a unit, of four passenger seats unless the emergency underwater exit is large enough to permit the simultaneous egress of two passengers;

(3) passenger seats are located in relation to the underwater emergency exits referred to in point (2) in such a way as to facilitate the escape of passengers in the event of the helicopter capsizing and the cabin becoming flooded.

(b) Operators of small category A helicopters and large helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that:

(1) all emergency exits, including flight crew emergency exits, and any door, window or other opening suitable to be used for the purpose of underwater escape, remain operable in an emergency;

(2) an automatic means is provided to easily identify the periphery of the apertures of all underwater emergency exits in all lighting conditions; such markings must be designed to remain visible in case the helicopter is capsized or the cabin is submerged.

CS 26.415 Underwater emergency exits

ED Decision 2022/019/R

(a) Compliance with point 26.415(a)(1) of Part-26 is demonstrated by complying with CS 27.805(c) and CS 27.807(d)(5) of CS-27 at Amendment 5 or later, or the equivalent, or CS 29.811(h)(2) of CS-29 at Amendment 5 or later, or the equivalent respectively.

Each operational device (pull tab(s), operating handle, ‘push here’ decal, etc.) of underwater emergency exits provided for flight crew or passengers must be marked with black and yellow stripes. Any other operating feature, e.g. highlighted ‘push here’ decal(s) for openable windows, must also incorporate black-and-yellow-striped markings.

In order to provide a conspicuous means of identifying the operating device or feature, at least two bands of each colour of approximately equal widths are used.

(b) 

(1) Compliance with points 26.415(a)(2) and (3) of Part-26 is demonstrated by complying with CS 27.807(d)(1) of CS-27 at Amendment 5 or later, or the equivalent, or CS 29.807(d)(1) of CS-29 at Amendment 5 or later, or the equivalent respectively.

(2) If the dimensions of the underwater emergency exits are smaller than those stipulated in CS 27.807(d)(1) of CS-27 at Amendment 5 or later, or the equivalent ,or CS 29.807(d)(1) of CS-29 at Amendment 5 or later as appropriate, then the applicant must ensure that the exit can facilitate the rapid escape from the helicopter by passengers (of the maximum shoulder size that are permitted to be seated in that location) in the event of a ditching or capsize. This can be demonstrated through test or analysis.

NOTE: The following dimensions and passenger size restrictions may be defined without the need for demonstration:

(i) For the egress of passengers with shoulder width of 559 mm (22 inches) or smaller:

(A) a rectangular opening no smaller than 356 mm (14 inches) wide, with a diagonal between corner radii no smaller than 559 mm (22 in);

(B) a non-rectangular or partially obstructed opening (e.g. by a seat back) that is capable of admitting an ellipse of 559 mm x 356 mm (22 inches x 14 inches).

(ii) For the egress of passengers with shoulder width greater than 559 mm (22 inches), openings that are no smaller than 480 mm x 660 mm (19 inches x 26 inches) or that are capable of admitting an ellipse of 480 mm x 660 mm (19 inches x 26 inches).

(c) Compliance with point 26.415(b)(1) of Part-26 is demonstrated by complying with CS 27.805(c) of CS-27 at Amendment 5 or later, or the equivalent, CS 29.805(c) of CS-29 at Amendment 5 or later, or the equivalent respectively, and with CS 27.807(b)(2) and (d) of CS-27 at Amendment 5 or later, or the equivalent, CS 29.807(d) of CS-29 at Amendment 5 or later respectively, CS 29.809(c) of CS-29 at Amendment 5 or later, or the equivalent respectively, or with the following:

Underwater emergency exits for flight crew and passengers must be proven by test, demonstration or analysis to provide for rapid escape with the helicopter in the upright floating position or capsized. The means to open an underwater emergency exit must be simple and obvious, must not require any exceptional effort, and must be evaluated.

(d) Compliance with point 26.415(b)(2) of Part-26 is demonstrated by complying with CS 29.811(h)(1) of CS-29 at Amendment 5 or later, or the equivalent, or with the following:

Underwater emergency exits for flight crew and passengers must be provided with highly conspicuous illuminated markings that are provided along the periphery (but not necessarily continuously) of each underwater emergency exit that illuminate automatically and give a clear indication of the aperture and are designed to remain visible with the helicopter capsized and the cabin or cockpit flooded. The markings must be sufficient to highlight the full periphery. The additional illuminated markings must remain visible for at least 10 minutes following rotorcraft flooding. The method chosen to automatically activate the system (e.g. water immersion switch(es), tilt switch(es), etc.) must illuminate the markings immediately, or be already illuminated, when a capsize of the helicopter is inevitable.

[Issue: 26/4]

GM1 26.415(b) Underwater emergency exits

ED Decision 2022/019/R

The objective is for no passenger to be in a worse position than the second person to egress through an exit in the event of a capsize. The time available for evacuation is very short in such situations, and the provision of sufficient underwater emergency exits and ensuring that no occupant should need to wait for more than one other person to escape before being able to make their own escape will minimise the passengers’ time to escape. The provision of an underwater emergency exit in each side of the fuselage for each unit (or part of a unit) of four passenger seats will make this possible, provided that the seats are positioned relative to the exits to maximise the probability of safe egress.

With regard to the location of the seats relative to the exits, the most obvious layout that maximises the achievement of the objective that no passenger is in a worse position than the second person to egress through an exit is a four-abreast arrangement with all the seats in each row located appropriately and directly next to the emergency exits. However, this might not be possible in all rotorcraft designs due to issues such as limited cabin width, the need to locate seats such as to accommodate normal boarding and egress, and the installation of items other than seats in the cabin. Notwithstanding this, an egress route necessitating movement such as along an aisle, around a cabin item, or in any way other than directly towards the nearest emergency exit, to escape the rotorcraft is not considered to be compliant with this provision.

[Issue: 26/4]

GM1 26.415(c) Underwater emergency exits

ED Decision 2022/019/R

A possible design solution for the provision of sufficient underwater emergency exits may be to use the passenger cabin windows as additional emergency egress means by including a jettison feature. The jettison feature may be provided by modifying the elastomeric window seal such that its retention strength is either reduced, or can be reduced by providing a removable part of its cross section, i.e. the so-called push out window.

Exit designs with the following characteristics, when operated in an upright or any foreseeable floating attitude, would be considered to be compliant with point 26.415(b)(1) of Part-26 and CS 26.415(c):

(a) the use of only one hand is needed to operate the exit itself;

(b) no part of the opening means (e.g. an operating handle or control) is located remotely from the exit (that requires the person to move away from the immediate vicinity of the exit in order to reach it);

(c) any operating handle or control can be gripped using either a bare or a gloved hand;

(d) the exit meets the opening effort limitations set by FAA AC 29-2C AC 29.809.

The required test, demonstration or analysis may be conducted in a non-capsized attitude (i.e. dry) but considering obstructions that may be present when capsized.

[Issue: 26/4]

GM1 26.415(d) Underwater emergency exits

ED Decision 2022/019/R

Disorientation of occupants may result in the normal emergency exit markings in the cockpit and passenger cabins being ineffective following the rotorcraft capsizing and the cabin flooding.

The additional markings of underwater emergency exits may be in the form of illuminated strips that give clear indications in all environments (e.g. at night, underwater) of the location of the underwater emergency exits.

[Issue: 26/4]

26.420 Emergency equipment for flight over water

Regulation (EU) 2022/1254

(a) Operators of small helicopters and large helicopters that are required to comply with the requirements of point CAT.IDE.H.300 of Annex IV, point NCC.IDE.H.227 of Annex VI or point SPO.IDE.H.199 of Annex VIII to Regulation (EU) No 965/2012, shall ensure that each inflated life raft has a means to hold it near the helicopter, and an additional means to keep the inflated life raft attached to the helicopter further away at a distance that would not pose a danger to the life raft itself nor to the persons on board. In the event that the helicopter totally submerges, both of those life raft retention means shall break before the helicopter submerges, even when the life raft is empty.

(b) Operators of small helicopters and large helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that stowage provisions are provided that accommodate one life preserver for each helicopter occupant within easy reach of each occupant while seated, unless occupants are always required to wear them whilst on board the helicopter.

(c) Operators of large helicopters that are required by point SPA.HOFO.165(d) of Annex V to Regulation (EU) No 965/2012 to have one or more life rafts installed, shall ensure that the life raft(s):

(1) is (are) remotely deployable, with the means to deploy the life raft(s), located within easy reach of the flight crew, the occupants of the passenger cabin and any survivors in the water, with the helicopter in an upright floating or capsized position;

(2) can be reliably deployed with the helicopter in any reasonably foreseeable floating attitude, including capsize, and in the substantiated sea conditions for capsize resistance.

CS 26.420 Flight over water emergency equipment

ED Decision 2022/019/R

(a) Compliance with point 26.420(a)(1) of Part-26 is demonstrated by complying with CS 27.1415(b)(2) of CS-27 at Amendment 5 or later, or the equivalent, or CS 29.1415(b)(2) of CS‑29 at Amendment 5 or later, or the equivalent respectively, or with the following:

Each life raft must be attached to the helicopter by a short retaining line to keep it alongside the helicopter and a long retaining line designed to keep it attached to the helicopter. Both retaining lines must be weak enough to break before submerging the empty life raft to which they are attached. The long retaining line must be of sufficient length that a drifting life raft will not be drawn towards any part of the helicopter that would pose a danger to the life raft itself or the persons on board.

(b) Compliance with point 26.420(b) of Part-26 is demonstrated by complying with CS 27.1415(c) of CS-27 at Amendment 5, or later, or the equivalent, or CS 29.1415(c) of CS-29 at Amendment 5 or later or the equivalent respectively.

(c) Compliance with point 26.420(c) of Part-26 is demonstrated by complying with CS 29.1415(b)(1) and CS 29.1561(a) and (c) of CS-29 at Amendment 5 or later, or the equivalent, or with the following:

(1) For life raft activation, the following must be provided for each life raft:

(i)  primary activation: manual activation control(s), readily accessible to each pilot on the flight deck whilst seated; 

(ii)  secondary activation: activation control(s) accessible from the passenger cabin with the rotorcraft in the upright or capsized position; if any control is located within the cabin, it must be protected from inadvertent operation; and

(iii)  tertiary activation: activation control(s) accessible to a person in the water, with the rotorcraft in any foreseeable floating attitude, including capsized.

It is acceptable for two of the manual activation functions from (i) to (iii) to be incorporated into one control.

(2) Automatic life raft activation is permitted (e.g. triggered by water immersion); however, this capability must be provided in addition to the required manual activation controls. Mitigation must be provided to address inadvertent deployment in flight and the potential for damage to the life raft from turning rotors during deployment on the water.

(3) Placards must be installed, of appropriate sizes, numbers and locations, to highlight the location of each of the above life raft activation controls. All reasonably foreseeable rotorcraft floating attitudes must be considered when locating these placards.

[Issue: 26/4]

GM1 26.420(a) Flight over water emergency equipment

ED Decision 2022/019/R

In accordance with CS 26.420, each life raft must be equipped with two retaining lines to be used for securing the life raft to the helicopter. The short retaining line should be of such a length as to hold the raft at a point next to an upright floating helicopter such that the occupants can enter the life raft directly without entering the water. If the design of the helicopter is such that the flight crew cannot enter the passenger cabin, it is acceptable for them to take a more indirect route when boarding the life raft. After life raft boarding is completed, the short retaining line may be cut, and the life raft then remains attached to the rotorcraft by means of the long retaining line.

The length of the long retaining line should not result in the life raft taking up a position which could create a potential puncture risk or hazard to the occupants, such as directly under the tail boom, tail rotor or main rotor disc.

[Issue: 26/4]

GM1 26.420(c) Flight over water emergency equipment

ED Decision 2022/019/R

No provision for the stowage of life preservers is necessary if Regulation (EU) No 965/2012 mandates the need for constant-wear life preservers.

[Issue: 26/4]

26.425 Provision of substantiated sea conditions

Regulation (EU) 2022/1254

(a) A holder of a type certificate for a small helicopter or a large helicopter shall ensure that the substantiated sea conditions for capsize resistance and any associated information relating to the ditching certification or emergency flotation provisions are included in the rotorcraft flight manual (RFM) and provided to all operators.

(b) A holder of a supplemental type certificate for an emergency flotation system that is installed on a small helicopter or a large helicopter shall ensure that the substantiated sea conditions for capsize resistance and any associated information relating to the ditching certification or emergency flotation provisions are included in the RFM and provided to all operators.

CS 26.425 Provision of substantiated sea conditions

ED Decision 2022/019/R

Compliance with point 26.425 of Part-26 is demonstrated by complying with CS 27.1587(b)(3) of CS‑27 at Amendment 5 or later, or the equivalent, or CS 29.1587(c) of CS-29 at Amendment 5 or later or the equivalent respectively.

[Issue: 26/4]

26.430 Resistance of an emergency flotation system to damage

Regulation (EU) 2022/1254

(a) Operators of small helicopters or large helicopters that have their first individual certificate of airworthiness issued on or after 9 August 2025 and that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that if the helicopter includes a stowed emergency flotation system, the effects on the successful deployment and retention of the emergency flotation system as a result of possible damage from a water impact are minimised as far as practicable in the design.

(b) Operators of small helicopters or large helicopters with stowed emergency flotation systems that are installed for the first time on or after 9 August 2025 that are required, in accordance with CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be certified for ditching, shall ensure that the effects on the successful deployment and retention of the emergency flotation systems as a result of possible damage from a water impact are minimised as far as practicable in the design.

CS 26.430 Emergency flotation system resistance to damage

ED Decision 2022/019/R

Compliance with point 26.430 of Part-26 is demonstrated by:

(a) compliance with CS 27.801(c)(1) of CS-27 at Amendment 5 or later, or the equivalent, or CS 29.801(c)(1) of CS-29 at Amendment 5 or later, or the equivalent certification specification as detailed in the existing type certificate of the helicopter or supplemental type certificate of the emergency flotation system; or

(b) determining that the effects on the successful deployment and retention of the system as a result of possible damage from a water impact are minimised through the evaluation of the functionality of the emergency flotation system in the event of a water impact.

[Issue: 26/4]

26.431 Determination of the robustness of emergency flotation system designs

Regulation (EU) 2022/1254

(a) An operator of a small helicopter or a large helicopter that is required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, may request the person referred to in point (b) to provide the services referred to in point (c), where both the following conditions are met:

(1) the operator is required to demonstrate compliance with point 26.430 of this Annex;

(2) the robustness of the emergency flotation system in the event of water impact has not been demonstrated as part of the type certificate or supplemental type certificate of that helicopter.

(b) The person who shall provide the services referred to in point (c) are:

(1) the type certificate holder, if the emergency flotation system is included within the type design;

(2) the supplemental type certificate holder, if the emergency flotation system is certified through a supplemental type certificate.

(c) The person referred to in point (b) shall:

(1) determine that the effects on the successful deployment and retention of the emergency flotation system as a result of possible damage from a water impact are minimised, as far as practicable;

(2) determine that the effects referred to in point (c)(1) are taken into consideration in the design of the emergency flotation system;

(3) provide an assessment to the operator.

CS 26.431 Determination of the robustness of emergency flotation system designs

ED Decision 2022/019/R

Compliance with point 26.431 is demonstrated by carrying out an assessment in accordance with CS 27.801(c)(1) of CS-27 at Amendment 5 or later, or equivalent, or CS 29.801(c)(1) of CS-29 at Amendment 5 or later, or equivalent respectively, or with the following:

(a) An evaluation of the functionality of the emergency flotation system in the event of a water impact that determines and takes into consideration the effects on the successful deployment and retention of the system as a result of possible damage from a water impact.

(b) The design of the emergency flotation system must, as far as is practicable, in terms of complexity of design changes and any associated weight penalty:

(1) have system components that are located away from the major effects of structural deformation;

(2) maximise the use of flexible pipes/hoses;

(3) avoid passing pipes/hoses or electrical wires through bulkheads that could act as ‘guillotines’ when the structure is subject to water impact loads; and

(4) for large helicopters and small Category A helicopters certified with ditching provisions, include redundant or distributed systems.

(c) The evaluation must be documented and subsequently provided to the Agency. Design changes that are identified by the type certificate holder of the helicopter or the supplemental type certificate holder of the emergency flotation system as providing an improvement in the likelihood of a successful deployment and retention of the emergency flotation system following a water impact must be specified in this evaluation. Suitable justification for not incorporating a design change in the design must be provided. A schedule for the incorporation of any design changes must also be provided to the Agency. The evaluation is subject to review and agreement by the Agency.

[Issue: 26/4]

26.435 Automatic deployment of an emergency flotation system

Regulation (EU) 2022/1254

(a) Operators of small helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that if an emergency flotation system is installed and is stowed during flight, then it shall automatically deploy as a result of entry into water.

(b) Operators of small category A helicopters and large helicopters that are required, in accordance with point CAT.IDE.H.320(a) of Annex IV to Regulation (EU) No 965/2012, to be designed for landing on water or certified for ditching, shall ensure that if an emergency flotation system is installed and is stowed during flight, then it shall automatically deploy as a result of entry into water and shall not rely on any pilot action during flight.

CS 26.435 Automatic deployment of an emergency flotation system

ED Decision 2022/019/R

(a) Compliance with point 26.435(a) of Part-26 is demonstrated by complying with CS 27.801(c)(2) of CS-27 at Amendment 5 or later, or the equivalent, or with the following:

(1) An emergency flotation system that is stowed in a deflated condition during normal flight must have a means of automatic deployment following water entry. The means to automatically deploy the emergency flotation system must operate irrespective of whether or not inflation prior to water entry is the intended operation mode. If a manual means of inflation is provided, the emergency flotation system activation switch must be located on one of the primary flight controls and must be safeguarded against inadvertent actuation.

(2) Activation of the emergency flotation system upon water entry (irrespective of whether or not inflation prior to water entry is the intended operation mode) must result in an inflation time short enough to prevent the rotorcraft from becoming excessively submerged.

(b) Compliance with point 26.435(b) of Part-26 is demonstrated by complying with CS 29.801(c)(2) of CS-29 at Amendment 5 or later, or the equivalent, or with the following:

An emergency flotation system that is stowed in a deflated condition during normal flight must have a means of automatic deployment following water entry that does not rely on any pilot action during flight. The inflation system of the emergency flotation system must have an appropriately low probability of spontaneous or inadvertent actuation in flight conditions for which float deployment has not been demonstrated to be safe. If this is achieved by disarming the inflation system, this must be achieved by the use of an automatic system employing appropriate input parameters. The choice of input parameters, and the architecture of the system, must be such that rearming of the system occurs automatically in a manner that will assure the inflation system functions as intended in the event of a water impact. It is not acceptable to specify any pilot action during flight.

[Issue: 26/4]

GM1 26.435(b) Automatic deployment of an emergency flotation system

ED Decision 2022/019/R

The disarming of an emergency flotation system is typically required at high airspeeds, and could be achieved automatically using an airspeed switch. However, this would retain the possibility of inadvertent flight into the water at high airspeed, with the risk that the floats would not deploy. This scenario could be addressed by providing an additional or alternative means of rearming the floats as the helicopter descends through an appropriate height threshold. A height below that of the majority of offshore helidecks could be chosen in order to minimise exposure to inadvertent activation above the demonstrated float deployment airspeed.

[Issue: 26/4]