时间：2015-01-22 15:18来源：蓝天飞行翻译公司 作者：民航翻译 点击：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. Note 2: A Class B AIR could be a means for recording data link communications applications messages to and from the aircraft where it is not practical or is prohibitively expensive to record those data link communications applications messages on FDR or CVR. ICAO Annex 6, Part I: 6.3.3.1; 6.3.3.1.1; 6.3.3.1.2 and Appendix 8: paragraph 5: 5.1.1 ICAO Annex 6, Part II, Section II: 2.4.16.3.1.1; 2.4.16.3.1.2, and notes and Appendix 2.3 paragraph 5: 5.1.2 ICAO Annex 6, Part III, Section II: 4.3.3.1; 4.3.3.1.1; 4.3.3.1.2; and Section III: 4.7.3.1; 4.7.3.1.1; 4.7.3.1.1.1; and Appendix 5, Paragraph 5: 5.1.1 7.8.4.2 DURATION (a) The minimum recording duration shall be equal to the duration of the CVR ICAO Annex 6, Part 1: 6.3.3.2 ICAO Annex 6, Part II, Section II: 2.4.16.3.2 ICAO Annex 6, Part III, Section II: 4.3.3.2 and Section III: 4.7.3.2 7.8.4.3 CORRELATION (a) Data link recording shall be correlated to the recorded cockpit audio. ICAO Annex 6, Part 1: 6.3.3.3 ICAO Annex 6, Part II, Section II: 2.4.16.3.3 ICAO Annex 6, Part III, Section II: 4.3.3.3 and Section III: 4.7.3.3 FAA AC 120-70B, Operational Authorisation Process for use of data Link Communication System 7.8.5 AIRBORNE IMAGE RECORDER (AIR) AND AIRBORNE IMAGE RECORDING SYSTEM (AIRS) (a) Airborne image recorders are classified as follows. (1) A Class A AIR captures the general cockpit area in order to provide data supplemental to conventional flight recorders. (2) A Class B AIR captures data link message displays. (3) A Class C AIR captures instruments and control panels. Note 1: To respect crew privacy, the cockpit area view may be designed as far as practical to exclude the head and shoulders of crewmembers whilst seated in their normal operating position. Note 2: A Class C AIR may be considered as a means for recording flight data where it is not practical or is prohibitively expensive to record on an FDR, or where an FDR is not required. (b) When AIRs are used, the AIR must start to record prior to the aircraft moving under its own power and record continuously until the termination of the flight when the aircraft is no longer capable of moving under its own power. In addition, depending on the availability of electrical power, the AIR must start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight. ICAO Annex 1, Part I: Appendix 8, paragraph 4, 4.1; 4.1.1; 4.1.2; 4.1.3; 4.2 ICAO Annex 6, Part II: Appendix 2.3, paragraph 4; 4.1; 4.1.1; 4.1.2; 4.1.3; 4.1.4 ICAO Annex 6, Part III: Appendix 5, paragraph 4; 4.1; 4.1.1; 4.1.2 ; 4.1.3 ; 4.2 7.9 EMERGENCY, RESCUE, AND SURVIVAL EQUIPMENT 7.9.1.1 EMERGENCY EQUIPMENT: ALL AIRCRAFT (a) [AAC] Each item of emergency and flotation equipment shall be— (1) Readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers without appreciable time for preparatory procedures; (2) Clearly identified and clearly marked to indicate its method of operation; (3) Marked as to date of last inspection; and (4) Marked as to contents when carried in a compartment or container. 14 CFR: 91.513; 121.309; 135.177 7.9.1.2 EMERGENCY EXIT EQUIPMENT - PASSENGERS (a) No person shall operate an aeroplane without the following emergency exit equipment: (1) [AAC] Each passenger-carrying land plane emergency exit (other than over-the-wing) that is more than 6 feet from the ground with the aeroplane on the ground and the landing gear extended, shall have an approved means to assist the occupants in descending to the ground. (2) [AAC] Each passenger emergency exit, its means of access, and its means of opening shall be conspicuously marked by a sign visible to occupants approaching along the main passenger aisle. (3) [AAC] Each passenger-carrying aeroplane shall have an emergency lighting system, independent of the main lighting system that— (i) Illuminates each passenger exit marking and locating sign; (ii) Provides enough general lighting in the passenger cabin; and (iii) [AOC] Includes floor proximity emergency escape path marking. (4) [AAC] Each passenger emergency exit and the means of opening that exit from the outside shall be marked on the outside of the aeroplane. (5) [AAC] Each passenger-carrying aeroplane shall be equipped with a slip-resistant escape route that meets the requirements under which that aeroplane was type certified. (6) Each passenger carrying aeroplane shall meet the detailed requirements contained in IS: 7.9.1.2. 14 CFR: 23.807; 23. 811 23.812; 25.811; 25.812; 25.897; 91.607; 121.310; 135.178 JAR-OPS 1: 1.805 (b) No person shall operate a helicopter certificated with a maximum take-off mass of 7 000 pounds or less and nine or less passenger seats without the following emergency exit equipment: (1) Number and location. (i) There must be at least one emergency exit on each side of the cabin readily accessible to each passenger. One of these exits must be usable in any probable attitude that may result from a crash. (ii) Doors intended for normal use may also serve as emergency exits, provided that they meet the requirements of this section. (iii) If emergency flotation devices are installed, there must be an emergency exit accessible to each passenger on each side of the cabin that is shown by test, demonstration, or analysis to— (A) Be above the waterline; and (B) Be open without interference from flotation devices, whether stowed or deployed. (2) Type and operation. Each emergency exit prescribed by paragraph (a) of this section must— (i) Consist of a movable window or panel, or additional external door, providing an unobstructed opening that will admit a 19-by 26-inch ellipse; (ii) Have simple and obvious methods of opening, from the inside and from the outside, which do not require exceptional effort; (iii) Be arranged and marked so as to be readily located and opened even in darkness; and (iv) Be reasonably protected from jamming by fuselage deformation. (3) Ditching emergency exits for passengers. If certification with ditching provisions is requested, the markings required by (1)(iii) of this paragraph must be designed to remain visible if the rotorcraft is capsized and the cabin is submerged. 14 CFR: 27.807 (c) No person shall operate a helicopter certificated with a maximum take-off mass of more than 20 000 pounds and ten or more passenger seats without the following emergency exit equipment: (1) Passenger emergency exits and openings. Openings with dimensions larger than those specified below may be used, regardless of shape, if the base of the opening has a flat surface of not less than the specified width. For the purpose of this part, the types of passenger emergency exit shall be as follows: (i) Type I. This type shall have a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than one-third the width of the exit, in the passenger area in the side of the fuselage at floor level and as far away as practicable from areas that might become potential fire hazards in a crash. (ii) Type II. This type is the same as Type I, except that the opening shall be at least 20 inches wide by 44 inches high. (iii) Type III. This type is the same as Type I, except that— (A) The opening shall be at least 20 inches wide by 36 inches high; and (B) The exits need not be at floor level. (iv) Type IV. This type shall have a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than one-third the width of the exit, in the side of the fuselage with a step-up inside the rotorcraft of not more than 29 inches. (2) Passenger emergency exits; side-of-fuselage. Emergency exits shall be accessible to the passengers and, except as provided in (c)(4) of this paragraph, must be provided in accordance with the following table: Emergency exits for each side of the fuselage Passenger seating capacity Emergency exits for each side of the fuselage Type I Type II Type III Type IV 1 through 101 11 through 19 1 or 2 20 through 39 1 1 40 through 59 1 1 60 through 79 1 1 or 2 (3) Passenger emergency exits; other than side-of-fuselage. In addition to the requirements of item (2) of this paragraph— (i) There shall be enough openings in the top, bottom, or ends of the fuselage to allow evacuation with the rotorcraft on its side; or (ii) The probability of the rotorcraft coming to rest on its side in a crash landing must be extremely remote. (4) Ditching emergency exits for passengers. If the helicopter was certificated with ditching provisions, ditching emergency exits shall be provided in accordance with the following: (i) For rotorcraft that have a passenger seating configuration, excluding pilots seats, of nine seats or less, one exit above the waterline in each side of the rotorcraft, meeting at least the dimensions of a Type IV exit. (ii) For rotorcraft that have a passenger seating configuration, excluding pilots seats, of 10 seats or more, one exit above the waterline in a side of the rotorcraft meeting at least the dimensions of a Type III exit, for each unit (or part of a unit) of 35 passenger seats, but no less than two such exits in the passenger cabin, with one on each side of the rotorcraft. However, where it has been shown through analysis, ditching demonstrations, or any other tests found necessary, that the evacuation capability of the rotorcraft during ditching is improved by the use of larger exits, or by other means, the passenger seat to exit ratio may be increased. |
