時(shí)間：2015-01-22 15:18來源：藍(lán)天飛行翻譯公司 作者：民航翻譯 點(diǎn)擊：次
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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. (iii) Flotation devices, whether stowed or deployed, may not interfere with or obstruct the exits. (5) Ramp exits. One Type I exit only, or one Type II exit only, that is required in the side of the fuselage under paragraph (b) of this section, may be installed instead in the ramp of floor ramp rotorcraft if— (i) Its installation in the side of the fuselage is impractical; and (ii) Its installation in the ramp meets emergency exit access requirements in paragraph (g) below. (d) Emergency exit arrangement. (1) Each emergency exit shall consist of a movable door or hatch in the external walls of the fuselage and must provide an unobstructed opening to the outside. (2) Each emergency exit shall be openable from the inside and from the outside. (3) The means of opening each emergency exit shall be simple and obvious and may not require exceptional effort. (4) There shall be means for locking each emergency exit and for preventing opening in flight inadvertently or as a result of mechanical failure. (5) There shall be means to minimise the probability of the jamming of any emergency exit in a minor crash landing as a result of fuselage deformation under the ultimate inertial forces – (i) Upward – 1.5g; (ii) Forward – 4.0g; (iii) Sideward – 2.0g; (iv) Downward – 4.0g. (6) Except as provided in item (8) of this paragraph, each land-based rotorcraft emergency exit must have an approved slide as stated in paragraph (g) of this subsection, or its equivalent, to assist occupants in descending to the ground from each floor level exit and an approved rope, or its equivalent, for all other exits, if the exit threshold is more than 6 feet above the ground— (i) With the rotorcraft on the ground and with the landing gear extended; (ii) With one or more legs or part of the landing gear collapsed, broken, or not extended; and (iii) With the rotorcraft resting on its side, provided this was accomplished during the emergency evacuation test during type certification of the helicopter. (7) The slide for each passenger emergency exit shall be a self-supporting slide or equivalent, and shall be designed to meet the following requirements: (i) It shall be automatically deployed, and deployment shall begin during the interval between the time the exit opening means is actuated from inside the rotorcraft and the time the exit is fully opened. However, each passenger emergency exit which is also a passenger entrance door or a service door shall be provided with means to prevent deployment of the slide when the exit is opened from either the inside or the outside under non-emergency conditions for normal use. (ii) It shall be automatically erected within 10 seconds after deployment is begun. (iii) It shall be of such length after full deployment that the lower end is self-supporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs or part of the landing gear. (iv) It shall have the capability, in 25-knot winds directed from the most critical angle, to deploy and, with the assistance of only one person, to remain usable after full deployment to evacuate occupants safely to the ground. (v) For helicopters having 30 or fewer passenger seats and having an exit threshold more than 6 feet above the ground, a rope or other assist means may be used in place of the slide specified in item (6) of this paragraph, provided this was accomplished during the emergency evacuation test during type certification of the helicopter. (8) If a rope, with its attachment, is used for compliance with items (6), (7), or (8) of this paragraph, it shall— (i) Withstand a 400-pound static load; and (ii) Attach to the fuselage structure at or above the top of the emergency exit opening, or at another approved location if the stowed rope would reduce the pilot's view in flight. (e) Emergency exit marking. (1) Each passenger emergency exit, its means of access, and its means of opening shall be conspicuously marked for the guidance of occupants using the exits in daylight or in the dark. Such markings shall be designed to remain visible for rotorcraft equipped for overwater flights if the rotorcraft is capsized and the cabin is submerged. (2) The identity and location of each passenger emergency exit shall be recognisable from a distance equal to the width of the cabin. (3) The location of each passenger emergency exit shall be indicated by a sign visible to occupants approaching along the main passenger aisle. There shall be a locating sign— (i) Next to or above the aisle near each floor emergency exit, except that one sign may serve two exits if both exists can be seen readily from that sign; and (ii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location. (4) Each passenger emergency exit marking and each locating sign shall have white letters 1 inch high on a red background 2 inches high, be self or electrically illuminated, and have a minimum luminescence (brightness) of at least 160 micro lamberts. The colors may be reversed if this will increase the emergency illumination of the passenger compartment. (5) The location of each passenger emergency exit operating handle and instructions for opening shall be shown— (i) For each emergency exit, by a marking on or near the exit that is readable from a distance of 30 inches; and (ii) For each Type I or Type II emergency exit with a locking mechanism released by rotary motion of the handle, by— (A) A red arrow, with a shaft at least three-fourths 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 three-fourths of the handle length; and (B) The word "open" in red letters 1 inch high, placed horizontally near the head of the arrow. (6) Each emergency exit, and its means of opening, shall be marked on the outside of the rotorcraft. In addition, the following apply— (i) There shall be a 2-inch colored band outlining each passenger emergency exit, except small rotorcraft with a maximum weight of 12,500 pounds or less may have a 2-inch colored band outlining each exit release lever or device of passenger emergency exits which are normally used doors. (ii) Each outside marking, including the band, shall have color contrast to be readily distinguishable from the surrounding fuselage surface. The contrast shall be such that, if the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. "Reflectance" is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided. (f) Emergency lighting. The following apply: (1) A source of light with its power supply independent of the main lighting system shall be installed to— (i) Illuminate each passenger emergency exit marking and locating sign; and (ii) Provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height on the center line of the main passenger aisle, is at least 0.05 foot- candle. (2) Exterior emergency lighting shall be provided at each emergency exit. The illumination may not be less than 0.05 foot-candle (measured normal to the direction of incident light) for minimum width on the ground surface, with landing gear extended, equal to the width of the emergency exit where an evacuee is likely to make first contact with the ground outside the cabin. The exterior emergency lighting may be provided by either interior or exterior sources with light intensity measurements made with the emergency exits open. (3) Each light required by item (1) or (2) of this paragraph shall be operable manually from the cockpit station and from a point in the passenger compartment that is readily accessible. The cockpit control device must have an "on," "off," and "armed" position so that when turned on at the cockpit or passenger compartment station or when armed at the cockpit station, the emergency lights will either illuminate or remain illuminated upon interruption of the rotorcraft's normal electric power. (4) Any means required to assist the occupants in descending to the ground shall be illuminated so that the erected assist means is visible from the rotorcraft. (i) The assist means must be provided with an illumination of not less than 0.03 foot-candle (measured normal to the direction of the incident light) at the ground end of the erected assist means where an evacuee using the established escape route would normally make first contact with the ground, with the rotorcraft in each of the attitudes corresponding to the collapse of one or more legs of the landing gear. (ii) If the emergency lighting subsystem illuminating the assist means is independent of the rotorcraft's main emergency lighting system, it— (A) Will automatically be activated when the assist means is erected; (B) Will provide the illumination required by (4)(i) above; and (C) Will not be adversely affected by stowage (5) The energy supply to each emergency lighting unit shall provide the required level of illumination for at least 10 minutes at the critical ambient conditions after an emergency landing. (6) If storage batteries are used as the energy supply for the emergency lighting system, they may be recharged from the rotorcraft's main electrical power system provided the charging circuit is designed to preclude inadvertent battery discharge into charging circuit faults. |
