Part 27 — CCAR-27 正常类旋翼航空器适航标准

• FAR Part 27 原文
• CCAR-27 原文

FAR Part 27 原文

Part 27

Authority:

Source:

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§ 27.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for normal category rotorcraft with maximum weights of 7,000 pounds or less and nine or less passenger seats.

(b) Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements of this part.

(c) Multiengine rotorcraft may be type certified as Category A provided the requirements referenced in appendix C of this part are met.

§ 27.2

Special retroactive requirements.

(a) For each rotorcraft manufactured after September 16, 1992, each applicant must show that each occupant's seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section.

(1) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot, when seated with safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. There must be a means to secure belts and harnesses, when not in use, to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(2) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object.

(3) The safety belt and shoulder harness must meet the static and dynamic strength requirements, if applicable, specified by the rotorcraft type certification basis.

(4) For purposes of this section, the date of manufacture is either—

(i) The date the inspection acceptance records, or equivalent, reflect that the rotorcraft is complete and meets the FAA-Approved Type Design Data; or

(ii) The date the foreign civil airworthiness authority certifies that the rotorcraft is complete and issues an original standard airworthiness certificate, or equivalent, in that country.

(b) For rotorcraft with a certification basis established prior to October 18, 1999—

(1) The maximum passenger seat capacity may be increased to eight or nine provided the applicant shows compliance with all the airworthiness requirements of this part in effect on October 18, 1999.

(2) The maximum weight may be increased to greater than 6,000 pounds provided—

(i) The number of passenger seats is not increased above the maximum number certificated on October 18, 1999, or

(ii) The applicant shows compliance with all of the airworthiness requirements of this part in effect on October 18, 1999.

§ 27.21

Proof of compliance.

Each requirement of this subpart must be met at each appropriate combination of weight and center of gravity within the range of loading conditions for which certification is requested. This must be shown—

(a) By tests upon a rotorcraft of the type for which certification is requested, or by calculations based on, and equal in accuracy to, the results of testing; and

(b) By systematic investigation of each required combination of weight and center of gravity if compliance cannot be reasonably inferred from combinations investigated.

§ 27.25

Weight limits.

(a) Maximum weight. The maximum weight (the highest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is—

(1) Not more than—

(i) The highest weight selected by the applicant;

(ii) The design maximum weight (the highest weight at which compliance with each applicable structural loading condition of this part is shown);

(iii) The highest weight at which compliance with each applicable flight requirement of this part is shown; or

(iv) The highest weight in which the provisions of §§ 27.87 or 27.143(c)(1), or combinations thereof, are demonstrated if the weights and operating conditions (altitude and temperature) prescribed by those requirements cannot be met; and

(2) Not less than the sum of—

(i) The empty weight determined under § 27.29; and

(ii) The weight of usable fuel appropriate to the intended operation with full payload;

(iii) The weight of full oil capacity; and

(iv) For each seat, an occupant weight of 170 pounds or any lower weight for which certification is requested.

(b) Minimum weight. The minimum weight (the lowest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is—

(1) Not more than the sum of—

(i) The empty weight determined under § 27.29; and

(ii) The weight of the minimum crew necessary to operate the rotorcraft, assuming for each crewmember a weight no more than 170 pounds, or any lower weight selected by the applicant or included in the loading instructions; and

(2) Not less than—

(i) The lowest weight selected by the applicant;

(ii) The design minimum weight (the lowest weight at which compliance with each applicable structural loading condition of this part is shown); or

(iii) The lowest weight at which compliance with each applicable flight requirement of this part is shown.

(c) Total weight with jettisonable external load. A total weight for the rotorcraft with a jettisonable external load attached that is greater than the maximum weight established under paragraph (a) of this section may be established for any rotorcraft-load combination if—

(1) The rotorcraft-load combination does not include human external cargo,

(2) Structural component approval for external load operations under either § 27.865 or under equivalent operational standards is obtained,

(3) The portion of the total weight that is greater than the maximum weight established under paragraph (a) of this section is made up only of the weight of all or part of the jettisonable external load,

(4) Structural components of the rotorcraft are shown to comply with the applicable structural requirements of this part under the increased loads and stresses caused by the weight increase over that established under paragraph (a) of this section, and

(5) Operation of the rotorcraft at a total weight greater than the maximum certificated weight established under paragraph (a) of this section is limited by appropriate operating limitations under § 27.865(a) and (d) of this part.

§ 27.27

Center of gravity limits.

The extreme forward and aft centers of gravity and, where critical, the extreme lateral centers of gravity must be established for each weight established under § 27.25. Such an extreme may not lie beyond—

(a) The extremes selected by the applicant;

(b) The extremes within which the structure is proven; or

(c) The extremes within which compliance with the applicable flight requirements is shown.

§ 27.29

Empty weight and corresponding center of gravity.

(a) The empty weight and corresponding center of gravity must be determined by weighing the rotorcraft without the crew and payload, but with—

(1) Fixed ballast;

(2) Unusable fuel; and

(3) Full operating fluids, including—

(i) Oil;

(ii) Hydraulic fluid; and

(iii) Other fluids required for normal operation of roto-craft systems, except water intended for injection in the engines.

(b) The condition of the rotorcraft at the time of determining empty weight must be one that is well defined and can be easily repeated, particularly with respect to the weights of fuel, oil, coolant, and installed equipment.

§ 27.31

Removable ballast.

Removable ballast may be used in showing compliance with the flight requirements of this subpart.

§ 27.33

Main rotor speed and pitch limits.

(a) Main rotor speed limits. A range of main rotor speeds must be established that—

(1) With power on, provides adequate margin to accommodate the variations in rotor speed occurring in any appropriate maneuver, and is consistent with the kind of governor or synchronizer used; and

(2) With power off, allows each appropriate autorotative maneuver to be performed throughout the ranges of airspeed and weight for which certification is requested.

(b) Normal main rotor high pitch limits (power on). For rotocraft, except helicopters required to have a main rotor low speed warning under paragraph (e) of this section. It must be shown, with power on and without exceeding approved engine maximum limitations, that main rotor speeds substantially less than the minimum approved main rotor speed will not occur under any sustained flight condition. This must be met by—

(1) Appropriate setting of the main rotor high pitch stop;

(2) Inherent rotorcraft characteristics that make unsafe low main rotor speeds unlikely; or

(3) Adequate means to warn the pilot of unsafe main rotor speeds.

(c) Normal main rotor low pitch limits (power off). It must be shown, with power off, that—

(1) The normal main rotor low pitch limit provides sufficient rotor speed, in any autorotative condition, under the most critical combinations of weight and airspeed; and

(2) It is possible to prevent overspeeding of the rotor without exceptional piloting skill.

(d) Emergency high pitch. If the main rotor high pitch stop is set to meet paragraph (b)(1) of this section, and if that stop cannot be exceeded inadvertently, additional pitch may be made available for emergency use.

(e) Main rotor low speed warning for helicopters. For each single engine helicopter, and each multiengine helicopter that does not have an approved device that automatically increases power on the operating engines when one engine fails, there must be a main rotor low speed warning which meets the following requirements:

(1) The warning must be furnished to the pilot in all flight conditions, including power-on and power-off flight, when the speed of a main rotor approaches a value that can jeopardize safe flight.

(2) The warning may be furnished either through the inherent aerodynamic qualities of the helicopter or by a device.

(3) The warning must be clear and distinct under all conditions, and must be clearly distinguishable from all other warnings. A visual device that requires the attention of the crew within the cockpit is not acceptable by itself.

(4) If a warning device is used, the device must automatically deactivate and reset when the low-speed condition is corrected. If the device has an audible warning, it must also be equipped with a means for the pilot to manually silence the audible warning before the low-speed condition is corrected.

§ 27.45

General.

(a) Unless otherwise prescribed, the performance requirements of this subpart must be met for still air and a standard atmosphere.

(b) The performance must correspond to the engine power available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in paragraphs (d) or (e) of this section, as appropriate.

(c) The available power must correspond to engine power, not exceeding the approved power, less—

(1) Installation losses; and

(2) The power absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.

(d) For reciprocating engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of 80 percent in a standard atmosphere.

(e) For turbine engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of—

(1) 80 percent, at and below standard temperature; and

(2) 34 percent, at and above standard temperature plus 50 degrees F. Between these two temperatures, the relative humidity must vary linearly.

(f) For turbine-engine-powered rotorcraft, a means must be provided to permit the pilot to determine prior to takeoff that each engine is capable of developing the power necessary to achieve the applicable rotorcraft performance prescribed in this subpart.

§ 27.49

Performance at minimum operating speed.

(a) For helicopters—

(1) The hovering ceiling must be determined over the ranges of weight, altitude, and temperature for which certification is requested, with—

(i) Takeoff power;

(ii) The landing gear extended; and

(iii) The helicopter in-ground effect at a height consistent with normal takeoff procedures; and

(2) The hovering ceiling determined under paragraph (a)(1) of this section must be at least—

(i) For reciprocating engine powered helicopters, 4,000 feet at maximum weight with a standard atmosphere;

(ii) For turbine engine powered helicopters, 2,500 feet pressure altitude at maximum weight at a temperature of standard plus 22 °C (standard plus 40 °F).

(3) The out-of-ground effect hovering performance must be determined over the ranges of weight, altitude, and temperature for which certification is requested, using takeoff power.

(b) For rotorcraft other than helicopters, the steady rate of climb at the minimum operating speed must be determined over the ranges of weight, altitude, and temperature for which certification is requested, with—

(1) Takeoff power; and

(2) The landing gear extended.

§ 27.51

Takeoff.

The takeoff, with takeoff power and r.p.m. at the most critical center of gravity, and with weight from the maximum weight at sea level to the weight for which takeoff certification is requested for each altitude covered by this section—

(a) May not require exceptional piloting skill or exceptionally favorable conditions throughout the ranges of altitude from standard sea level conditions to the maximum altitude for which takeoff and landing certification is requested, and

(b) Must be made in such a manner that a landing can be made safely at any point along the flight path if an engine fails. This must be demonstrated up to the maximum altitude for which takeoff and landing certification is requested or 7,000 feet density altitude, whichever is less.

§ 27.65

Climb: all engines operating.

(a) For rotorcraft other than helicopters—

(1) The steady rate of climb, at V Y, must be determined—

(i) With maximum continuous power on each engine;

(ii) With the landing gear retracted; and

(iii) For the weights, altitudes, and temperatures for which certification is requested; and

(2) The climb gradient, at the rate of climb determined in accordance with paragraph (a)(1) of this section, must be either—

(i) At least 1:10 if the horizontal distance required to take off and climb over a 50-foot obstacle is determined for each weight, altitude, and temperature within the range for which certification is requested; or

(ii) At least 1:6 under standard sea level conditions.

(b) Each helicopter must meet the following requirements:

(1) V Y must be determined—

(i) For standard sea level conditions;

(ii) At maximum weight; and

(iii) With maximum continuous power on each engine.

(2) The steady rate of climb must be determined—

(i) At the climb speed selected by the applicant at or below V NE ;

(ii) Within the range from sea level up to the maximum altitude for which certification is requested;

(iii) For the weights and temperatures that correspond to the altitude range set forth in paragraph (b)(2)(ii) of this section and for which certification is requested; and

(iv) With maximum continuous power on each engine.

§ 27.67

Climb: one engine inoperative.

For multiengine helicopters, the steady rate of climb (or descent), at V y (or at the speed for minimum rate of descent), must be determined with—

(a) Maximum weight;

(b) The critical engine inoperative and the remaining engines at either—

(1) Maximum continuous power and, for helicopters for which certification for the use of 30-minute OEI power is requested, at 30-minute OEI power; or

(2) Continuous OEI power for helicopters for which certification for the use of continuous OEI power is requested.

§ 27.71

Autorotation performance.

For single-engine helicopters and multiengine helicopters that do not meet the Category A engine isolation requirements of Part 29 of this chapter, the minimum rate of descent airspeed and the best angle-of-glide airspeed must be determined in autorotation at—

(a) Maximum weight; and

(b) Rotor speed(s) selected by the applicant.

§ 27.75

Landing.

(a) The rotorcraft must be able to be landed with no excessive vertical acceleration, no tendency to bounce, nose over, ground loop, porpoise, or water loop, and without exceptional piloting skill or exceptionally favorable conditions, with—

(1) Approach or autorotation speeds appropriate to the type of rotorcraft and selected by the applicant;

(2) The approach and landing made with—

(i) Power off, for single engine rotorcraft and entered from steady state autorotation; or

(ii) One-engine inoperative (OEI) for multiengine rotorcraft, with each operating engine within approved operating limitations, and entered from an established OEI approach.

(b) Multiengine rotorcraft must be able to be landed safely after complete power failure under normal operating conditions.

§ 27.87

Height-velocity envelope.

(a) If there is any combination of height and forward velocity (including hover) under which a safe landing cannot be made under the applicable power failure condition in paragraph (b) of this section, a limiting height-velocity envelope must be established (including all pertinent information) for that condition, throughout the ranges of—

(1) Altitude, from standard sea level conditions to the maximum altitude capability of the rotorcraft, or 7000 feet density altitude, whichever is less; and

(2) Weight, from the maximum weight at sea level to the weight selected by the applicant for each altitude covered by paragraph (a)(1) of this section. For helicopters, the weight at altitudes above sea level may not be less than the maximum weight or the highest weight allowing hovering out-of-ground effect, whichever is lower.

(b) The applicable power failure conditions are—

(1) For single-engine helicopters, full autorotation;

(2) For multiengine helicopters, OEI (where engine isolation features ensure continued operation of the remaining engines), and the remaining engine(s) within approved limits and at the minimum installed specification power available for the most critical combination of approved ambient temperature and pressure altitude resulting in 7000 feet density altitude or the maximum altitude capability of the helicopter, whichever is less, and

(3) For other rotorcraft, conditions appropriate to the type.

§ 27.141

General.

The rotorcraft must—

(a) Except as specifically required in the applicable section, meet the flight characteristics requirements of this subpart—

(1) At the altitudes and temperatures expected in operation;

(2) Under any critical loading condition within the range of weights and centers of gravity for which certification is requested;

(3) For power-on operations, under any condition of speed, power, and rotor r.p.m. for which certification is requested; and

(4) For power-off operations, under any condition of speed and rotor r.p.m. for which certification is requested that is attainable with the controls rigged in accordance with the approved rigging instructions and tolerances;

(b) Be able to maintain any required flight condition and make a smooth transition from any flight condition to any other flight condition without exceptional piloting skill, alertness, or strength, and without danger of exceeding the limit load factor under any operating condition probable for the type, including—

(1) Sudden failure of one engine, for multiengine rotorcraft meeting Transport Category A engine isolation requirements of Part 29 of this chapter;

(2) Sudden, complete power failure for other rotorcraft; and

(3) Sudden, complete control system failures specified in § 27.695 of this part; and

(c) Have any additional characteristic required for night or instrument operation, if certification for those kinds of operation is requested. Requirements for helicopter instrument flight are contained in appendix B of this part.

§ 27.143

Controllability and maneuverability.

(a) The rotorcraft must be safely controllable and maneuverable—

(1) During steady flight; and

(2) During any maneuver appropriate to the type, including—

(i) Takeoff;

(ii) Climb;

(iii) Level flight;

(iv) Turning flight;

(v) Autorotation;

(vi) Landing (power on and power off); and

(vii) Recovery to power-on flight from a balked autorotative approach.

(b) The margin of cyclic control must allow satisfactory roll and pitch control at V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Critical rotor r.p.m.; and

(4) Power off (except for helicopters demonstrating compliance with paragraph (f) of this section) and power on.

(c) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control on or near the ground in any maneuver appropriate to the type (such as crosswind takeoffs, sideward flight, and rearward flight)—

(1) With altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft or 7000 feet density altitude, whichever is less; with—

(i) Critical Weight;

(ii) Critical center of gravity;

(iii) Critical rotor r.p.m.;

(2) For takeoff and landing altitudes above 7000 feet density altitude with—

(i) Weight selected by the applicant;

(ii) Critical center of gravity; and

(iii) Critical rotor r.p.m.

(d) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control out-of-ground-effect, with—

(1) Weight selected by the applicant;

(2) Critical center of gravity;

(3) Rotor r.p.m. selected by the applicant; and

(4) Altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft.

(e) The rotorcraft, after (1) failure of one engine in the case of multiengine rotorcraft that meet Transport Category A engine isolation requirements, or (2) complete engine failure in the case of other rotorcraft, must be controllable over the range of speeds and altitudes for which certification is requested when such power failure occurs with maximum continuous power and critical weight. No corrective action time delay for any condition following power failure may be less than—

(i) For the cruise condition, one second, or normal pilot reaction time (whichever is greater); and

(ii) For any other condition, normal pilot reaction time.

(f) For helicopters for which a V NE (power-off) is established under § 27.1505(c), compliance must be demonstrated with the following requirements with critical weight, critical center of gravity, and critical rotor r.p.m.:

(1) The helicopter must be safely slowed to V NE (power-off), without exceptional pilot skill, after the last operating engine is made inoperative at power-on V NE.

(2) At a speed of 1.1 V NE (power-off), the margin of cyclic control must allow satisfactory roll and pitch control with power off.

§ 27.151

Flight controls.

(a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force, friction, or preload.

(b) Control system forces and free play may not inhibit a smooth, direct rotorcraft response to control system input.

§ 27.161

Trim control.

The trim control—

(a) Must trim any steady longitudinal, lateral, and collective control forces to zero in level flight at any appropriate speed; and

(b) May not introduce any undesirable discontinuities in control force gradients.

§ 27.171

Stability: general.

The rotorcraft must be able to be flown, without undue pilot fatigue or strain, in any normal maneuver for a period of time as long as that expected in normal operation. At least three landings and takeoffs must be made during this demonstration.

§ 27.173

Static longitudinal stability.

(a) The longitudinal control must be designed so that a rearward movement of the control is necessary to obtain an airspeed less than the trim speed, and a forward movement of the control is necessary to obtain an airspeed more than the trim speed.

(b) Throughout the full range of altitude for which certification is requested, with the throttle and collective pitch held constant during the maneuvers specified in § 27.175(a) through (d), the slope of the control position versus airspeed curve must be positive. However, in limited flight conditions or modes of operation determined by the Administrator to be acceptable, the slope of the control position versus airspeed curve may be neutral or negative if the rotorcraft possesses flight characteristics that allow the pilot to maintain airspeed within ±5 knots of the desired trim airspeed without exceptional piloting skill or alertness.

§ 27.175

Demonstration of static longitudinal stability.

(a) Climb. Static longitudinal stability must be shown in the climb condition at speeds from Vy − 10 kt to Vy + 10 kt with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Maximum continuous power;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at V Y.

(b) Cruise. Static longitudinal stability must be shown in the cruise condition at speeds from 0.8 V NE − 10 kt to 0.8 V NE + 10 kt or, if V H is less than 0.8 V NE , from V H −10 kt to V H + 10 kt, with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power for level flight at 0.8 V NE or V H , whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at 0.8 V NE or V H , whichever is less.

(c) V NE. Static longitudinal stability must be shown at speeds from V NE − 20 kt to V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power required for level flight at V NE −10 kt or maximum continuous power, whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at V NE − 10 kt.

(d) Autorotation. Static longitudinal stability must be shown in autorotation at—

(1) Airspeeds from the minimum rate of descent airspeed−10 kt to the minimum rate of descent airspeed + 10 kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear extended; and

(iv) The rotorcraft trimmed at the minimum rate of descent airspeed.

(2) Airspeeds from best angle-of-glide airspeed−10 kt to the best angle-of-glide airspeed + 10 kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear retracted; and

(iv) The rotorcraft trimmed at the best angle-of-glide airspeed.

§ 27.177

Static directional stability.

(a) The directional controls must operate in such a manner that the sense and direction of motion of the rotorcraft following control displacement are in the direction of the pedal motion with the throttle and collective controls held constant at the trim conditions specified in § 27.175(a), (b), and (c). Sideslip angles must increase with steadily increasing directional control deflection for sideslip angles up to the lesser of—

(1) ±25 degrees from trim at a speed of 15 knots less than the speed for minimum rate of descent varying linearly to ±10 degrees from trim at V NE ;

(2) The steady state sideslip angles established by § 27.351;

(3) A sideslip angle selected by the applicant, which corresponds to a sideforce of at least 0.1g; or

(4) The sideslip angle attained by maximum directional control input.

(b) Sufficient cues must accompany the sideslip to alert the pilot when the aircraft is approaching the sideslip limits.

(c) During the maneuver specified in paragraph (a) of this section, the sideslip angle versus directional control position curve may have a negative slope within a small range of angles around trim, provided the desired heading can be maintained without exceptional piloting skill or alertness.

§ 27.231

General.

The rotorcraft must have satisfactory ground and water handling characteristics, including freedom from uncontrollable tendencies in any condition expected in operation.

§ 27.235

Taxiing condition.

The rotorcraft must be designed to withstand the loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 27.239

Spray characteristics.

If certification for water operation is requested, no spray characteristics during taxiing, takeoff, or landing may obscure the vision of the pilot or damage the rotors, propellers, or other parts of the rotorcraft.

§ 27.241

Ground resonance.

The rotorcraft may have no dangerous tendency to oscillate on the ground with the rotor turning.

§ 27.251

Vibration.

Each part of the rotorcraft must be free from excessive vibration under each appropriate speed and power condition.

§ 27.301

Loads.

(a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads.

(b) Unless otherwise provided, the specified air, ground, and water loads must be placed in equilibrium with inertia forces, considering each item of mass in the rotorcraft. These loads must be distributed to closely approximate or conservatively represent actual conditions.

(c) If deflections under load would significantly change the distribution of external or internal loads, this redistribution must be taken into account.

§ 27.303

Factor of safety.

Unless otherwise provided, a factor of safety of 1.5 must be used. This factor applies to external and inertia loads unless its application to the resulting internal stresses is more conservative.

§ 27.305

Strength and deformation.

(a) The structure must be able to support limit loads without detrimental or permanent deformation. At any load up to limit loads, the deformation may not interfere with safe operation.

(b) The structure must be able to support ultimate loads without failure. This must be shown by—

(1) Applying ultimate loads to the structure in a static test for at least three seconds; or

(2) Dynamic tests simulating actual load application.

§ 27.307

Proof of structure.

(a) Compliance with the strength and deformation requirements of this subpart must be shown for each critical loading condition accounting for the environment to which the structure will be exposed in operation. Structural analysis (static or fatigue) may be used only if the structure conforms to those structures for which experience has shown this method to be reliable. In other cases, substantiating load tests must be made.

(b) Proof of compliance with the strength requirements of this subpart must include—

(1) Dynamic and endurance tests of rotors, rotor drives, and rotor controls;

(2) Limit load tests of the control system, including control surfaces;

(3) Operation tests of the control system;

(4) Flight stress measurement tests;

(5) Landing gear drop tests; and

(6) Any additional test required for new or unusual design features.

§ 27.309

Design limitations.

The following values and limitations must be established to show compliance with the structural requirements of this subpart:

(a) The design maximum weight.

(b) The main rotor r.p.m. ranges power on and power off.

(c) The maximum forward speeds for each main rotor r.p.m. within the ranges determined under paragraph (b) of this section.

(d) The maximum rearward and sideward flight speeds.

(e) The center of gravity limits corresponding to the limitations determined under paragraphs (b), (c), and (d) of this section.

(f) The rotational speed ratios between each powerplant and each connected rotating component.

(g) The positive and negative limit maneuvering load factors.

§ 27.321

General.

(a) The flight load factor must be assumed to act normal to the longitudinal axis of the rotorcraft, and to be equal in magnitude and opposite in direction to the rotorcraft inertia load factor at the center of gravity.

(b) Compliance with the flight load requirements of this subpart must be shown—

(1) At each weight from the design minimum weight to the design maximum weight; and

(2) With any practical distribution of disposable load within the operating limitations in the Rotorcraft Flight Manual.

§ 27.337

Limit maneuvering load factor.

The rotorcraft must be designed for—

(a) A limit maneuvering load factor ranging from a positive limit of 3.5 to a negative limit of −1.0; or

(b) Any positive limit maneuvering load factor not less than 2.0 and any negative limit maneuvering load factor of not less than −0.5 for which—

(1) The probability of being exceeded is shown by analysis and flight tests to be extremely remote; and

(2) The selected values are appropriate to each weight condition between the design maximum and design minimum weights.

§ 27.339

Resultant limit maneuvering loads.

The loads resulting from the application of limit maneuvering load factors are assumed to act at the center of each rotor hub and at each auxiliary lifting surface, and to act in directions, and with distributions of load among the rotors and auxiliary lifting surfaces, so as to represent each critical maneuvering condition, including power-on and power-off flight with the maximum design rotor tip speed ratio. The rotor tip speed ratio is the ratio of the rotorcraft flight velocity component in the plane of the rotor disc to the rotational tip speed of the rotor blades, and is expressed as follows:

§ 27.341

Gust loads.

The rotorcraft must be designed to withstand, at each critical airspeed including hovering, the loads resulting from a vertical gust of 30 feet per second.

§ 27.351

Yawing conditions.

(a) Each rotorcraft must be designed for the loads resulting from the maneuvers specified in paragraphs (b) and (c) of this section with—

(1) Unbalanced aerodynamic moments about the center of gravity which the aircraft reacts to in a rational or conservative manner considering the principal masses furnishing the reacting inertia forces; and

(2) Maximum main rotor speed.

(b) To produce the load required in paragraph (a) of this section, in unaccelerated flight with zero yaw, at forward speeds from zero up to 0.6 V NE —

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 27.397(a);

(2) Attain a resulting sideslip angle or 90°, whichever is less; and

(3) Return the directional control suddenly to neutral.

(c) To produce the load required in paragraph (a) of this section, in unaccelerated flight with zero yaw, at forward speeds from 0.6 V NE up to V NE or V H , whichever is less—

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 27.397(a);

(2) Attain a resulting sideslip angle or 15°, whichever is less, at the lesser speed of V NE or V H ;

(3) Vary the sideslip angles of paragraphs (b)(2) and (c)(2) of this section directly with speed; and

(4) Return the directional control suddenly to neutral.

§ 27.361

Engine torque.

(a) For turbine engines, the limit torque may not be less than the highest of—

(1) The mean torque for maximum continuous power multiplied by 1.25;

(2) The torque required by § 27.923;

(3) The torque required by § 27.927; or

(4) The torque imposed by sudden engine stoppage due to malfunction or structural failure (such as compressor jamming).

(b) For reciprocating engines, the limit torque may not be less than the mean torque for maximum continuous power multiplied by—

(1) 1.33, for engines with five or more cylinders; and

(2) Two, three, and four, for engines with four, three, and two cylinders, respectively.

§ 27.391

General.

Each auxiliary rotor, each fixed or movable stabilizing or control surface, and each system operating any flight control must meet the requirements of §§ 27.395, 27.397, 27.399, 27.411, and 27.427.

§ 27.395

Control system.

(a) The part of each control system from the pilot's controls to the control stops must be designed to withstand pilot forces of not less than—

(1) The forces specified in § 27.397; or

(2) If the system prevents the pilot from applying the limit pilot forces to the system, the maximum forces that the system allows the pilot to apply, but not less than 0.60 times the forces specified in § 27.397.

(b) Each primary control system, including its supporting structure, must be designed as follows:

(1) The system must withstand loads resulting from the limit pilot forces prescribed in § 27.397.

(2) Notwithstanding paragraph (b)(3) of this section, when power-operated actuator controls or power boost controls are used, the system must also withstand the loads resulting from the force output of each normally energized power device, including any single power boost or actuator system failure.

(3) If the system design or the normal operating loads are such that a part of the system cannot react to the limit pilot forces prescribed in § 27.397, that part of the system must be designed to withstand the maximum loads that can be obtained in normal operation. The minimum design loads must, in any case, provide a rugged system for service use, including consideration of fatigue, jamming, ground gusts, control inertia, and friction loads. In the absence of rational analysis, the design loads resulting from 0.60 of the specified limit pilot forces are acceptable minimum design loads.

(4) If operational loads may be exceeded through jamming, ground gusts, control inertia, or friction, the system must withstand the limit pilot forces specified in § 27.397, without yielding.

§ 27.397

Limit pilot forces and torques.

(a) Except as provided in paragraph (b) of this section, the limit pilot forces are as follows:

(1) For foot controls, 130 pounds.

(2) For stick controls, 100 pounds fore and aft, and 67 pounds laterally.

(b) For flap, tab, stabilizer, rotor brake, and landing gear operating controls, the follows apply (R = radius in inches):

(1) Crank, wheel, and lever controls, [1 + R]/3 × 50 pounds, but not less than 50 pounds nor more than 100 pounds for hand operated controls or 130 pounds for foot operated controls, applied at any angle within 20 degrees of the plane of motion of the control.

(2) Twist controls, 80R inch-pounds.

§ 27.399

Dual control system.

Each dual primary flight control system must be designed to withstand the loads that result when pilot forces of 0.75 times those obtained under § 27.395 are applied—

(a) In opposition; and

(b) In the same direction.

§ 27.411

Ground clearance: tail rotor guard.

(a) It must be impossible for the tail rotor to contact the landing surface during a normal landing.

(b) If a tail rotor guard is required to show compliance with paragraph (a) of this section—

(1) Suitable design loads must be established for the guard; and

(2) The guard and its supporting structure must be designed to withstand those loads.

§ 27.427

Unsymmetrical loads.

(a) Horizontal tail surfaces and their supporting structure must be designed for unsymmetrical loads arising from yawing and rotor wake effects in combination with the prescribed flight conditions.

(b) To meet the design criteria of paragraph (a) of this section, in the absence of more rational data, both of the following must be met:

(1) One hundred percent of the maximum loading from the symmetrical flight conditions acts on the surface on one side of the plane of symmetry, and no loading acts on the other side.

(2) Fifty percent of the maximum loading from the symmetrical flight conditions acts on the surface on each side of the plane of symmetry but in opposite directions.

(c) For empennage arrangements where the horizontal tail surfaces are supported by the vertical tail surfaces, the vertical tail surfaces and supporting structure must be designed for the combined vertical and horizontal surface loads resulting from each prescribed flight condition, considered separately. The flight conditions must be selected so the maximum design loads are obtained on each surface. In the absence of more rational data, the unsymmetrical horizontal tail surface loading distributions described in this section must be assumed.

§ 27.471

General.

(a) Loads and equilibrium. For limit ground loads—

(1) The limit ground loads obtained in the landing conditions in this part must be considered to be external loads that would occur in the rotorcraft structure if it were acting as a rigid body; and

(2) In each specified landing condition, the external loads must be placed in equilibrium with linear and angular inertia loads in a rational or conservative manner.

(b) Critical centers of gravity. The critical centers of gravity within the range for which certification is requested must be selected so that the maximum design loads are obtained in each landing gear element.

§ 27.473

Ground loading conditions and assumptions.

(a) For specified landing conditions, a design maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight.

(b) Unless otherwise prescribed, for each specified landing condition, the rotorcraft must be designed for a limit load factor of not less than the limit inertia load factor substantiated under § 27.725.

§ 27.475

Tires and shock absorbers.

Unless otherwise prescribed, for each specified landing condition, the tires must be assumed to be in their static position and the shock absorbers to be in their most critical position.

§ 27.477

Landing gear arrangement.

Sections 27.235, 27.479 through 27.485, and 27.493 apply to landing gear with two wheels aft, and one or more wheels forward, of the center of gravity.

§ 27.479

Level landing conditions.

(a) Attitudes. Under each of the loading conditions prescribed in paragraph (b) of this section, the rotorcraft is assumed to be in each of the following level landing attitudes:

(1) An attitude in which all wheels contact the ground simultaneously.

(2) An attitude in which the aft wheels contact the ground with the forward wheels just clear of the ground.

(b) Loading conditions. The rotorcraft must be designed for the following landing loading conditions:

(1) Vertical loads applied under § 27.471.

(2) The loads resulting from a combination of the loads applied under paragraph (b)(1) of this section with drag loads at each wheel of not less than 25 percent of the vertical load at that wheel.

(3) If there are two wheels forward, a distribution of the loads applied to those wheels under paragraphs (b)(1) and (2) of this section in a ratio of 40:60.

(c) Pitching moments. Pitching moments are assumed to be resisted by—

(1) In the case of the attitude in paragraph (a)(1) of this section, the forward landing gear; and

(2) In the case of the attitude in paragraph (a)(2) of this section, the angular inertia forces.

§ 27.481

Tail-down landing conditions.

(a) The rotorcraft is assumed to be in the maximum nose-up attitude allowing ground clearance by each part of the rotorcraft.

(b) In this attitude, ground loads are assumed to act perpendicular to the ground.

§ 27.483

One-wheel landing conditions.

For the one-wheel landing condition, the rotorcraft is assumed to be in the level attitude and to contact the ground on one aft wheel. In this attitude—

(a) The vertical load must be the same as that obtained on that side under § 27.479(b)(1); and

(b) The unbalanced external loads must be reacted by rotorcraft inertia.

§ 27.485

Lateral drift landing conditions.

(a) The rotorcraft is assumed to be in the level landing attitude, with—

(1) Side loads combined with one-half of the maximum ground reactions obtained in the level landing conditions of § 27.479 (b)(1); and

(2) The loads obtained under paragraph (a)(1) of this section applied—

(i) At the ground contact point; or

(ii) For full-swiveling gear, at the center of the axle.

(b) The rotorcraft must be designed to withstand, at ground contact—

(1) When only the aft wheels contact the ground, side loads of 0.8 times the vertical reaction acting inward on one side, and 0.6 times the vertical reaction acting outward on the other side, all combined with the vertical loads specified in paragraph (a) of this section; and

(2) When all wheels contact the ground simultaneously—

(i) For the aft wheels, the side loads specified in paragraph (b)(1) of this section; and

(ii) For the forward wheels, a side load of 0.8 times the vertical reaction combined with the vertical load specified in paragraph (a) of this section.

§ 27.493

Braked roll conditions.

Under braked roll conditions with the shock absorbers in their static positions—

(a) The limit vertical load must be based on a load factor of at least—

(1) 1.33, for the attitude specified in § 27.479(a)(1); and

(2) 1.0 for the attitude specified in § 27.479(a)(2); and

(b) The structure must be designed to withstand at the ground contact point of each wheel with brakes, a drag load at least the lesser of—

(1) The vertical load multiplied by a coefficient of friction of 0.8; and

(2) The maximum value based on limiting brake torque.

§ 27.497

Ground loading conditions: landing gear with tail wheels.

(a) General. Rotorcraft with landing gear with two wheels forward, and one wheel aft, of the center of gravity must be designed for loading conditions as prescribed in this section.

(b) Level landing attitude with only the forward wheels contacting the ground. In this attitude—

(1) The vertical loads must be applied under §§ 27.471 through 27.475;

(2) The vertical load at each axle must be combined with a drag load at that axle of not less than 25 percent of that vertical load; and

(3) Unbalanced pitching moments are assumed to be resisted by angular inertia forces.

(c) Level landing attitude with all wheels contacting the ground simultaneously. In this attitude, the rotorcraft must be designed for landing loading conditions as prescribed in paragraph (b) of this section.

(d) Maximum nose-up attitude with only the rear wheel contacting the ground. The attitude for this condition must be the maximum nose-up attitude expected in normal operation, including autorotative landings. In this attitude—

(1) The appropriate ground loads specified in paragraphs (b)(1) and (2) of this section must be determined and applied, using a rational method to account for the moment arm between the rear wheel ground reaction and the rotorcraft center of gravity; or

(2) The probability of landing with initial contact on the rear wheel must be shown to be extremely remote.

(e) Level landing attitude with only one forward wheel contacting the ground. In this attitude, the rotorcraft must be designed for ground loads as specified in paragraphs (b)(1) and (3) of this section.

(f) Side loads in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, the following apply:

(1) The side loads must be combined at each wheel with one-half of the maximum vertical ground reactions obtained for that wheel under paragraphs (b) and (c) of this section. In this condition, the side loads must be—

(i) For the forward wheels, 0.8 times the vertical reaction (on one side) acting inward, and 0.6 times the vertical reaction (on the other side) acting outward; and

(ii) For the rear wheel, 0.8 times the vertical reaction.

(2) The loads specified in paragraph (f)(1) of this section must be applied—

(i) At the ground contact point with the wheel in the trailing position (for non-full swiveling landing gear or for full swiveling landing gear with a lock, steering device, or shimmy damper to keep the wheel in the trailing position); or

(ii) At the center of the axle (for full swiveling landing gear without a lock, steering device, or shimmy damper).

(g) Braked roll conditions in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, and with the shock absorbers in their static positions, the rotorcraft must be designed for braked roll loads as follows:

(1) The limit vertical load must be based on a limit vertical load factor of not less than—

(i) 1.0, for the attitude specified in paragraph (b) of this section; and

(ii) 1.33, for the attitude specified in paragraph (c) of this section.

(2) For each wheel with brakes, a drag load must be applied, at the ground contact point, of not less than the lesser of—

(i) 0.8 times the vertical load; and

(ii) The maximum based on limiting brake torque.

(h) Rear wheel turning loads in the static ground attitude. In the static ground attitude, and with the shock absorbers and tires in their static positions, the rotorcraft must be designed for rear wheel turning loads as follows:

(1) A vertical ground reaction equal to the static load on the rear wheel must be combined with an equal sideload.

(2) The load specified in paragraph (h)(1) of this section must be applied to the rear landing gear—

(i) Through the axle, if there is a swivel (the rear wheel being assumed to be swiveled 90 degrees to the longitudinal axis of the rotorcraft); or

(ii) At the ground contact point, if there is a lock, steering device or shimmy damper (the rear wheel being assumed to be in the trailing position).

(i) Taxiing condition. The rotorcraft and its landing gear must be designed for loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 27.501

Ground loading conditions: landing gear with skids.

(a) General. Rotorcraft with landing gear with skids must be designed for the loading conditions specified in this section. In showing compliance with this section, the following apply:

(1) The design maximum weight, center of gravity, and load factor must be determined under §§ 27.471 through 27.475.

(2) Structural yielding of elastic spring members under limit loads is acceptable.

(3) Design ultimate loads for elastic spring members need not exceed those obtained in a drop test of the gear with—

(i) A drop height of 1.5 times that specified in § 27.725; and

(ii) An assumed rotor lift of not more than 1.5 times that used in the limit drop tests prescribed in § 27.725.

(4) Compliance with paragraphs (b) through (e) of this section must be shown with—

(i) The gear in its most critically deflected position for the landing condition being considered; and

(ii) The ground reactions rationally distributed along the bottom of the skid tube.

(b) Vertical reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the vertical reactions must be applied as prescribed in paragraph (a) of this section.

(c) Drag reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical reactions must be combined with horizontal drag reactions of 50 percent of the vertical reaction applied at the ground.

(2) The resultant ground loads must equal the vertical load specified in paragraph (b) of this section.

(d) Sideloads in the level landing attitude. In the level attitude,and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical ground reaction must be—

(i) Equal to the vertical loads obtained in the condition specified in paragraph (b) of this section; and

(ii) Divided equally among the skids.

(2) The vertical ground reactions must be combined with a horizontal sideload of 25 percent of their value.

(3) The total sideload must be applied equally between the skids and along the length of the skids.

(4) The unbalanced moments are assumed to be resisted by angular inertia.

(5) The skid gear must be investigated for—

(i) Inward acting sideloads; and

(ii) Outward acting sideloads.

(e) One-skid landing loads in the level attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of one skid only, the following apply:

(1) The vertical load on the ground contact side must be the same as that obtained on that side in the condition specified in paragraph (b) of this section.

(2) The unbalanced moments are assumed to be resisted by angular inertia.

(f) Special conditions. In addition to the conditions specified in paragraphs (b) and (c) of this section, the rotorcraft must be designed for the following ground reactions:

(1) A ground reaction load acting up and aft at an angle of 45 degrees to the longitudinal axis of the rotorcraft. This load must be—

(i) Equal to 1.33 times the maximum weight;

(ii) Distributed symmetrically among the skids;

(iii) Concentrated at the forward end of the straight part of the skid tube; and

(iv) Applied only to the forward end of the skid tube and its attachment to the rotorcraft.

(2) With the rotorcraft in the level landing attitude, a vertical ground reaction load equal to one-half of the vertical load determined under paragraph (b) of this section. This load must be—

(i) Applied only to the skid tube and its attachment to the rotorcraft; and

(ii) Distributed equally over 33.3 percent of the length between the skid tube attachments and centrally located midway between the skid tube attachments.

§ 27.505

Ski landing conditions.

If certification for ski operation is requested, the rotorcraft, with skis, must be designed to withstand the following loading conditions (where P is the maximum static weight on each ski with the rotorcraft at design maximum weight, and n is the limit load factor determined under § 27.473(b).

(a) Up-load conditions in which—

(1) A vertical load of Pn and a horizontal load of Pn/ 4 are simultaneously applied at the pedestal bearings; and

(2) A vertical load of 1.33 P is applied at the pedestal bearings.

(b) A side-load condition in which a side load of 0.35 Pn is applied at the pedestal bearings in a horizontal plane perpendicular to the centerline of the rotorcraft.

(c) A torque-load condition in which a torque load of 1.33 P (in foot pounds) is applied to the ski about the vertical axis through the centerline of the pedestal bearings.

§ 27.521

Float landing conditions.

If certification for float operation is requested, the rotorcraft, with floats, must be designed to withstand the following loading conditions (where the limit load factor is determined under § 27.473(b) or assumed to be equal to that determined for wheel landing gear):

(a) Up-load conditions in which—

(1) A load is applied so that, with the rotorcraft in the static level attitude, the resultant water reaction passes vertically through the center of gravity; and

(2) The vertical load prescribed in paragraph (a)(1) of this section is applied simultaneously with an aft component of 0.25 times the vertical component.

(b) A side-load condition in which—

(1) A vertical load of 0.75 times the total vertical load specified in paragraph (a)(1) of this section is divided equally among the floats; and

(2) For each float, the load share determined under paragraph (b)(1) of this section, combined with a total side load of 0.25 times the total vertical load specified in paragraph (b)(1) of this section, is applied to that float only.

§ 27.547

Main rotor structure.

(a) Each main rotor assembly (including rotor hubs and blades) must be designed as prescribed in this section.

(b) [Reserved]

(c) The main rotor structure must be designed to withstand the following loads prescribed in §§ 27.337 through 27.341:

(1) Critical flight loads.

(2) Limit loads occurring under normal conditions of autorotation. For this condition, the rotor r.p.m. must be selected to include the effects of altitude.

(d) The main rotor structure must be designed to withstand loads simulating—

(1) For the rotor blades, hubs, and flapping hinges, the impact force of each blade against its stop during ground operation; and

(2) Any other critical condition expected in normal operation.

(e) The main rotor structure must be designed to withstand the limit torque at any rotational speed, including zero. In addition:

(1) The limit torque need not be greater than the torque defined by a torque limiting device (where provided), and may not be less than the greater of—

(i) The maximum torque likely to be transmitted to the rotor structure in either direction; and

(ii) The limit engine torque specified in § 27.361.

(2) The limit torque must be distributed to the rotor blades in a rational manner.

§ 27.549

Fuselage, landing gear, and rotor pylon structures.

(a) Each fuselage, landing gear, and rotor pylon structure must be designed as prescribed in this section. Resultant rotor forces may be represented as a single force applied at the rotor hub attachment point.

(b) Each structure must be designed to withstand—

(1) The critical loads prescribed in §§ 27.337 through 27.341;

(2) The applicable ground loads prescribed in §§ 27.235, 27.471 through 27.485, 27.493, 27.497, 27.501, 27.505, and 27.521; and

(3) The loads prescribed in § 27.547 (d)(2) and (e).

(c) Auxiliary rotor thrust, and the balancing air and inertia loads occurring under accelerated flight conditions, must be considered.

(d) Each engine mount and adjacent fuselage structure must be designed to withstand the loads occurring under accelerated flight and landing conditions, including engine torque.

§ 27.561

General.

(a) The rotorcraft, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect the occupants under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a crash landing when—

(1) Proper use is made of seats, belts, and other safety design provisions;

(2) The wheels are retracted (where applicable); and

(3) Each occupant and each item of mass inside the cabin that could injure an occupant is restrained when subjected to the following ultimate inertial load factors relative to the surrounding structure:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g, after intended displacement of the seat device.

(v) Rearward—1.5g.

(c) The supporting structure must be designed to restrain, under any ultimate inertial load up to those specified in this paragraph, any item of mass above and/or behind the crew and passenger compartment that could injure an occupant if it came loose in an emergency landing. Items of mass to be considered include, but are not limited to, rotors, transmissions, and engines. The items of mass must be restrained for the following ultimate inertial load factors:

(1) Upward—1.5g.

(2) Forward—12g.

(3) Sideward—6g.

(4) Downward—12g.

(5) Rearward—1.5g

(d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level must be designed to resist the following ultimate inertial factors and loads and to protect the fuel tanks from rupture when those loads are applied to that area:

(i) Upward—1.5g.

(ii) Forward—4.0g.

(iii) Sideward—2.0g.

(iv) Downward—4.0g.

§ 27.562

Emergency landing dynamic conditions.

(a) The rotorcraft, although it may be damaged in an emergency crash landing, must be designed to reasonably protect each occupant when—

(1) The occupant properly uses the seats, safety belts, and shoulder harnesses provided in the design; and

(2) The occupant is exposed to the loads resulting from the conditions prescribed in this section.

(b) Each seat type design or other seating device approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat in accordance with the following criteria. The tests must be conducted with an occupant, simulated by a 170-pound anthropomorphic test dummy (ATD), as defined by 49 CFR 572, subpart B, or its equivalent, sitting in the normal upright position.

(1) A change in downward velocity of not less than 30 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is canted upward 60° with respect to the impact velocity vector, and the rotorcraft's lateral axis is perpendicular to a vertical plane containing the impact velocity vector and the rotorcraft's longitudinal axis. Peak floor deceleration must occur in not more than 0.031 seconds after impact and must reach a minimum of 30g's.

(2) A change in forward velocity of not less than 42 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is yawed 10° either right or left of the impact velocity vector (whichever would cause the greatest load on the shoulder harness), the rotorcraft's lateral axis is contained in a horizontal plane containing the impact velocity vector, and the rotorcraft's vertical axis is perpendicular to a horizontal plane containing the impact velocity vector. Peak floor deceleration must occur in not more than 0.071 seconds after impact and must reach a minimum of 18.4g's.

(3) Where floor rails or floor or sidewall attachment devices are used to attach the seating devices to the airframe structure for the conditions of this section, the rails or devices must be misaligned with respect to each other by at least 10° vertically (i.e., pitch out of parallel) and by at least a 10° lateral roll, with the directions optional, to account for possible floor warp.

(c) Compliance with the following must be shown:

(1) The seating device system must remain intact although it may experience separation intended as part of its design.

(2) The attachment between the seating device and the airframe structure must remain intact, although the structure may have exceeded its limit load.

(3) The ATD's shoulder harness strap or straps must remain on or in the immediate vicinity of the ATD's shoulder during the impact.

(4) The safety belt must remain on the ATD's pelvis during the impact.

(5) The ATD's head either does not contact any portion of the crew or passenger compartment, or if contact is made, the head impact does not exceed a head injury criteria (HIC) of 1,000 as determined by this equation.

(6) Loads in individual upper torso harness straps must not exceed 1,750 pounds. If dual straps are used for retaining the upper torso, the total harness strap loads must not exceed 2,000 pounds.

(7) The maximum compressive load measured between the pelvis and the lumbar column of the ATD must not exceed 1,500 pounds.

(d) An alternate approach that achieves an equivalent or greater level of occupant protection, as required by this section, must be substantiated on a rational basis.

§ 27.563

Structural ditching provisions.

If certification with ditching provisions is requested, structural strength for ditching must meet the requirements of this section and § 27.801(e).

(a) Forward speed landing conditions. The rotorcraft must initially contact the most critical wave for reasonably probable water conditions at forward velocities from zero up to 30 knots in likely pitch, roll, and yaw attitudes. The rotorcraft limit vertical descent velocity may not be less than 5 feet per second relative to the mean water surface. Rotor lift may be used to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight. A maximum forward velocity of less than 30 knots may be used in design if it can be demonstrated that the forward velocity selected would not be exceeded in a normal one-engine-out touchdown.

(b) Auxiliary or emergency float conditions —(1) Floats fixed or deployed before initial water contact. In addition to the landing loads in paragraph (a) of this section, each auxiliary or emergency float, of its support and attaching structure in the airframe or fuselage, must be designed for the load developed by a fully immersed float unless it can be shown that full immersion is unlikely. If full immersion is unlikely, the highest likely float buoyancy load must be applied. The highest likely buoyancy load must include consideration of a partially immersed float creating restoring moments to compensate the upsetting moments caused by side wind, unsymmetrical rotorcraft loading, water wave action, rotorcraft inertia, and probable structural damage and leakage considered under § 27.801(d). Maximum roll and pitch angles determined from compliance with § 27.801(d) may be used, if significant, to determine the extent of immersion of each float. If the floats are deployed in flight, appropriate air loads derived from the flight limitations with the floats deployed shall be used in substantiation of the floats and their attachment to the rotorcraft. For this purpose, the design airspeed for limit load is the float deployed airspeed operating limit multiplied by 1.11.

(2) Floats deployed after initial water contact. Each float must be designed for full or partial immersion perscribed in paragraph (b)(1) of this section. In addition, each float must be designed for combined vertical and drag loads using a relative limit speed of 20 knots between the rotorcraft and the water. The vertical load may not be less than the highest likely buoyancy load determined under paragraph (b)(1) of this section.

§ 27.571

Fatigue evaluation of flight structure.

(a) General. Each portion of the flight structure (the flight structure includes rotors, rotor drive systems between the engines and the rotor hubs, controls, fuselage, landing gear, and their related primary attachments), the failure of which could be catastrophic, must be identified and must be evaluated under paragraph (b), (c), (d), or (e) of this section. The following apply to each fatigue evaluation:

(1) The procedure for the evaluation must be approved.

(2) The locations of probable failure must be determined.

(3) Inflight measurement must be included in determining the following:

(i) Loads or stresses in all critical conditions throughout the range of limitations in § 27.309, except that maneuvering load factors need not exceed the maximum values expected in operation.

(ii) The effect of altitude upon these loads or stresses.

(4) The loading spectra must be as severe as those expected in operation including, but not limited to, external cargo operations, if applicable, and ground-air-ground cycles. The loading spectra must be based on loads or stresses determined under paragraph (a)(3) of this section.

(b) Fatigue tolerance evaluation. It must be shown that the fatigue tolerance of the structure ensures that the probability of catastrophic fatigue failure is extremely remote without establishing replacement times, inspection intervals or other procedures under section A27.4 of appendix A.

(c) Replacement time evaluation. it must be shown that the probability of catastrophic fatigue failure is extremely remote within a replacement time furnished under section A27.4 of appendix A.

(d) Fail-safe evaluation. The following apply to fail-safe evaluation:

(1) It must be shown that all partial failures will become readily detectable under inspection procedures furnished under section A27.4 of appendix A.

(2) The interval between the time when any partial failure becomes readily detectable under paragraph (d)(1) of this section, and the time when any such failure is expected to reduce the remaining strength of the structure to limit or maximum attainable loads (whichever is less), must be determined.

(3) It must be shown that the interval determined under paragraph (d)(2) of this section is long enough, in relation to the inspection intervals and related procedures furnished under section A27.4 of appendix A, to provide a probability of detection great enough to ensure that the probability of catastrophic failure is extremely remote.

(e) Combination of replacement time and failsafe evaluations. A component may be evaluated under a combination of paragraphs (c) and (d) of this section. For such component it must be shown that the probability of catastrophic failure is extremely remote with an approved combination of replacement time, inspection intervals, and related procedures furnished under section A27.4 of appendix A.

§ 27.573

Damage Tolerance and Fatigue Evaluation of Composite Rotorcraft Structures.

(a) Each applicant must evaluate the composite rotorcraft structure under the damage tolerance standards of paragraph (d) of this section unless the applicant establishes that a damage tolerance evaluation is impractical within the limits of geometry, inspectability, and good design practice. If an applicant establishes that it is impractical within the limits of geometry, inspectability, and good design practice, the applicant must do a fatigue evaluation in accordance with paragraph (e) of this section.

(b) The methodology used to establish compliance with this section must be submitted to and approved by the Administrator.

(c) Definitions:

(1) Catastrophic failure is an event that could prevent continued safe flight and landing.

(2) Principal Structural Elements (PSEs) are structural elements that contribute significantly to the carrying of flight or ground loads, the failure of which could result in catastrophic failure of the rotorcraft.

(3) Threat Assessment is an assessment that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation.

(d) Damage Tolerance Evaluation:

(1) Each applicant must show that catastrophic failure due to static and fatigue loads, considering the intrinsic or discrete manufacturing defects or accidental damage, is avoided throughout the operational life or prescribed inspection intervals of the rotorcraft by performing damage tolerance evaluations of the strength of composite PSEs and other parts, detail design points, and fabrication techniques. Each applicant must account for the effects of material and process variability along with environmental conditions in the strength and fatigue evaluations. Each applicant must evaluate parts that include PSEs of the airframe, main and tail rotor drive systems, main and tail rotor blades and hubs, rotor controls, fixed and movable control surfaces, engine and transmission mountings, landing gear, other parts, detail design points, and fabrication techniques deemed critical by the FAA. Each damage tolerance evaluation must include:

(i) The identification of all PSEs;

(ii) In-flight and ground measurements for determining the loads or stresses for all PSEs for all critical conditions throughout the range of limits in § 27.309 (including altitude effects), except that maneuvering load factors need not exceed the maximum values expected in service;

(iii) The loading spectra as severe as those expected in service based on loads or stresses determined under paragraph (d)(1)(ii) of this section, including external load operations, if applicable, and other operations including high-torque events;

(iv) A threat assessment for all PSEs that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation; and

(v) An assessment of the residual strength and fatigue characteristics of all PSEs that supports the replacement times and inspection intervals established under paragraph (d)(2) of this section.

(2) Each applicant must establish replacement times, inspections, or other procedures for all PSEs to require the repair or replacement of damaged parts before a catastrophic failure. These replacement times, inspections, or other procedures must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by § 27.1529.

(i) Replacement times for PSEs must be determined by tests, or by analysis supported by tests, and must show that the structure is able to withstand the repeated loads of variable magnitude expected in-service. In establishing these replacement times, the following items must be considered:

(A) Damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section;

(B) Maximum acceptable manufacturing defects and in-service damage ( i.e. , those that do not lower the residual strength below ultimate design loads and those that can be repaired to restore ultimate strength); and

(C) Ultimate load strength capability after applying repeated loads.

(ii) Inspection intervals for PSEs must be established to reveal any damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section that may occur from fatigue or other in-service causes before such damage has grown to the extent that the component cannot sustain the required residual strength capability. In establishing these inspection intervals, the following items must be considered:

(A) The growth rate, including no-growth, of the damage under the repeated loads expected in-service determined by tests or analysis supported by tests;

(B) The required residual strength for the assumed damage established after considering the damage type, inspection interval, detectability of damage, and the techniques adopted for damage detection. The minimum required residual strength is limit load; and

(C) Whether the inspection will detect the damage growth before the minimum residual strength is reached and restored to ultimate load capability, or whether the component will require replacement.

(3) Each applicant must consider the effects of damage on stiffness, dynamic behavior, loads, and functional performance on all PSEs when substantiating the maximum assumed damage size and inspection interval.

(e) Fatigue Evaluation: If an applicant establishes that the damage tolerance evaluation described in paragraph (d) of this section is impractical within the limits of geometry, inspectability, or good design practice, the applicant must do a fatigue evaluation of the particular composite rotorcraft structure and:

(1) Identify all PSEs considered in the fatigue evaluation;

(2) Identify the types of damage for all PSEs considered in the fatigue evaluation;

(3) Establish supplemental procedures to minimize the risk of catastrophic failure associated with the damages identified in paragraph (d) of this section; and

(4) Include these supplemental procedures in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 27.1529.

§ 27.601

Design.

(a) The rotorcraft may have no design features or details that experience has shown to be hazardous or unreliable.

(b) The suitability of each questionable design detail and part must be established by tests.

§ 27.602

Critical parts.

(a) Critical part. A critical part is a part, the failure of which could have a catastrophic effect upon the rotocraft, and for which critical characteristics have been identified which must be controlled to ensure the required level of integrity.

(b) If the type design includes critical parts, a critical parts list shall be established. Procedures shall be established to define the critical design characteristics, identify processes that affect those characteristics, and identify the design change and process change controls necessary for showing compliance with the quality assurance requirements of part 21 of this chapter.

§ 27.603

Materials.

The suitability and durability of materials used for parts, the failure of which could adversely affect safety, must—

(a) Be established on the basis of experience or tests;

(b) Meet approved specifications that ensure their having the strength and other properties assumed in the design data; and

(c) Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.

§ 27.605

Fabrication methods.

(a) The methods of fabrication used must produce consistently sound structures. If a fabrication process (such as gluing, spot welding, or heat-treating) requires close control to reach this objective, the process must be performed according to an approved process specification.

(b) Each new aircraft fabrication method must be substantiated by a test program.

§ 27.607

Fasteners.

(a) Each removable bolt, screw, nut, pin, or other fastener whose loss could jeopardize the safe operation of the rotorcraft must incorporate two separate locking devices. The fastener and its locking devices may not be adversely affected by the environmental conditions associated with the particular installation.

(b) No self-locking nut may be used on any bolt subject to rotation in operation unless a nonfriction locking device is used in addition to the self-locking device.

§ 27.609

Protection of structure.

Each part of the structure must—

(a) Be suitably protected against deterioration or loss of strength in service due to any cause, including—

(1) Weathering;

(2) Corrosion; and

(3) Abrasion; and

(b) Have provisions for ventilation and drainage where necessary to prevent the accumulation of corrosive, flammable, or noxious fluids.

§ 27.610

Lightning and static electricity protection.

(a) The rotorcraft must be protected against catastrophic effects from lightning.

(b) For metallic components, compliance with paragraph (a) of this section may be shown by—

(1) Electrically bonding the components properly to the airframe; or

(2) Designing the components so that a strike will not endanger the rotorcraft.

(c) For nonmetallic components, compliance with paragraph (a) of this section may be shown by—

(1) Designing the components to minimize the effect of a strike; or

(2) Incorporating acceptable means of diverting the resulting electrical current so as not to endanger the rotorcraft.

(d) The electrical bonding and protection against lightning and static electricity must—

(1) Minimize the accumulation of electrostatic charge;

(2) Minimize the risk of electric shock to crew, passengers, and service and maintenance personnel using normal precautions;

(3) Provide an electrical return path, under both normal and fault conditions, on rotorcraft having grounded electrical systems; and

(4) Reduce to an acceptable level the effects of static electricity on the functioning of essential electrical and electronic equipment.

§ 27.611

Inspection provisions.

There must be means to allow the close examination of each part that requires—

(a) Recurring inspection;

(b) Adjustment for proper alignment and functioning; or

(c) Lubrication.

§ 27.613

Material strength properties and design values.

(a) Material strength properties must be based on enough tests of material meeting specifications to establish design values on a statistical basis.

(b) Design values must be chosen to minimize the probability of structural failure due to material variability. Except as provided in paragraphs (d) and (e) of this section, compliance with this paragraph must be shown by selecting design values that assure material strength with the following probability—

(1) Where applied loads are eventually distributed through a single member within an assembly, the failure of which would result in loss of structural integrity of the component, 99 percent probability with 95 percent confidence; and

(2) For redundant structure, those in which the failure of individual elements would result in applied loads being safely distributed to other load-carrying members, 90 percent probability with 95 percent confidence.

(c) The strength, detail design, and fabrication of the structure must minimize the probability of disastrous fatigue failure, particularly at points of stress concentration.

(d) Design values may be those contained in the following publications (available from the Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania 19120) or other values approved by the Administrator:

(1) MIL-HDBK-5, “Metallic Materials and Elements for Flight Vehicle Structure”.

(2) MIL-HDBK-17, “Plastics for Flight Vehicles”.

(3) ANC-18, “Design of Wood Aircraft Structures”.

(4) MIL-HDBK-23, “Composite Construction for Flight Vehicles”.

(e) Other design values may be used if a selection of the material is made in which a specimen of each individual item is tested before use and it is determined that the actual strength properties of that particular item will equal or exceed those used in design.

§ 27.619

Special factors.

(a) The special factors prescribed in §§ 27.621 through 27.625 apply to each part of the structure whose strength is—

(1) Uncertain;

(2) Likely to deteriorate in service before normal replacement; or

(3) Subject to appreciable variability due to—

(i) Uncertainties in manufacturing processes; or

(ii) Uncertainties in inspection methods.

(b) For each part to which §§ 27.621 through 27.625 apply, the factor of safety prescribed in § 27.303 must be multiplied by a special factor equal to—

(1) The applicable special factors prescribed in §§ 27.621 through 27.625; or

(2) Any other factor great enough to ensure that the probability of the part being understrength because of the uncertainties specified in paragraph (a) of this section is extremely remote.

§ 27.621

Casting factors.

(a) General. The factors, tests, and inspections specified in paragraphs (b) and (c) of this section must be applied in addition to those necessary to establish foundry quality control. The inspections must meet approved specifications. Paragraphs (c) and (d) of this section apply to structural castings except castings that are pressure tested as parts of hydraulic or other fluid systems and do not support structural loads.

(b) Bearing stresses and surfaces. The casting factors specified in paragraphs (c) and (d) of this section—

(1) Need not exceed 1.25 with respect to bearing stresses regardless of the method of inspection used; and

(2) Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor.

(c) Critical castings. For each casting whose failure would preclude continued safe flight and landing of the rotorcraft or result in serious injury to any occupant, the following apply:

(1) Each critical casting must—

(i) Have a casting factor of not less than 1.25; and

(ii) Receive 100 percent inspection by visual, radiographic, and magnetic particle (for ferromagnetic materials) or penetrant (for nonferromagnetic materials) inspection methods or approved equivalent inspection methods.

(2) For each critical casting with a casting factor less than 1.50, three sample castings must be static tested and shown to meet—

(i) The strength requirements of § 27.305 at an ultimate load corresponding to a casting factor of 1.25; and

(ii) The deformation requirements of § 27.305 at a load of 1.15 times the limit load.

(d) Noncritical castings. For each casting other than those specified in paragraph (c) of this section, the following apply:

(1) Except as provided in paragraphs (d)(2) and (3) of this section, the casting factors and corresponding inspections must meet the following table:

(2) The percentage of castings inspected by nonvisual methods may be reduced below that specified in paragraph (d)(1) of this section when an approved quality control procedure is established.

(3) For castings procured to a specification that guarantees the mechanical properties of the material in the casting and provides for demonstration of these properties by test of coupons cut from the castings on a sampling basis—

(i) A casting factor of 1.0 may be used; and

(ii) The castings must be inspected as provided in paragraph (d)(1) of this section for casting factors of “1.25 through 1.50” and tested under paragraph (c)(2) of this section.

§ 27.623

Bearing factors.

(a) Except as provided in paragraph (b) of this section, each part that has clearance (free fit), and that is subject to pounding or vibration, must have a bearing factor large enough to provide for the effects of normal relative motion.

(b) No bearing factor need be used on a part for which any larger special factor is prescribed.

§ 27.625

Fitting factors.

For each fitting (part or terminal used to join one structural member to another) the following apply:

(a) For each fitting whose strength is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures, a fitting factor of at least 1.15 must be applied to each part of—

(1) The fitting;

(2) The means of attachment; and

(3) The bearing on the joined members.

(b) No fitting factor need be used—

(1) For joints made under approved practices and based on comprehensive test data (such as continuous joints in metal plating, welded joints, and scarf joints in wood); and

(2) With respect to any bearing surface for which a larger special factor is used.

(c) For each integral fitting, the part must be treated as a fitting up to the point at which the section properties become typical of the member.

(d) Each seat, berth, litter, safety belt, and harness attachment to the structure must be shown by analysis, tests, or both, to be able to withstand the inertia forces prescribed in § 27.561(b)(3) multiplied by a fitting factor of 1.33.

§ 27.629

Flutter.

Each aerodynamic surface of the rotorcraft must be free from flutter under each appropriate speed and power condition.

§ 27.653

Pressure venting and drainage of rotor blades.

(a) For each rotor blade—

(1) There must be means for venting the internal pressure of the blade;

(2) Drainage holes must be provided for the blade; and

(3) The blade must be designed to prevent water from becoming trapped in it.

(b) Paragraphs (a)(1) and (2) of this section does not apply to sealed rotor blades capable of withstanding the maximum pressure differentials expected in service.

§ 27.659

Mass balance.

(a) The rotors and blades must be mass balanced as necessary to—

(1) Prevent excessive vibration; and

(2) Prevent flutter at any speed up to the maximum forward speed.

(b) The structural integrity of the mass balance installation must be substantiated.

§ 27.661

Rotor blade clearance.

There must be enough clearance between the rotor blades and other parts of the structure to prevent the blades from striking any part of the structure during any operating condition.

§ 27.663

Ground resonance prevention means.

(a) The reliability of the means for preventing ground resonance must be shown either by analysis and tests, or reliable service experience, or by showing through analysis or tests that malfunction or failure of a single means will not cause ground resonance.

(b) The probable range of variations, during service, of the damping action of the ground resonance prevention means must be established and must be investigated during the test required by § 27.241.

§ 27.671

General.

(a) Each control and control system must operate with the ease, smoothness, and positiveness appropriate to its function.

(b) Each element of each flight control system must be designed, or distinctively and permanently marked, to minimize the probability of any incorrect assembly that could result in the malfunction of the system.

§ 27.672

Stability augmentation, automatic, and power-operated systems.

If the functioning of stability augmentation or other automatic or power-operated systems is necessary to show compliance with the flight characteristics requirements of this part, such systems must comply with § 27.671 of this part and the following:

(a) A warning which is clearly distinguishable to the pilot under expected flight conditions without requiring the pilot's attention must be provided for any failure in the stability augmentation system or in any other automatic or power-operated system which could result in an unsafe condition if the pilot is unaware of the failure. Warning systems must not activate the control systems.

(b) The design of the stability augmentation system or of any other automatic or power-operated system must allow initial counteraction of failures without requiring exceptional pilot skill or strength by overriding the failure by movement of the flight controls in the normal sense and deactivating the failed system.

(c) It must be shown that after any single failure of the stability augmentation system or any other automatic or power-operated system—

(1) The rotorcraft is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations;

(2) The controllability and maneuverability requirements of this part are met within a practical operational flight envelope (for example, speed, altitude, normal acceleration, and rotorcraft configurations) which is described in the Rotorcraft Flight Manual; and

(3) The trim and stability characteristics are not impaired below a level needed to permit continued safe flight and landing.

§ 27.673

Primary flight control.

Primary flight controls are those used by the pilot for immediate control of pitch, roll, yaw, and vertical motion of the rotorcraft.

§ 27.674

Interconnected controls.

Each primary flight control system must provide for safe flight and landing and operate independently after a malfunction, failure, or jam of any auxiliary interconnected control.

§ 27.675

Stops.

(a) Each control system must have stops that positively limit the range of motion of the pilot's controls.

(b) Each stop must be located in the system so that the range of travel of its control is not appreciably affected by—

(1) Wear;

(2) Slackness; or

(3) Takeup adjustments.

(c) Each stop must be able to withstand the loads corresponding to the design conditions for the system.

(d) For each main rotor blade—

(1) Stops that are appropriate to the blade design must be provided to limit travel of the blade about its hinge points; and

(2) There must be means to keep the blade from hitting the droop stops during any operation other than starting and stopping the rotor.

§ 27.679

Control system locks.

If there is a device to lock the control system with the rotorcraft on the ground or water, there must be means to—

(a) Give unmistakable warning to the pilot when the lock is engaged; and

(b) Prevent the lock from engaging in flight.

§ 27.681

Limit load static tests.

(a) Compliance with the limit load requirements of this part must be shown by tests in which—

(1) The direction of the test loads produces the most severe loading in the control system; and

(2) Each fitting, pulley, and bracket used in attaching the system to the main structure is included.

(b) Compliance must be shown (by analyses or individual load tests) with the special factor requirements for control system joints subject to angular motion.

§ 27.683

Operation tests.

It must be shown by operation tests that, when the controls are operated from the pilot compartment with the control system loaded to correspond with loads specified for the system, the system is free from—

(a) Jamming;

(b) Excessive friction; and

(c) Excessive deflection.

§ 27.685

Control system details.

(a) Each detail of each control system must be designed to prevent jamming, chafing, and interference from cargo, passengers, loose objects or the freezing of moisture.

(b) There must be means in the cockpit to prevent the entry of foreign objects into places where they would jam the system.

(c) There must be means to prevent the slapping of cables or tubes against other parts.

(d) Cable systems must be designed as follows:

(1) Cables, cable fittings, turnbuckles, splices, and pulleys must be of an acceptable kind.

(2) The design of the cable systems must prevent any hazardous change in cable tension throughout the range of travel under any operating conditions and temperature variations.

(3) No cable smaller than three thirty-seconds of an inch diameter may be used in any primary control system.

(4) Pulley kinds and sizes must correspond to the cables with which they are used. The pulley cable combinations and strength values which must be used are specified in Military Handbook MIL-HDBK-5C, Vol. 1 & Vol. 2, Metallic Materials and Elements for Flight Vehicle Structures, (Sept. 15, 1976, as amended through December 15, 1978). This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. section 552(a) and 1 CFR part 51. Copies may be obtained from the Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania, 19120. Copies may be inspected at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html

(5) Pulleys must have close fitting guards to prevent the cables from being displaced or fouled.

(6) Pulleys must lie close enough to the plane passing through the cable to prevent the cable from rubbing against the pulley flange.

(7) No fairlead may cause a change in cable direction of more than 3°.

(8) No clevis pin subject to load or motion and retained only by cotter pins may be used in the control system.

(9) Turnbuckles attached to parts having angular motion must be installed to prevent binding throughout the range of travel.

(10) There must be means for visual inspection at each fairlead, pulley, terminal, and turnbuckle.

(e) Control system joints subject to angular motion must incorporate the following special factors with respect to the ultimate bearing strength of the softest material used as a bearing:

(1) 3.33 for push-pull systems other than ball and roller bearing systems.

(2) 2.0 for cable systems.

(f) For control system joints, the manufacturer's static, non-Brinell rating of ball and roller bearings must not be exceeded.

§ 27.687

Spring devices.

(a) Each control system spring device whose failure could cause flutter or other unsafe characteristics must be reliable.

(b) Compliance with paragraph (a) of this section must be shown by tests simulating service conditions.

§ 27.691

Autorotation control mechanism.

Each main rotor blade pitch control mechanism must allow rapid entry into autorotation after power failure.

§ 27.695

Power boost and power-operated control system.

(a) If a power boost or power-operated control system is used, an alternate system must be immediately available that allows continued safe flight and landing in the event of—

(1) Any single failure in the power portion of the system; or

(2) The failure of all engines.

(b) Each alternate system may be a duplicate power portion or a manually operated mechanical system. The power portion includes the power source (such as hydraulic pumps), and such items as valves, lines, and actuators.

(c) The failure of mechanical parts (such as piston rods and links), and the jamming of power cylinders, must be considered unless they are extremely improbable.

§ 27.723

Shock absorption tests.

The landing inertia load factor and the reserve energy absorption capacity of the landing gear must be substantiated by the tests prescribed in §§ 27.725 and 27.727, respectively. These tests must be conducted on the complete rotorcraft or on units consisting of wheel, tire, and shock absorber in their proper relation.

§ 27.725

Limit drop test.

The limit drop test must be conducted as follows:

(a) The drop height must be—

(1) 13 inches from the lowest point of the landing gear to the ground; or

(2) Any lesser height, not less than eight inches, resulting in a drop contact velocity equal to the greatest probable sinking speed likely to occur at ground contact in normal power-off landings.

(b) If considered, the rotor lift specified in § 27.473(a) must be introduced into the drop test by appropriate energy absorbing devices or by the use of an effective mass.

(c) Each landing gear unit must be tested in the attitude simulating the landing condition that is most critical from the standpoint of the energy to be absorbed by it.

(d) When an effective mass is used in showing compliance with paragraph (b) of this section, the following formula may be used instead of more rational computations:

§ 27.727

Reserve energy absorption drop test.

The reserve energy absorption drop test must be conducted as follows:

(a) The drop height must be 1.5 times that specified in § 27.725(a).

(b) Rotor lift, where considered in a manner similar to that prescribed in § 27.725(b), may not exceed 1.5 times the lift allowed under that paragraph.

(c) The landing gear must withstand this test without collapsing. Collapse of the landing gear occurs when a member of the nose, tail, or main gear will not support the rotorcraft in the proper attitude or allows the rotorcraft structure, other than the landing gear and external accessories, to impact the landing surface.

§ 27.729

Retracting mechanism.

For rotorcraft with retractable landing gear, the following apply:

(a) Loads. The landing gear, retracting mechansim, wheel-well doors, and supporting structure must be designed for—

(1) The loads occurring in any maneuvering condition with the gear retracted;

(2) The combined friction, inertia, and air loads occurring during retraction and extension at any airspeed up to the design maximum landing gear operating speed; and

(3) The flight loads, including those in yawed flight, occurring with the gear extended at any airspeed up to the design maximum landing gear extended speed.

(b) Landing gear lock. A positive means must be provided to keep the gear extended.

(c) Emergency operation. When other than manual power is used to operate the gear, emergency means must be provided for extending the gear in the event of—

(1) Any reasonably probable failure in the normal retraction system; or

(2) The failure of any single source of hydraulic, electric, or equivalent energy.

(d) Operation tests. The proper functioning of the retracting mechanism must be shown by operation tests.

(e) Position indicator. There must be a means to indicate to the pilot when the gear is secured in the extreme positions.

(f) Control. The location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779.

(g) Landing gear warning. An aural or equally effective landing gear warning device must be provided that functions continuously when the rotorcraft is in a normal landing mode and the landing gear is not fully extended and locked. A manual shutoff capability must be provided for the warning device and the warning system must automatically reset when the rotorcraft is no longer in the landing mode.

§ 27.731

Wheels.

(a) Each landing gear wheel must be approved.

(b) The maximum static load rating of each wheel may not be less than the corresponding static ground reaction with—

(1) Maximum weight; and

(2) Critical center of gravity.

(c) The maximum limit load rating of each wheel must equal or exceed the maximum radial limit load determined under the applicable ground load requirements of this part.

§ 27.733

Tires.

(a) Each landing gear wheel must have a tire—

(1) That is a proper fit on the rim of the wheel; and

(2) Of the proper rating.

(b) The maximum static load rating of each tire must equal or exceed the static ground reaction obtained at its wheel, assuming—

(1) The design maximum weight; and

(2) The most unfavorable center of gravity.

(c) Each tire installed on a retractable landing gear system must, at the maximum size of the tire type expected in service, have a clearance to surrounding structure and systems that is adequate to prevent contact between the tire and any part of the structure or systems.

§ 27.735

Brakes.

For rotorcraft with wheel-type landing gear, a braking device must be installed that is—

(a) Controllable by the pilot;

(b) Usable during power-off landings; and

(c) Adequate to—

(1) Counteract any normal unbalanced torque when starting or stopping the rotor; and

(2) Hold the rotorcraft parked on a 10-degree slope on a dry, smooth pavement.

§ 27.737

Skis.

The maximum limit load rating of each ski must equal or exceed the maximum limit load determined under the applicable ground load requirements of this part.

§ 27.751

Main float buoyancy.

(a) For main floats, the buoyancy necessary to support the maximum weight of the rotorcraft in fresh water must be exceeded by—

(1) 50 percent, for single floats; and

(2) 60 percent, for multiple floats.

(b) Each main float must have enough water-tight compartments so that, with any single main float compartment flooded, the main floats will provide a margin of positive stability great enough to minimize the probability of capsizing.

§ 27.753

Main float design.

(a) Bag floats. Each bag float must be designed to withstand—

(1) The maximum pressure differential that might be developed at the maximum altitude for which certification with that float is requested; and

(2) The vertical loads prescribed in § 27.521(a), distributed along the length of the bag over three-quarters of its projected area.

(b) Rigid floats. Each rigid float must be able to withstand the vertical, horizontal, and side loads prescribed in § 27.521. These loads may be distributed along the length of the float.

§ 27.755

Hulls.

For each rotorcraft, with a hull and auxiliary floats, that is to be approved for both taking off from and landing on water, the hull and auxiliary floats must have enough watertight compartments so that, with any single compartment flooded, the buoyancy of the hull and auxiliary floats (and wheel tires if used) provides a margin of positive stability great enough to minimize the probability of capsizing.

§ 27.771

Pilot compartment.

For each pilot compartment—

(a) The compartment and its equipment must allow each pilot to perform his duties without unreasonable concentration or fatigue;

(b) If there is provision for a second pilot, the rotorcraft must be controllable with equal safety from either pilot seat; and

(c) The vibration and noise characteristics of cockpit appurtenances may not interfere with safe operation.

§ 27.773

Pilot compartment view.

(a) Each pilot compartment must be free from glare and reflections that could interfere with the pilot's view, and designed so that—

(1) Each pilot's view is sufficiently extensive, clear, and undistorted for safe operation; and

(2) Each pilot is protected from the elements so that moderate rain conditions do not unduly impair his view of the flight path in normal flight and while landing.

(b) If certification for night operation is requested, compliance with paragraph (a) of this section must be shown by ground or night flight tests.

(c) A vision system with a transparent display surface located in the pilot's outside field of view, such as a head up-display, head mounted display, or other equivalent display, must meet the following requirements:

(1) While the vision system display is in operation, it must compensate for interference with the pilot's outside field of view such that the combination of what is visible in the display and what remains visible through and around it, allows the pilot compartment to satisfy the requirements of paragraphs (a)(1) and (b) of this section.

(2) The pilot's view of the external scene may not be distorted by the transparent display surface or by the vision system imagery. When the vision system displays imagery or any symbology that is referenced to the imagery and outside scene topography, including attitude symbology, flight path vector, and flight path angle reference cue, that imagery and symbology must be aligned with, and scaled to, the external scene.

(3) The vision system must provide a means to allow the pilot using the display to immediately deactivate and reactivate the vision system imagery, on demand, without removing the pilot's hands from the primary flight and power controls, or their equivalent.

(4) When the vision system is not in operation it must permit the pilot compartment to satisfy the requirements of paragraphs (a)(1) and (b) of this section.

§ 27.775

Windshields and windows.

Windshields and windows must be made of material that will not break into dangerous fragments.

§ 27.777

Cockpit controls.

Cockpit controls must be—

(a) Located to provide convenient operation and to prevent confusion and inadvertent operation; and

(b) Located and arranged with respect to the pilots' seats so that there is full and unrestricted movement of each control without interference from the cockpit structure or the pilot's clothing when pilots from 5′2″ to 6′0″ in height are seated.

§ 27.779

Motion and effect of cockpit controls.

Cockpit controls must be designed so that they operate in accordance with the following movements and actuation:

(a) Flight controls, including the collective pitch control, must operate with a sense of motion which corresponds to the effect on the rotorcraft.

(b) Twist-grip engine power controls must be designed so that, for lefthand operation, the motion of the pilot's hand is clockwise to increase power when the hand is viewed from the edge containing the index finger. Other engine power controls, excluding the collective control, must operate with a forward motion to increase power.

(c) Normal landing gear controls must operate downward to extend the landing gear.

§ 27.783

Doors.

(a) Each closed cabin must have at least one adequate and easily accessible external door.

(b) Each external door must be located where persons using it will not be endangered by the rotors, propellers, engine intakes, and exhausts when appropriate operating procedures are used. If opening procedures are required, they must be marked inside, on or adjacent to the door opening device.

§ 27.785

Seats, berths, litters, safety belts, and harnesses.

(a) Each seat, safety belt, harness, and adjacent part of the rotorcraft at each station designated for occupancy during takeoff and landing must be free of potentially injurious objects, sharp edges, protuberances, and hard surfaces and must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the static inertial load factors specified in § 27.561(b) and dynamic conditions specified in § 27.562.

(b) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object except as provided for in § 27.562(c)(5). A shoulder harness (upper torso restraint), in combination with the safety belt, constitutes a torso restraint system as described in TSO-C114.

(c) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot when seated with safety belt and shoulder harness fastened to perform all functions necessary for flight operations. There must be a means to secure belts and harnesses, when not in use, to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(d) If seat backs do not have a firm handhold, there must be hand grips or rails along each aisle to enable the occupants to steady themselves while using the aisle in moderately rough air.

(e) Each projecting object that could injure persons seated or moving about in the rotorcraft in normal flight must be padded.

(f) Each seat and its supporting structure must be designed for an occupant weight of at least 170 pounds considering the maximum load factors, inertial forces, and reactions between occupant, seat, and safety belt or harness corresponding with the applicable flight and ground load conditions, including the emergency landing conditions of § 27.561(b). In addition—

(1) Each pilot seat must be designed for the reactions resulting from the application of the pilot forces prescribed in § 27.397; and

(2) The inertial forces prescribed in § 27.561(b) must be multiplied by a factor of 1.33 in determining the strength of the attachment of—

(i) Each seat to the structure; and

(ii) Each safety belt or harness to the seat or structure.

(g) When the safety belt and shoulder harness are combined, the rated strength of the safety belt and shoulder harness may not be less than that corresponding to the inertial forces specified in § 27.561(b), considering the occupant weight of at least 170 pounds, considering the dimensional characteristics of the restraint system installation, and using a distribution of at least a 60-percent load to the safety belt and at least a 40-percent load to the shoulder harness. If the safety belt is capable of being used without the shoulder harness, the inertial forces specified must be met by the safety belt alone.

(h) When a headrest is used, the headrest and its supporting structure must be designed to resist the inertia forces specified in § 27.561, with a 1.33 fitting factor and a head weight of at least 13 pounds.

(i) Each seating device system includes the device such as the seat, the cushions, the occupant restraint system, and attachment devices.

(j) Each seating device system may use design features such as crushing or separation of certain parts of the seats to reduce occupant loads for the emergency landing dynamic conditions of § 27.562; otherwise, the system must remain intact and must not interfere with rapid evacuation of the rotorcraft.

(k) For the purposes of this section, a litter is defined as a device designed to carry a nonambulatory person, primarily in a recumbent position, into and on the rotorcraft. Each berth or litter must be designed to withstand the load reaction of an occupant weight of at least 170 pounds when the occupant is subjected to the forward inertial factors specified in § 27.561(b). A berth or litter installed within 15° or less of the longitudinal axis of the rotorcraft must be provided with a padded end-board, cloth diaphram, or equivalent means that can withstand the forward load reaction. A berth or litter oriented greater than 15° with the longitudinal axis of the rotorcraft must be equipped with appropriate restraints, such as straps or safety belts, to withstand the forward load reaction. In addition—

(1) The berth or litter must have a restraint system and must not have corners or other protuberances likely to cause serious injury to a person occupying it during emergency landing conditions; and

(2) The berth or litter attachment and the occupant restraint system attachments to the structure must be designed to withstand the critical loads resulting from flight and ground load conditions and from the conditions prescribed in § 27.561(b). The fitting factor required by § 27.625(d) shall be applied.

§ 27.787

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be designed for its placarded maximum weight of contents and for the critical load distributions at the appropriate maximum load factors corresponding to the specified flight and ground load conditions, except the emergency landing conditions of § 27.561.

(b) There must be means to prevent the contents of any compartment from becoming a hazard by shifting under the loads specified in paragraph (a) of this section.

(c) Under the emergency landing conditions of § 27.561, cargo and baggage compartments must—

(1) Be positioned so that if the contents break loose they are unlikely to cause injury to the occupants or restrict any of the escape facilities provided for use after an emergency landing; or

(2) Have sufficient strength to withstand the conditions specified in § 27.561 including the means of restraint, and their attachments, required by paragraph (b) of this section. Sufficient strength must be provided for the maximum authorized weight of cargo and baggage at the critical loading distribution.

(d) If cargo compartment lamps are installed, each lamp must be installed so as to prevent contact between lamp bulb and cargo.

§ 27.801

Ditching.

(a) If certification with ditching provisions is requested, the rotorcraft must meet the requirements of this section and §§ 27.807(d), 27.1411 and 27.1415.

(b) Each practicable design measure, compatible with the general characteristics of the rotorcraft, must be taken to minimize the probability that in an emergency landing on water, the behavior of the rotorcraft would cause immediate injury to the occupants or would make it impossible for them to escape.

(c) The probable behavior of the rotorcraft in a water landing must be investigated by model tests or by comparison with rotorcraft of similar configuration for which the ditching characteristics are known. Scoops, flaps, projections, and any other factor likely to affect the hydrodynamic characteristics of the rotorcraft must be considered.

(d) It must be shown that, under reasonably probable water conditions, the flotation time and trim of the rotorcraft will allow the occupants to leave the rotorcraft and enter the life rafts required by § 27.1415. If compliance with this provision is shown by buoyancy and trim computations, appropriate allowances must be made for probable structural damage and leakage. If the rotorcraft has fuel tanks (with fuel jettisoning provisions) that can reasonably be expected to withstand a ditching without leakage, the jettisonable volume of fuel may be considered as buoyancy volume.

(e) Unless the effects of the collapse of external doors and windows are accounted for in the investigation of the probable behavior of the rotorcraft in a water landing (as prescribed in paragraphs (c) and (d) of this section), the external doors and windows must be designed to withstand the probable maximum local pressures.

§ 27.805

Flight crew emergency exits.

(a) For rotorcraft with passenger emergency exits that are not convenient to the flight crew, there must be flight crew emergency exits, on both sides of the rotorcraft or as a top hatch in the flight crew area.

(b) Each flight crew emergency exit must be of sufficient size and must be located so as to allow rapid evacuation of the flight crew. This must be shown by test.

(c) Each flight crew emergency exit must not be obstructed by water or flotation devices after an emergency landing on water. This must be shown by test, demonstration, or analysis.

§ 27.807

Emergency exits.

(a) Number and location. (1) 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;

(2) Doors intended for normal use may also serve as emergency exits, provided that they meet the requirements of this section; and

(3) 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;

(i) Be above the waterline; and

(ii) Open without interference from flotation devices, whether stowed or deployed.

(b) Type and operation. Each emergency exit prescribed by paragraph (a) of this section must—

(1) Consist of a movable window or panel, or additional external door, providing an unobstructed opening that will admit a 19-by 26-inch ellipse;

(2) Have simple and obvious methods of opening, from the inside and from the outside, which do not require exceptional effort;

(3) Be arranged and marked so as to be readily located and opened even in darkness; and

(4) Be reasonably protected from jamming by fuselage deformation.

(c) Tests. The proper functioning of each emergency exit must be shown by test.

(d) Ditching emergency exits for passengers. If certification with ditching provisions is requested, the markings required by paragraph (b)(3) of this section must be designed to remain visible if the rotorcraft is capsized and the cabin is submerged.

§ 27.831

Ventilation.

(a) The ventilating system for the pilot and passenger compartments must be designed to prevent the presence of excessive quantities of fuel fumes and carbon monoxide.

(b) The concentration of carbon monoxide may not exceed one part in 20,000 parts of air during forward flight or hovering in still air. If the concentration exceeds this value under other conditions, there must be suitable operating restrictions.

§ 27.833

Heaters.

Each combustion heater must be approved.

§ 27.853

Compartment interiors.

For each compartment to be used by the crew or passengers—

(a) The materials must be at least flame-resistant;

(b) [Reserved]

(c) If smoking is to be prohibited, there must be a placard so stating, and if smoking is to be allowed—

(1) There must be an adequate number of self-contained, removable ashtrays; and

(2) Where the crew compartment is separated from the passenger compartment, there must be at least one illuminated sign (using either letters or symbols) notifying all passengers when smoking is prohibited. Signs which notify when smoking is prohibited must—

(i) When illuminated, be legible to each passenger seated in the passenger cabin under all probable lighting conditions; and

(ii) Be so constructed that the crew can turn the illumination on and off.

§ 27.855

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be constructed of, or lined with, materials that are at least—

(1) Flame resistant, in the case of compartments that are readily accessible to a crewmember in flight; and

(2) Fire resistant, in the case of other compartments.

(b) No compartment may contain any controls, wiring, lines, equipment, or accessories whose damage or failure would affect safe operation, unless those items are protected so that—

(1) They cannot be damaged by the movement of cargo in the compartment; and

(2) Their breakage or failure will not create a fire hazard.

§ 27.859

Heating systems.

(a) General. For each heating system that involves the passage of cabin air over, or close to, the exhaust manifold, there must be means to prevent carbon monoxide from entering any cabin or pilot compartment.

(b) Heat exchangers. Each heat exchanger must be—

(1) Of suitable materials;

(2) Adequately cooled under all conditions; and

(3) Easily disassembled for inspection.

(c) Combustion heater fire protection. Except for heaters which incorporate designs to prevent hazards in the event of fuel leakage in the heater fuel system, fire within the ventilating air passage, or any other heater malfunction, each heater zone must incorporate the fire protection features of the applicable requirements of §§ 27.1183, 27.1185, 27.1189, 27.1191, and be provided with—

(1) Approved, quick-acting fire detectors in numbers and locations ensuring prompt detection of fire in the heater region.

(2) Fire extinguisher systems that provide at least one adequate discharge to all areas of the heater region.

(3) Complete drainage of each part of each zone to minimize the hazards resulting from failure or malfunction of any component containing flammable fluids. The drainage means must be—

(i) Effective under conditions expected to prevail when drainage is needed; and

(ii) Arranged so that no discharged fluid will cause an additional fire hazard.

(4) Ventilation, arranged so that no discharged vapors will cause an additional fire hazard.

(d) Ventilating air ducts. Each ventilating air duct passing through any heater region must be fireproof.

(1) Unless isolation is provided by fireproof valves or by equally effective means, the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in the duct.

(2) Each part of any ventilating duct passing through any region having a flammable fluid system must be so constructed or isolated from that system that the malfunctioning of any component of that system cannot introduce flammable fluids or vapors into the ventilating airstream.

(e) Combustion air ducts. Each combustion air duct must be fireproof for a distance great enough to prevent damage from backfiring or reverse flame propagation.

(1) No combustion air duct may connect with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunction of the heater or its associated components.

(2) No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(f) Heater control: General. There must be means to prevent the hazardous accumulation of water or ice on or in any heater control component, control system tubing, or safety control.

(g) Heater safety controls. For each combustion heater, safety control means must be provided as follows:

(1) Means independent of the components provided for the normal continuous control of air temperature, airflow, and fuel flow must be provided for each heater to automatically shut off the ignition and fuel supply of that heater at a point remote from that heater when any of the following occurs:

(i) The heat exchanger temperature exceeds safe limits.

(ii) The ventilating air temperature exceeds safe limits.

(iii) The combustion airflow becomes inadequate for safe operation.

(iv) The ventilating airflow becomes inadequate for safe operation.

(2) The means of complying with paragraph (g)(1) of this section for any individual heater must—

(i) Be independent of components serving any other heater, the heat output of which is essential for safe operation; and

(ii) Keep the heater off until restarted by the crew.

(3) There must be means to warn the crew when any heater, the heat output of which is essential for safe operation, has been shut off by the automatic means prescribed in paragraph (g)(1) of this section.

(h) Air intakes. Each combustion and ventilating air intake must be located so that no flammable fluids or vapors can enter the heater system—

(1) During normal operation; or

(2) As a result of the malfunction of any other component.

(i) Heater exhaust. Each heater exhaust system must meet the requirements of §§ 27.1121 and 27.1123.

(1) Each exhaust shroud must be sealed so that no flammable fluids or hazardous quantities of vapors can reach the exhaust system through joints.

(2) No exhaust system may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(j) Heater fuel systems. Each heater fuel system must meet the powerplant fuel system requirements affecting safe heater operation. Each heater fuel system component in the ventilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream.

(k) Drains. There must be means for safe drainage of any fuel that might accumulate in the combustion chamber or the heat exchanger.

(1) Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts.

(2) Each drain must be protected against hazardous ice accumulation under any operating condition.

§ 27.861

Fire protection of structure, controls, and other parts.

Each part of the structure, controls, rotor mechanism, and other parts essential to a controlled landing that would be affected by powerplant fires must be fireproof or protected so they can perform their essential functions for at least 5 minutes under any foreseeable powerplant fire conditions.

§ 27.863

Flammable fluid fire protection.

(a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazards if ignition does occur.

(b) Compliance with paragraph (a) of this section must be shown by analysis or tests, and the following factors must be considered:

(1) Possible sources and paths of fluid leakage, and means of detecting leakage.

(2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials.

(3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices.

(4) Means available for controlling or extinguishing a fire, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents.

(5) Ability of rotorcraft components that are critical to safety of flight to withstand fire and heat.

(c) If action by the flight crew is required to prevent or counteract a fluid fire (e.g. equipment shutdown or actuation of a fire extinguisher) quick acting means must be provided to alert the crew.

(d) Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined.

§ 27.865

External loads.

(a) It must be shown by analysis, test, or both, that the rotorcraft external load attaching means for rotorcraft-load combinations to be used for nonhuman external cargo applications can withstand a limit static load equal to 2.5, or some lower load factor approved under §§ 27.337 through 27.341, multiplied by the maximum external load for which authorization is requested. It must be shown by analysis, test, or both that the rotorcraft external load attaching means and corresponding personnel carrying device system for rotorcraft-load combinations to be used for human external cargo applications can withstand a limit static load equal to 3.5 or some lower load factor, not less than 2.5, approved under §§ 27.337 through 27.341, multiplied by the maximum external load for which authorization is requested. The load for any rotorcraft-load combination class, for any external cargo type, must be applied in the vertical direction. For jettisonable external loads of any applicable external cargo type, the load must also be applied in any direction making the maximum angle with the vertical that can be achieved in service but not less than 30°. However, the 30° angle may be reduced to a lesser angle if—

(1) An operating limitation is established limiting external load operations to such angles for which compliance with this paragraph has been shown; or

(2) It is shown that the lesser angle can not be exceeded in service.

(b) The external load attaching means, for jettisonable rotorcraft-load combinations, must include a quick-release system to enable the pilot to release the external load quickly during flight. The quick-release system must consist of a primary quick release subsystem and a backup quick release subsystem that are isolated from one another. The quick-release system, and the means by which it is controlled, must comply with the following:

(1) A control for the primary quick release subsystem must be installed either on one of the pilot's primary controls or in an equivalently accessible location and must be designed and located so that it may be operated by either the pilot or a crewmember without hazardously limiting the ability to control the rotorcraft during an emergency situation.

(2) A control for the backup quick release subsystem, readily accessible to either the pilot or another crewmember, must be provided.

(3) Both the primary and backup quick release subsystems must—

(i) Be reliable, durable, and function properly with all external loads up to and including the maximum external limit load for which authorization is requested.

(ii) Be protected against electromagnetic interference (EMI) from external and internal sources and against lightning to prevent inadvertent load release.

(A) The minimum level of protection required for jettisonable rotorcraft-load combinations used for nonhuman external cargo is a radio frequency field strength of 20 volts per meter.

(B) The minimum level of protection required for jettisonable rotorcraft-load combinations used for human external cargo is a radio frequency field strength of 200 volts per meter.

(iii) Be protected against any failure that could be induced by a failure mode of any other electrical or mechanical rotorcraft system.

(c) For rotorcraft-load combinations to be used for human external cargo applications, the rotorcraft must—

(1) For jettisonable external loads, have a quick-release system that meets the requirements of paragraph (b) of this section and that—

(i) Provides a dual actuation device for the primary quick release subsystem, and

(ii) Provides a separate dual actuation device for the backup quick release subsystem;

(2) Have a reliable, approved personnel carrying device system that has the structural capability and personnel safety features essential for external occupant safety;

(3) Have placards and markings at all appropriate locations that clearly state the essential system operating instructions and, for the personnel carrying device system, the ingress and egress instructions;

(4) Have equipment to allow direct intercommunication among required crewmembers and external occupants; and

(5) Have the appropriate limitations and procedures incorporated in the flight manual for conducting human external cargo operations.

(d) The critically configured jettisonable external loads must be shown by a combination of analysis, ground tests, and flight tests to be both transportable and releasable throughout the approved operational envelope without hazard to the rotorcraft during normal flight conditions. In addition, these external loads must be shown to be releasable without hazard to the rotorcraft during emergency flight conditions.

(e) A placard or marking must be installed next to the external-load attaching means clearly stating any operational limitations and the maximum authorized external load as demonstrated under § 27.25 and this section.

(f) The fatigue evaluation of § 27.571 of this part does not apply to rotorcraft-load combinations to be used for nonhuman external cargo except for the failure of critical structural elements that would result in a hazard to the rotorcraft. For rotorcraft-load combinations to be used for human external cargo, the fatigue evaluation of § 27.571 of this part applies to the entire quick release and personnel carrying device structural systems and their attachments.

§ 27.871

Leveling marks.

There must be reference marks for leveling the rotorcraft on the ground.

§ 27.873

Ballast provisions.

Ballast provisions must be designed and constructed to prevent inadvertent shifting of ballast in flight.

§ 27.901

Installation.

(a) For the purpose of this part, the powerplant installation includes each part of the rotorcraft (other than the main and auxiliary rotor structures) that—

(1) Is necessary for propulsion;

(2) Affects the control of the major propulsive units; or

(3) Affects the safety of the major propulsive units between normal inspections or overhauls.

(b) For each powerplant installation—

(1) Each component of the installation must be constructed, arranged, and installed to ensure its continued safe operation between normal inspections or overhauls for the range of temperature and altitude for which approval is requested;

(2) Accessibility must be provided to allow any inspection and maintenance necessary for continued airworthiness;

(3) Electrical interconnections must be provided to prevent differences of potential between major components of the installation and the rest of the rotorcraft;

(4) Axial and radial expansion of turbine engines may not affect the safety of the installation; and

(5) Design precautions must be taken to minimize the possibility of incorrect assembly of components and equipment essential to safe operation of the rotorcraft, except where operation with the incorrect assembly can be shown to be extremely improbable.

(c) The installation must comply with—

(1) The installation instructions provided under § 33.5 of this chapter; and

(2) The applicable provisions of this subpart.

§ 27.903

Engines.

(a) Engine type certification. Each engine must have an approved type certificate. Reciprocating engines for use in helicopters must be qualified in accordance with § 33.49(d) of this chapter or be otherwise approved for the intended usage.

(b) Engine or drive system cooling fan blade protection. (1) If an engine or rotor drive system cooling fan is installed, there must be a means to protect the rotorcraft and allow a safe landing if a fan blade fails. This must be shown by showing that—

(i) The fan blades are contained in case of failure;

(ii) Each fan is located so that a failure will not jeopardize safety; or

(iii) Each fan blade can withstand an ultimate load of 1.5 times the centrifugal force resulting from operation limited by the following:

(A) For fans driven directly by the engine—

( 1 ) The terminal engine r.p.m. under uncontrolled conditions; or

( 2 ) An overspeed limiting device.

(B) For fans driven by the rotor drive system, the maximum rotor drive system rotational speed to be expected in service, including transients.

(2) Unless a fatigue evaluation under § 27.571 is conducted, it must be shown that cooling fan blades are not operating at resonant conditions within the operating limits of the rotorcraft.

(c) Turbine engine installation. For turbine engine installations, the powerplant systems associated with engine control devices, systems, and instrumentation must be designed to give reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service.

(d) Restart capability. (1) A means to restart any engine in flight must be provided.

(2) Except for the in-flight shutdown of all engines, engine restart capability must be demonstrated throughout a flight envelope for the rotorcraft.

(3) Following the in-flight shutdown of all engines, in-flight engine restart capability must be provided.

§ 27.907

Engine vibration.

(a) Each engine must be installed to prevent the harmful vibration of any part of the engine or rotorcraft.

(b) The addition of the rotor and the rotor drive system to the engine may not subject the principal rotating parts of the engine to excessive vibration stresses. This must be shown by a vibration investigation.

(c) No part of the rotor drive system may be subjected to excessive vibration stresses.

§ 27.917

Design.

(a) Each rotor drive system must incorporate a unit for each engine to automatically disengage that engine from the main and auxiliary rotors if that engine fails.

(b) Each rotor drive system must be arranged so that each rotor necessary for control in autorotation will continue to be driven by the main rotors after disengagement of the engine from the main and auxiliary rotors.

(c) If a torque limiting device is used in the rotor drive system, it must be located so as to allow continued control of the rotorcraft when the device is operating.

(d) The rotor drive system includes any part necessary to transmit power from the engines to the rotor hubs. This includes gear boxes, shafting, universal joints, couplings, rotor brake assemblies, clutches, supporting bearings for shafting, any attendant accessory pads or drives, and any cooling fans that are a part of, attached to, or mounted on the rotor drive system.

§ 27.921

Rotor brake.

If there is a means to control the rotation of the rotor drive system independently of the engine, any limitations on the use of that means must be specified, and the control for that means must be guarded to prevent inadvertent operation.

§ 27.923

Rotor drive system and control mechanism tests.

(a) Each part tested as prescribed in this section must be in a serviceable condition at the end of the tests. No intervening disassembly which might affect test results may be conducted.

(b) Each rotor drive system and control mechanism must be tested for not less than 100 hours. The test must be conducted on the rotorcraft, and the torque must be absorbed by the rotors to be installed, except that other ground or flight test facilities with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the rotorcraft.

(c) A 60-hour part of the test prescribed in paragraph (b) of this section must be run at not less than maximum continuous torque and the maximum speed for use with maximum continuous torque. In this test, the main rotor controls must be set in the position that will give maximum longitudinal cyclic pitch change to simulate forward flight. The auxiliary rotor controls must be in the position for normal operation under the conditions of the test.

(d) A 30-hour or, for rotorcraft for which the use of either 30-minute OEI power or continuous OEI power is requested, a 25-hour part of the test prescribed in paragraph (b) of this section must be run at not less than 75 percent of maximum continuous torque and the minimum speed for use with 75 percent of maximum continuous torque. The main and auxiliary rotor controls must be in the position for normal operation under the conditions of the test.

(e) A 10-hour part of the test prescribed in paragraph (b) of this section must be run at not less than takeoff torque and the maximum speed for use with takeoff torque. The main and auxiliary rotor controls must be in the normal position for vertical ascent.

(1) For multiengine rotorcraft for which the use of 2 1/2 minute OEI power is requested, 12 runs during the 10-hour test must be conducted as follows:

(i) Each run must consist of at least one period of 2 1/2 minutes with takeoff torque and the maximum speed for use with takeoff torque on all engines.

(ii) Each run must consist of at least one period for each engine in sequence, during which that engine simulates a power failure and the remaining engines are run at 2 1/2 minute OEI torque and the maximum speed for use with 2 1/2 minute OEI torque for 2 1/2 minutes.

(2) For multiengine turbine-powered rotorcraft for which the use of 30-second and 2-minute OEI power is requested, 10 runs must be conducted as follows:

(i) Immediately following a takeoff run of at least 5 minutes, each power source must simulate a failure, in turn, and apply the maximum torque and the maximum speed for use with 30-second OEI power to the remaining affected drive system power inputs for not less than 30 seconds, followed by application of the maximum torque and the maximum speed for use with 2-minute OEI power for not less than 2 minutes. At least one run sequence must be conducted from a simulated “flight idle” condition. When conducted on a bench test, the test sequence must be conducted following stabilization at takeoff power.

(ii) For the purpose of this paragraph, an affected power input includes all parts of the rotor drive system which can be adversely affected by the application of higher or asymmetric torque and speed prescribed by the test.

(iii) This test may be conducted on a representative bench test facility when engine limitations either preclude repeated use of this power or would result in premature engine removal during the test. The loads, the vibration frequency, and the methods of application to the affected rotor drive system components must be representative of rotorcraft conditions. Test components must be those used to show compliance with the remainder of this section.

(f) The parts of the test prescribed in paragraphs (c) and (d) of this section must be conducted in intervals of not less than 30 minutes and may be accomplished either on the ground or in flight. The part of the test prescribed in paragraph (e) of this section must be conducted in intervals of not less than five minutes.

(g) At intervals of not more than five hours during the tests prescribed in paragraphs (c), (d), and (e) of this section, the engine must be stopped rapidly enough to allow the engine and rotor drive to be automatically disengaged from the rotors.

(h) Under the operating conditions specified in paragraph (c) of this section, 500 complete cycles of lateral control, 500 complete cycles of longitudinal control of the main rotors, and 500 complete cycles of control of each auxiliary rotor must be accomplished. A “complete cycle” involves movement of the controls from the neutral position, through both extreme positions, and back to the neutral position, except that control movements need not produce loads or flapping motions exceeding the maximum loads or motions encountered in flight. The cycling may be accomplished during the testing prescribed in paragraph (c) of this section.

(i) At least 200 start-up clutch engagements must be accomplished—

(1) So that the shaft on the driven side of the clutch is accelerated; and

(2) Using a speed and method selected by the applicant.

(j) For multiengine rotorcraft for which the use of 30-minute OEI power is requested, five runs must be made at 30-minute OEI torque and the maximum speed for use with 30-minute OEI torque, in which each engine, in sequence, is made inoperative and the remaining engine(s) is run for a 30-minute period.

(k) For multiengine rotorcraft for which the use of continuous OEI power is requested, five runs must be made at continuous OEI torque and the maximum speed for use with continuous OEI torque, in which each engine, in sequence, is made inoperative and the remaining engine(s) is run for a 1-hour period.

§ 27.927

Additional tests.

(a) Any additional dynamic, endurance, and operational tests, and vibratory investigations necessary to determine that the rotor drive mechanism is safe, must be performed.

(b) If turbine engine torque output to the transmission can exceed the highest engine or transmission torque rating limit, and that output is not directly controlled by the pilot under normal operating conditions (such as where the primary engine power control is accomplished through the flight control), the following test must be made:

(1) Under conditions associated with all engines operating, make 200 applications, for 10 seconds each, or torque that is at least equal to the lesser of—

(i) The maximum torque used in meeting § 27.923 plus 10 percent; or

(ii) The maximum attainable torque output of the engines, assuming that torque limiting devices, if any, function properly.

(2) For multiengine rotorcraft under conditions associated with each engine, in turn, becoming inoperative, apply to the remaining transmission torque inputs the maximum torque attainable under probable operating conditions, assuming that torque limiting devices, if any, function properly. Each transmission input must be tested at this maximum torque for at least 15 minutes.

(3) The tests prescribed in this paragraph must be conducted on the rotorcraft at the maximum rotational speed intended for the power condition of the test and the torque must be absorbed by the rotors to be installed, except that other ground or flight test facilities with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the rotorcraft.

(c) It must be shown by tests that the rotor drive system is capable of operating under autorotative conditions for 15 minutes after the loss of pressure in the rotor drive primary oil system.

§ 27.931

Shafting critical speed.

(a) The critical speeds of any shafting must be determined by demonstration except that analytical methods may be used if reliable methods of analysis are available for the particular design.

(b) If any critical speed lies within, or close to, the operating ranges for idling, power on, and autorotative conditions, the stresses occurring at that speed must be within safe limits. This must be shown by tests.

(c) If analytical methods are used and show that no critical speed lies within the permissible operating ranges, the margins between the calculated critical speeds and the limits of the allowable operating ranges must be adequate to allow for possible variations between the computed and actual values.

§ 27.935

Shafting joints.

Each universal joint, slip joint, and other shafting joints whose lubrication is necessary for operation must have provision for lubrication.

§ 27.939

Turbine engine operating characteristics.

(a) Turbine engine operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to a hazardous degree, during normal and emergency operation within the range of operating limitations of the rotorcraft and of the engine.

(b) The turbine engine air inlet system may not, as a result of airflow distortion during normal operation, cause vibration harmful to the engine.

(c) For governor-controlled engines, it must be shown that there exists no hazardous torsional instability of the drive system associated with critical combinations of power, rotational speed, and control displacement.

§ 27.951

General.

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine functioning under any likely operating condition, including the maneuvers for which certification is requested.

(b) Each fuel system must be arranged so that—

(1) No fuel pump can draw fuel from more than one tank at a time; or

(2) There are means to prevent introducing air into the system.

(c) Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80 °F. and having 0.75cc of free water per gallon added and cooled to the most critical condition for icing likely to be encountered in operation.

§ 27.952

Fuel system crash resistance.

Unless other means acceptable to the Administrator are employed to minimize the hazard of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems must incorporate the design features of this section. These systems must be shown to be capable of sustaining the static and dynamic deceleration loads of this section, considered as ultimate loads acting alone, measured at the system component's center of gravity, without structural damage to system components, fuel tanks, or their attachments that would leak fuel to an ignition source.

(a) Drop test requirements. Each tank, or the most critical tank, must be drop-tested as follows:

(1) The drop height must be at least 50 feet.

(2) The drop impact surface must be nondeforming.

(3) The tank must be filled with water to 80 percent of the normal, full capacity.

(4) The tank must be enclosed in a surrounding structure representative of the installation unless it can be established that the surrounding structure is free of projections or other design features likely to contribute to rupture of the tank.

(5) The tank must drop freely and impact in a horizontal position ±10°.

(6) After the drop test, there must be no leakage.

(b) Fuel tank load factors. Except for fuel tanks located so that tank rupture with fuel release to either significant ignition sources, such as engines, heaters, and auxiliary power units, or occupants is extremely remote, each fuel tank must be designed and installed to retain its contents under the following ultimate inertial load factors, acting alone.

(1) For fuel tanks in the cabin:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g.

(2) For fuel tanks located above or behind the crew or passenger compartment that, if loosened, could injure an occupant in an emergency landing:

(i) Upward—1.5g.

(ii) Forward—8g.

(iii) Sideward—2g.

(iv) Downward—4g.

(3) For fuel tanks in other areas:

(i) Upward—1.5g.

(ii) Forward—4g.

(iii) Sideward—2g.

(iv) Downward—4g.

(c) Fuel line self-sealing breakaway couplings. Self-sealing breakaway couplings must be installed unless hazardous relative motion of fuel system components to each other or to local rotorcraft structure is demonstrated to be extremely improbable or unless other means are provided. The couplings or equivalent devices must be installed at all fuel tank-to-fuel line connections, tank-to-tank interconnects, and at other points in the fuel system where local structural deformation could lead to the release of fuel.

(1) The design and construction of self-sealing breakaway couplings must incorporate the following design features:

(i) The load necessary to separate a breakaway coupling must be between 25 to 50 percent of the minimum ultimate failure load (ultimate strength) of the weakest component in the fluid-carrying line. The separation load must in no case be less than 300 pounds, regardless of the size of the fluid line.

(ii) A breakaway coupling must separate whenever its ultimate load (as defined in paragraph (c)(1)(i) of this section) is applied in the failure modes most likely to occur.

(iii) All breakaway couplings must incorporate design provisions to visually ascertain that the coupling is locked together (leak-free) and is open during normal installation and service.

(iv) All breakaway couplings must incorporate design provisions to prevent uncoupling or unintended closing due to operational shocks, vibrations, or accelerations.

(v) No breakaway coupling design may allow the release of fuel once the coupling has performed its intended function.

(2) All individual breakaway couplings, coupling fuel feed systems, or equivalent means must be designed, tested, installed, and maintained so that inadvertent fuel shutoff in flight is improbable in accordance with § 27.955(a) and must comply with the fatigue evaluation requirements of § 27.571 without leaking.

(3) Alternate, equivalent means to the use of breakaway couplings must not create a survivable impact-induced load on the fuel line to which it is installed greater than 25 to 50 percent of the ultimate load (strength) of the weakest component in the line and must comply with the fatigue requirements of § 27.571 without leaking.

(d) Frangible or deformable structural attachments. Unless hazardous relative motion of fuel tanks and fuel system components to local rotorcraft structure is demonstrated to be extremely improbable in an otherwise survivable impact, frangible or locally deformable attachments of fuel tanks and fuel system components to local rotorcraft structure must be used. The attachment of fuel tanks and fuel system components to local rotorcraft structure, whether frangible or locally deformable, must be designed such that its separation or relative local deformation will occur without rupture or local tear-out of the fuel tank or fuel system components that will cause fuel leakage. The ultimate strength of frangible or deformable attachments must be as follows:

(1) The load required to separate a frangible attachment from its support structure, or deform a locally deformable attachment relative to its support structure, must be between 25 and 50 percent of the minimum ultimate load (ultimate strength) of the weakest component in the attached system. In no case may the load be less than 300 pounds.

(2) A frangible or locally deformable attachment must separate or locally deform as intended whenever its ultimate load (as defined in paragraph (d)(1) of this section) is applied in the modes most likely to occur.

(3) All frangible or locally deformable attachments must comply with the fatigue requirements of § 27.571.

(e) Separation of fuel and ignition sources. To provide maximum crash resistance, fuel must be located as far as practicable from all occupiable areas and from all potential ignition sources.

(f) Other basic mechanical design criteria. Fuel tanks, fuel lines, electrical wires, and electrical devices must be designed, constructed, and installed, as far as practicable, to be crash resistant.

(g) Rigid or semirigid fuel tanks. Rigid or semirigid fuel tank or bladder walls must be impact and tear resistant.

§ 27.953

Fuel system independence.

(a) Each fuel system for multiengine rotorcraft must allow fuel to be supplied to each engine through a system independent of those parts of each system supplying fuel to other engines. However, separate fuel tanks need not be provided for each engine.

(b) If a single fuel tank is used on a multiengine rotorcraft, the following must be provided:

(1) Independent tank outlets for each engine, each incorporating a shutoff valve at the tank. This shutoff valve may also serve as the firewall shutoff valve required by § 27.995 if the line between the valve and the engine compartment does not contain a hazardous amount of fuel that can drain into the engine compartment.

(2) At least two vents arranged to minimize the probability of both vents becoming obstructed simultaneously.

(3) Filler caps designed to minimize the probability of incorrect installation or inflight loss.

(4) A fuel system in which those parts of the system from each tank outlet to any engine are independent of each part of each system supplying fuel to other engines.

§ 27.954

Fuel system lightning protection.

The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by—

(a) Direct lightning strikes to areas having a high probability of stroke attachment;

(b) Swept lightning strokes to areas where swept strokes are highly probable; or

(c) Corona and streamering at fuel vent outlets.

§ 27.955

Fuel flow.

(a) General. The fuel system for each engine must be shown to provide the engine with at least 100 percent of the fuel required under each operating and maneuvering condition to be approved for the rotorcraft including, as applicable, the fuel required to operate the engine(s) under the test conditions required by § 27.927. Unless equivalent methods are used, compliance must be shown by test during which the following provisions are met except that combinations of conditions which are shown to be improbable need not be considered.

(1) The fuel pressure, corrected for critical accelerations, must be within the limits specified by the engine type certificate data sheet.

(2) The fuel level in the tank may not exceed that established as the unusable fuel supply for that tank under § 27.959, plus the minimum additional fuel necessary to conduct the test.

(3) The fuel head between the tank outlet and the engine inlet must be critical with respect to rotorcraft flight attitudes.

(4) The critical fuel pump (for pump-fed systems) is installed to produce (by actual or simulated failure) the critical restriction to fuel flow to be expected from pump failure.

(5) Critical values of engine rotation speed, electrical power, or other sources of fuel pump motive power must be applied.

(6) Critical values of fuel properties which adversely affect fuel flow must be applied.

(7) The fuel filter required by § 27.997 must be blocked to the degree necessary to simulate the accumulation of fuel contamination required to activate the indicator required by § 27.1305(q).

(b) Fuel transfer systems. If normal operation of the fuel system requires fuel to be transferred to an engine feed tank, the transfer must occur automatically via a system which has been shown to maintain the fuel level in the engine feed tank within acceptable limits during flight or surface operation of the rotorcraft.

(c) Multiple fuel tanks. If an engine can be supplied with fuel from more than one tank, the fuel systems must, in addition to having appropriate manual switching capability, be designed to prevent interruption of fuel flow to that engine, without attention by the flightcrew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank that normally supplies fuel to the engine alone contains usable fuel.

§ 27.959

Unusable fuel supply.

The unusable fuel supply for each tank must be established as not less than the quantity at which the first evidence of malfunction occurs under the most adverse fuel feed condition occurring under any intended operations and flight maneuvers involving that tank.

§ 27.961

Fuel system hot weather operation.

Each suction lift fuel system and other fuel systems with features conducive to vapor formation must be shown by test to operate satisfactorily (within certification limits) when using fuel at a temperature of 110 °F under critical operating conditions including, if applicable, the engine operating conditions defined by § 27.927 (b)(1) and (b)(2).

§ 27.963

Fuel tanks: general.

(a) Each fuel tank must be able to withstand, without failure, the vibration, inertia, fluid, and structural loads to which it may be subjected in operation.

(b) Each fuel tank of 10 gallons or greater capacity must have internal baffles, or must have external support to resist surging.

(c) Each fuel tank must be separated from the engine compartment by a firewall. At least one-half inch of clear airspace must be provided between the tank and the firewall.

(d) Spaces adjacent to the surfaces of fuel tanks must be ventilated so that fumes cannot accumulate in the tank compartment in case of leakage. If two or more tanks have interconnected outlets, they must be considered as one tank, and the airspaces in those tanks must be interconnected to prevent the flow of fuel from one tank to another as a result of a difference in pressure between those airspaces.

(e) The maximum exposed surface temperature of any component in the fuel tank must be less, by a safe margin as determined by the Administrator, than the lowest expected autoignition temperature of the fuel or fuel vapor in the tank. Compliance with this requirement must be shown under all operating conditions and under all failure or malfunction conditions of all components inside the tank.

(f) Each fuel tank installed in personnel compartments must be isolated by fume-proof and fuel-proof enclosures that are drained and vented to the exterior of the rotorcraft. The design and construction of the enclosures must provide necessary protection for the tank, must be crash resistant during a survivable impact in accordance with § 27.952, and must be adequate to withstand loads and abrasions to be expected in personnel compartments.

(g) Each flexible fuel tank bladder or liner must be approved or shown to be suitable for the particular application and must be puncture resistant. Puncture resistance must be shown by meeting the TSO-C80, paragraph 16.0, requirements using a minimum puncture force of 370 pounds.

(h) Each integral fuel tank must have provisions for inspection and repair of its interior.

§ 27.965

Fuel tank tests.

(a) Each fuel tank must be able to withstand the applicable pressure tests in this section without failure or leakage. If practicable, test pressures may be applied in a manner simulating the pressure distribution in service.

(b) Each conventional metal tank, nonmetallic tank with walls that are not supported by the rotorcraft structure, and integral tank must be subjected to a pressure of 3.5 p.s.i. unless the pressure developed during maximum limit acceleration or emergency deceleration with a full tank exceeds this value, in which case a hydrostatic head, or equivalent test, must be applied to duplicate the acceleration loads as far as possible. However, the pressure need not exceed 3.5 p.s.i. on surfaces not exposed to the acceleration loading.

(c) Each nonmetallic tank with walls supported by the rotorcraft structure must be subjected to the following tests:

(1) A pressure test of at least 2.0 p.s.i. This test may be conducted on the tank alone in conjunction with the test specified in paragraph (c)(2) of this section.

(2) A pressure test, with the tank mounted in the rotorcraft structure, equal to the load developed by the reaction of the contents, with the tank full, during maximum limit acceleration or emergency deceleration. However, the pressure need not exceed 2.0 p.s.i. on surfaces not exposed to the acceleration loading.

(d) Each tank with large unsupported or unstiffened flat areas, or with other features whose failure or deformation could cause leakage, must be subjected to the following test or its equivalent:

(1) Each complete tank assembly and its support must be vibration tested while mounted to simulate the actual installation.

(2) The tank assembly must be vibrated for 25 hours while two-thirds full of any suitable fluid. The amplitude of vibration may not be less than one thirty-second of an inch, unless otherwise substantiated.

(3) The test frequency of vibration must be as follows:

(i) If no frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the test frequency of vibration, in number of cycles per minute must, unless a frequency based on a more rational calculation is used, be the number obtained by averaging the maximum and minimum power-on engine speeds (r.p.m.) for reciprocating engine powered rotorcraft or 2,000 c.p.m. for turbine engine powered rotorcraft.

(ii) If only one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, that frequency of vibration must be the test frequency.

(iii) If more than one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the most critical of these frequencies must be the test frequency.

(4) Under paragraphs (d)(3)(ii) and (iii) of this section, the time of test must be adjusted to accomplish the same number of vibration cycles as would be accomplished in 25 hours at the frequency specified in paragraph (d)(3)(i) of this section.

(5) During the test, the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute through an angle of 15 degrees on both sides of the horizontal (30 degrees total), about the most critical axis, for 25 hours. If motion about more than one axis is likely to be critical, the tank must be rocked about each critical axis for 12 1/2 hours.

§ 27.967

Fuel tank installation.

(a) Each fuel tank must be supported so that tank loads are not concentrated on unsupported tank surfaces. In addition—

(1) There must be pads, if necessary, to prevent chafing between each tank and its supports;

(2) The padding must be nonabsorbent or treated to prevent the absorption of fuel;

(3) If flexible tank liners are used, they must be supported so that it is not necessary for them to withstand fluid loads; and

(4) Each interior surface of tank compartments must be smooth and free of projections that could cause wear of the liner unless—

(i) There are means for protection of the liner at those points; or

(ii) The construction of the liner itself provides such protection.

(b) Any spaces adjacent to tank surfaces must be adequately ventilated to avoid accumulation of fuel or fumes in those spaces due to minor leakage. If the tank is in a sealed compartment, ventilation may be limited to drain holes that prevent clogging and excessive pressure resulting from altitude changes. If flexible tank liners are installed, the venting arrangement for the spaces between the liner and its container must maintain the proper relationship to tank vent pressures for any expected flight condition.

(c) The location of each tank must meet the requirements of § 27.1185 (a) and (c).

(d) No rotorcraft skin immediately adjacent to a major air outlet from the engine compartment may act as the wall of the integral tank.

§ 27.969

Fuel tank expansion space.

Each fuel tank or each group of fuel tanks with interconnected vent systems must have an expansion space of not less than 2 percent of the tank capacity. It must be impossible to fill the fuel tank expansion space inadvertently with the rotorcraft in the normal ground attitude.

§ 27.971

Fuel tank sump.

(a) Each fuel tank must have a drainable sump with an effective capacity in any ground attitude to be expected in service of 0.25 percent of the tank capacity or 1/16 gallon, whichever is greater, unless—

(1) The fuel system has a sediment bowl or chamber that is accessible for preflight drainage and has a minimum capacity of 1 ounce for every 20 gallons of fuel tank capacity; and

(2) Each fuel tank drain is located so that in any ground attitude to be expected in service, water will drain from all parts of the tank to the sediment bowl or chamber.

(b) Each sump, sediment bowl, and sediment chamber drain required by this section must comply with the drain provisions of § 27.999(b).

§ 27.973

Fuel tank filler connection.

(a) Each fuel tank filler connection must prevent the entrance of fuel into any part of the rotorcraft other than the tank itself during normal operations and must be crash resistant during a survivable impact in accordance with § 27.952(c). In addition—

(1) Each filler must be marked as prescribed in § 27.1557(c)(1);

(2) Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of the entire rotorcraft; and

(3) Each filler cap must provide a fuel-tight seal under the fluid pressure expected in normal operation and in a survivable impact.

(b) Each filler cap or filler cap cover must warn when the cap is not fully locked or seated on the filler connection.

§ 27.975

Fuel tank vents.

(a) Each fuel tank must be vented from the top part of the expansion space so that venting is effective under all normal flight conditions. Each vent must minimize the probability of stoppage by dirt or ice.

(b) The venting system must be designed to minimize spillage of fuel through the vents to an ignition source in the event of a rollover during landing, ground operation, or a survivable impact.

§ 27.977

Fuel tank outlet.

(a) There must be a fuel stainer for the fuel tank outlet or for the booster pump. This strainer must—

(1) For reciprocating engine powered rotorcraft, have 8 to 16 meshes per inch; and

(2) For turbine engine powered rotorcraft, prevent the passage of any object that could restrict fuel flow or damage any fuel system component.

(b) The clear area of each fuel tank outlet strainer must be at least five times the area of the outlet line.

(c) The diameter of each strainer must be at least that of the fuel tank outlet.

(d) Each finger strainer must be accessible for inspection and cleaning.

§ 27.991

Fuel pumps.

Compliance with § 27.955 may not be jeopardized by failure of—

(a) Any one pump except pumps that are approved and installed as parts of a type certificated engine; or

(b) Any component required for pump operation except, for engine driven pumps, the engine served by that pump.

§ 27.993

Fuel system lines and fittings.

(a) Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Each fuel line connected to components of the rotorcraft between which relative motion could exist must have provisions for flexibility.

(c) Flexible hose must be approved.

(d) Each flexible connection in fuel lines that may be under pressure or subjected to axial loading must use flexible hose assemblies.

(e) No flexible hose that might be adversely affected by high temperatures may be used where excessive temperatures will exist during operation or after engine shutdown.

§ 27.995

Fuel valves.

(a) There must be a positive, quick-acting valve to shut off fuel to each engine individually.

(b) The control for this valve must be within easy reach of appropriate crewmembers.

(c) Where there is more than one source of fuel supply there must be means for independent feeding from each source.

(d) No shutoff valve may be on the engine side of any firewall.

§ 27.997

Fuel strainer or filter.

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of the first fuel system component which is susceptible to fuel contamination, including but not limited to the fuel metering device or an engine positive displacement pump, whichever is nearer the fuel tank outlet. This fuel strainer or filter must—

(a) Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable;

(b) Have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself, unless adequate strength margins under all loading conditions are provided in the lines and connections; and

(d) Provide a means to remove from the fuel any contaminant which would jeopardize the flow of fuel through rotorcraft or engine fuel system components required for proper rotorcraft fuel system or engine fuel system operation.

§ 27.999

Fuel system drains.

(a) There must be at least one accessible drain at the lowest point in each fuel system to completely drain the system with the rotorcraft in any ground attitude to be expected in service.

(b) Each drain required by paragraph (a) of this section must—

(1) Discharge clear of all parts of the rotorcraft;

(2) Have manual or automatic means to assure positive closure in the off position; and

(3) Have a drain valve—

(i) That is readily accessible and which can be easily opened and closed; and

(ii) That is either located or protected to prevent fuel spillage in the event of a landing with landing gear retracted.

§ 27.1011

Engines: General.

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) The usable oil capacity of each system may not be less than the product of the endurance of the rotorcraft under critical operating conditions and the maximum oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate circulation and cooling. Instead of a rational analysis of endurance and consumption, a usable oil capacity of one gallon for each 40 gallons of usable fuel may be used.

(c) The oil cooling provisions for each engine must be able to maintain the oil inlet temperature to that engine at or below the maximum established value. This must be shown by flight tests.

§ 27.1013

Oil tanks.

Each oil tank must be designed and installed so that—

(a) It can withstand, without failure, each vibration, inertia, fluid, and structural load expected in operation;

(b) [Reserved]

(c) Where used with a reciprocating engine, it has an expansion space of not less than the greater of 10 percent of the tank capacity or 0.5 gallon, and where used with a turbine engine, it has an expansion space of not less than 10 percent of the tank capacity.

(d) It is impossible to fill the tank expansion space inadvertently with the rotorcraft in the normal ground attitude;

(e) Adequate venting is provided; and

(f) There are means in the filler opening to prevent oil overflow from entering the oil tank compartment.

§ 27.1015

Oil tank tests.

Each oil tank must be designed and installed so that it can withstand, without leakage, an internal pressure of 5 p.s.i., except that each pressurized oil tank used with a turbine engine must be designed and installed so that it can withstand, without leakage, an internal pressure of 5 p.s.i., plus the maximum operating pressure of the tank.

§ 27.1017

Oil lines and fittings.

(a) Each oil line must be supported to prevent excessive vibration.

(b) Each oil line connected to components of the rotorcraft between which relative motion could exist must have provisions for flexibility.

(c) Flexible hose must be approved.

(d) Each oil line must have an inside diameter of not less than the inside diameter of the engine inlet or outlet. No line may have splices between connections.

§ 27.1019

Oil strainer or filter.

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements:

(1) Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.

(2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine under Part 33 of this chapter.

(3) The oil strainer or filter, unless it is installed at an oil tank outlet, must incorporate a means to indicate contamination before it reaches the capacity established in accordance with paragraph (a)(2) of this section.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except one that is installed at an oil tank outlet, must have a means to connect it to the warning system required in § 27.1305(r).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

§ 27.1021

Oil system drains.

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must—

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed position.

§ 27.1027

Transmissions and gearboxes: General.

(a) The lubrication system for components of the rotor drive system that require continuous lubrication must be sufficiently independent of the lubrication systems of the engine(s) to ensure lubrication during autorotation.

(b) Pressure lubrication systems for transmissions and gearboxes must comply with the engine oil system requirements of §§ 27.1013 (except paragraph (c)), 27.1015, 27.1017, 27.1021, and 27.1337(d).

(c) Each pressure lubrication system must have an oil strainer or filter through which all of the lubricant flows and must—

(1) Be designed to remove from the lubricant any contaminant which may damage transmission and drive system components or impede the flow of lubricant to a hazardous degree;

(2) Be equipped with a means to indicate collection of contaminants on the filter or strainer at or before opening of the bypass required by paragraph (c)(3) of this section; and

(3) Be equipped with a bypass constructed and installed so that—

(i) The lubricant will flow at the normal rate through the rest of the system with the strainer or filter completely blocked; and

(ii) The release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flowpath.

(d) For each lubricant tank or sump outlet supplying lubrication to rotor drive systems and rotor drive system components, a screen must be provided to prevent entrance into the lubrication system of any object that might obstruct the flow of lubricant from the outlet to the filter required by paragraph (c) of this section. The requirements of paragraph (c) do not apply to screens installed at lubricant tank or sump outlets.

(e) Splash-type lubrication systems for rotor drive system gearboxes must comply with §§ 27.1021 and 27.1337(d).

§ 27.1041

General.

(a) Each powerplant cooling system must be able to maintain the temperatures of powerplant components within the limits established for these components under critical surface (ground or water) and flight operating conditions for which certification is required and after normal shutdown. Powerplant components to be considered include but may not be limited to engines, rotor drive system components, auxiliary power units, and the cooling or lubricating fluids used with these components.

(b) Compliance with paragraph (a) of this section must be shown in tests conducted under the conditions prescribed in that paragraph.

§ 27.1043

Cooling tests.

(a) General. For the tests prescribed in § 27.1041(b), the following apply:

(1) If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature specified in paragraph (b) of this section, the recorded powerplant temperatures must be corrected under paragraphs (c) and (d) of this section unless a more rational correction method is applicable.

(2) No corrected temperature determined under paragraph (a)(1) of this section may exceed established limits.

(3) For reciprocating engines, the fuel used during the cooling tests must be of the minimum grade approved for the engines, and the mixture settings must be those normally used in the flight stages for which the cooling tests are conducted.

(4) The test procedures must be as prescribed in § 27.1045.

(b) Maximum ambient atmospheric temperature. A maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100 degrees F. must be established. The assumed temperature lapse rate is 3.6 degrees F. per thousand feet of altitude above sea level until a temperature of −69.7 degrees F. is reached, above which altitude the temperature is considered constant at −69.7 degrees F. However, for winterization installations, the applicant may select a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100 degrees F.

(c) Correction factor (except cylinder barrels). Unless a more rational correction applies, temperatures of engine fluids and power-plant components (except cylinder barrels) for which temperature limits are established, must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures. Cylinder barrel temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

§ 27.1045

Cooling test procedures.

(a) General. For each stage of flight, the cooling tests must be conducted with the rotorcraft—

(1) In the configuration most critical for cooling; and

(2) Under the conditions most critical for cooling.

(b) Temperature stabilization. For the purpose of the cooling tests, a temperature is “stabilized” when its rate of change is less than two degrees F. per minute. The following component and engine fluid temperature stabilization rules apply:

(1) For each rotorcraft, and for each stage of flight—

(i) The temperatures must be stabilized under the conditions from which entry is made into the stage of flight being investigated; or

(ii) If the entry condition normally does not allow temperatures to stabilize, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow the temperatures to attain their natural levels at the time of entry.

(2) For each helicopter during the takeoff stage of flight, the climb at takeoff power must be preceded by a period of hover during which the temperatures are stabilized.

(c) Duration of test. For each stage of flight the tests must be continued until—

(1) The temperatures stabilize or 5 minutes after the occurrence of the highest temperature recorded, as appropriate to the test condition;

(2) That stage of flight is completed; or

(3) An operating limitation is reached.

§ 27.1091

Air induction.

(a) The air induction system for each engine must supply the air required by that engine under the operating conditions and maneuvers for which certification is requested.

(b) Each cold air induction system opening must be outside the cowling if backfire flames can emerge.

(c) If fuel can accumulate in any air induction system, that system must have drains that discharge fuel—

(1) Clear of the rotorcraft; and

(2) Out of the path of exhaust flames.

(d) For turbine engine powered rotorcraft—

(1) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine intake system; and

(2) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing.

§ 27.1093

Induction system icing protection.

(a) Reciprocating engines. Each reciprocating engine air induction system must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30 degrees F., and with the engines at 75 percent of maximum continuous power—

(1) Each rotorcraft with sea level engines using conventional venturi carburetors has a preheater that can provide a heat rise of 90 degrees F.;

(2) Each rotorcraft with sea level engines using carburetors tending to prevent icing has a sheltered alternate source of air, and that the preheat supplied to the alternate air intake is not less than that provided by the engine cooling air downstream of the cylinders;

(3) Each rotorcraft with altitude engines using conventional venturi carburetors has a preheater capable of providing a heat rise of 120 degrees F.; and

(4) Each rotorcraft with altitude engines using carburetors tending to prevent icing has a preheater that can provide a heat rise of—

(i) 100 degrees F.; or

(ii) If a fluid deicing system is used, at least 40 degrees F.

(b) Turbine engine. (1) It must be shown that each turbine engine and its air inlet system can operate throughout the flight power range of the engine (including idling)—

(i) Without accumulating ice on engine or inlet system components that would adversely affect engine operation or cause a serious loss of power under the icing conditions specified in appendix C of Part 29 of this chapter; and

(ii) In snow, both falling and blowing, without adverse effect on engine operation, within the limitations established for the rotorcraft.

(2) Each turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing protection at its critical condition, without adverse effect, in an atmosphere that is at a temperature between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 gram per cubic meter in the form of drops having a mean effective diameter not less than 20 microns, followed by momentary operation at takeoff power or thrust. During the 30 minutes of idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator.

(c) Supercharged reciprocating engines. For each engine having superchargers to pressurize the air before it enters the carburetor, the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with paragraph (a) of this section if the heat rise utilized is that which will be available, automatically, for the applicable altitude and operating condition because of supercharging.

§ 27.1121

General.

For each exhaust system—

(a) There must be means for thermal expansion of manifolds and pipes;

(b) There must be means to prevent local hot spots;

(c) Exhaust gases must discharge clear of the engine air intake, fuel system components, and drains;

(d) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingement of the fluids or vapors on any part of the exhaust system including shields for the exhaust system;

(e) Exhaust gases may not impair pilot vision at night due to glare;

(f) If significant traps exist, each turbine engine exhaust system must have drains discharging clear of the rotorcraft, in any normal ground and flight attitudes, to prevent fuel accumulation after the failure of an attempted engine start;

(g) Each exhaust heat exchanger must incorporate means to prevent blockage of the exhaust port after any internal heat exchanger failure.

§ 27.1123

Exhaust piping.

(a) Exhaust piping must be heat and corrosion resistant, and must have provisions to prevent failure due to expansion by operating temperatures.

(b) Exhaust piping must be supported to withstand any vibration and inertia loads to which it would be subjected in operations.

(c) Exhaust piping connected to components between which relative motion could exist must have provisions for flexibility.

§ 27.1141

Powerplant controls: general.

(a) Powerplant controls must be located and arranged under § 27.777 and marked under § 27.1555.

(b) Each flexible powerplant control must be approved.

(c) Each control must be able to maintain any set position without—

(1) Constant attention; or

(2) Tendency to creep due to control loads or vibration.

(d) Controls of powerplant valves required for safety must have—

(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed position; and

(2) For power-assisted valves, a means to indicate to the flight crew when the valve—

(i) Is in the fully open or fully closed position; or

(ii) Is moving between the fully open and fully closed position.

(e) For turbine engine powered rotorcraft, no single failure or malfunction, or probable combination thereof, in any powerplant control system may cause the failure of any powerplant function necessary for safety.

§ 27.1143

Engine controls.

(a) There must be a separate power control for each engine.

(b) Power controls must be grouped and arranged to allow—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(c) Each power control must provide a positive and immediately responsive means of controlling its engine.

(d) If a power control incorporates a fuel shutoff feature, the control must have a means to prevent the inadvertent movement of the control into the shutoff position. The means must—

(1) Have a positive lock or stop at the idle position; and

(2) Require a separate and distinct operation to place the control in the shutoff position.

(e) For rotorcraft to be certificated for a 30-second OEI power rating, a means must be provided to automatically activate and control the 30-second OEI power and prevent any engine from exceeding the installed engine limits associated with the 30-second OEI power rating approved for the rotorcraft.

§ 27.1145

Ignition switches.

(a) There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control.

(b) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operation.

§ 27.1147

Mixture controls.

If there are mixture controls, each engine must have a separate control and the controls must be arranged to allow—

(a) Separate control of each engine; and

(b) Simultaneous control of all engines.

§ 27.1151

Rotor brake controls.

(a) It must be impossible to apply the rotor brake inadvertently in flight.

(b) There must be means to warn the crew if the rotor brake has not been completely released before takeoff.

§ 27.1163

Powerplant accessories.

(a) Each engine-mounted accessory must—

(1) Be approved for mounting on the engine involved;

(2) Use the provisions on the engine for mounting; and

(3) Be sealed in such a way as to prevent contamination of the engine oil system and the accessory system.

(b) Unless other means are provided, torque limiting means must be provided for accessory drives located on any component of the transmission and rotor drive system to prevent damage to these components from excessive accessory load.

§ 27.1183

Lines, fittings, and components.

(a) Except as provided in paragraph (b) of this section, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions must be fire resistant, except that flammable fluid tanks and supports which are part of and attached to the engine must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non-fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located so as to safeguard against the ignition of leaking flammable fluid. An integral oil sump of less than 25-quart capacity on a reciprocating engine need not be fireproof nor be enclosed by a fireproof shield.

(b) Paragraph (a) does not apply to—

(1) Lines, fittings, and components which are already approved as part of a type certificated engine; and

(2) Vent and drain lines, and their fittings, whose failure will not result in, or add to, a fire hazard.

(c) Each flammable fluid drain and vent must discharge clear of the induction system air inlet.

§ 27.1185

Flammable fluids.

(a) Each fuel tank must be isolated from the engines by a firewall or shroud.

(b) Each tank or reservoir, other than a fuel tank, that is part of a system containing flammable fluids or gases must be isolated from the engine by a firewall or shroud, unless the design of the system, the materials used in the tank and its supports, the shutoff means, and the connections, lines and controls provide a degree of safety equal to that which would exist if the tank or reservoir were isolated from the engines.

(c) There must be at least one-half inch of clear airspace between each tank and each firewall or shroud isolating that tank, unless equivalent means are used to prevent heat transfer from each engine compartment to the flammable fluid.

(d) Absorbent materials close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids.

§ 27.1187

Ventilation and drainage.

Each compartment containing any part of the powerplant installation must have provision for ventilation and drainage of flammable fluids. The drainage means must be—

(a) Effective under conditions expected to prevail when drainage is needed, and

(b) Arranged so that no discharged fluid will cause an additional fire hazard.

§ 27.1189

Shutoff means.

(a) There must be means to shut off each line carrying flammable fluids into the engine compartment, except—

(1) Lines, fittings, and components forming an intergral part of an engine;

(2) For oil systems for which all components of the system, including oil tanks, are fireproof or located in areas not subject to engine fire conditions; and

(3) For reciprocating engine installations only, engine oil system lines in installation using engines of less than 500 cu. in. displacement.

(b) There must be means to guard against inadvertent operation of each shutoff, and to make it possible for the crew to reopen it in flight after it has been closed.

(c) Each shutoff valve and its control must be designed, located, and protected to function properly under any condition likely to result from an engine fire.

§ 27.1191

Firewalls.

(a) Each engine, including the combustor, turbine, and tailpipe sections of turbine engines must be isolated by a firewall, shroud, or equivalent means, from personnel compartments, structures, controls, rotor mechanisms, and other parts that are—

(1) Essential to a controlled landing: and

(2) Not protected under § 27.861.

(b) Each auxiliary power unit and combustion heater, and any other combustion equipment to be used in flight, must be isolated from the rest of the rotorcraft by firewalls, shrouds, or equivalent means.

(c) In meeting paragraphs (a) and (b) of this section, account must be taken of the probable path of a fire as affected by the airflow in normal flight and in autorotation.

(d) Each firewall and shroud must be constructed so that no hazardous quantity of air, fluids, or flame can pass from any engine compartment to other parts of the rotorcraft.

(e) Each opening in the firewall or shroud must be sealed with close-fitting, fireproof grommets, bushings, or firewall fittings.

(f) Each firewall and shroud must be fireproof and protected against corrosion.

§ 27.1193

Cowling and engine compartment covering.

(a) Each cowling and engine compartment covering must be constructed and supported so that it can resist the vibration, inertia, and air loads to which it may be subjected in operation.

(b) There must be means for rapid and complete drainage of each part of the cowling or engine compartment in the normal ground and flight attitudes.

(c) No drain may discharge where it might cause a fire hazard.

(d) Each cowling and engine compartment covering must be at least fire resistant.

(e) Each part of the cowling or engine compartment covering subject to high temperatures due to its nearness to exhaust system parts or exhaust gas impingement must be fireproof.

(f) A means of retaining each openable or readily removable panel, cowling, or engine or rotor drive system covering must be provided to preclude hazardous damage to rotors or critical control components in the event of structural or mechanical failure of the normal retention means, unless such failure is extremely improbable.

§ 27.1194

Other surfaces.

All surfaces aft of, and near, powerplant compartments, other than tail surfaces not subject to heat, flames, or sparks emanating from a powerplant compartment, must be at least fire resistant.

§ 27.1195

Fire detector systems.

Each turbine engine powered rotorcraft must have approved quick-acting fire detectors in numbers and locations insuring prompt detection of fire in the engine compartment which cannot be readily observed in flight by the pilot in the cockpit.

§ 27.1301

Function and installation.

Each item of installed equipment must—

(a) Be of a kind and design appropriate to its intended function;

(b) Be labeled as to its identification, function, or operating limitations, or any applicable combination of these factors;

(c) Be installed according to limitations specified for that equipment; and

(d) Function properly when installed.

§ 27.1303

Flight and navigation instruments.

The following are the required flight and navigation instruments:

(a) An airspeed indicator.

(b) An altimeter.

(c) A magnetic direction indicator.

§ 27.1305

Powerplant instruments.

The following are the required powerplant instruments:

(a) A carburetor air temperature indicator, for each engine having a preheater that can provide a heat rise in excess of 60 °F.

(b) A cylinder head temperature indicator, for each—

(1) Air cooled engine;

(2) Rotorcraft with cooling shutters; and

(3) Rotorcraft for which compliance with § 27.1043 is shown in any condition other than the most critical flight condition with respect to cooling.

(c) A fuel pressure indicator, for each pump-fed engine.

(d) A fuel quantity indicator, for each fuel tank.

(e) A means to indicate manifold pressure for each altitude engine.

(f) An oil temperature warning device to indicate when the temperature exceeds a safe value in each main rotor drive gearbox (including any gearboxes essential to rotor phasing) having an oil system independent of the engine oil system.

(g) An oil pressure warning device to indicate when the pressure falls below a safe value in each pressure-lubricated main rotor drive gearbox (including any gearboxes essential to rotor phasing) having an oil system independent of the engine oil system.

(h) An oil pressure indicator for each engine.

(i) An oil quantity indicator for each oil tank.

(j) An oil temperature indicator for each engine.

(k) A means to indicate the r.p.m. of each engine and at least one tachometer, as applicable, for:

(1) The r.p.m. of the single main rotor;

(2) The common r.p.m. of any main rotors whose speeds cannot vary appreciably with respect to each other; or

(3) The r.p.m. of each main rotor whose speed can vary appreciably with respect to that of another main rotor.

(l) A low fuel warning device for each fuel tank which feeds an engine. This device must—

(1) Provide a warning to the flightcrew when approximately 10 minutes of usable fuel remains in the tank; and

(2) Be independent of the normal fuel quantity indicating system.

(m) Means to indicate to the flightcrew the failure of any fuel pump installed to show compliance with § 27.955.

(n) A means to indicate the gas temperature for each turbine engine.

(o) A means to enable the pilot to determine the torque of each turbine engine, if a torque limitation is established for that engine under § 27.1521(e).

(p) For each turbine engine, an indicator to indicate the functioning of the powerplant ice protection system.

(q) An indicator for the fuel filter required by § 27.997 to indicate the occurrence of contamination of the filter at the degree established by the applicant in compliance with § 27.955.

(r) For each turbine engine, a warning means for the oil strainer or filter required by § 27.1019, if it has no bypass, to warn the pilot of the occurrence of contamination of the strainer or filter before it reaches the capacity established in accordance with § 27.1019(a)(2).

(s) An indicator to indicate the functioning of any selectable or controllable heater used to prevent ice clogging of fuel system components.

(t) For rotorcraft for which a 30-second/2-minute OEI power rating is requested, a means must be provided to alert the pilot when the engine is at the 30-second and the 2-minute OEI power levels, when the event begins, and when the time interval expires.

(u) For each turbine engine utilizing 30-second/2-minute OEI power, a device or system must be provided for use by ground personnel which—

(1) Automatically records each usage and duration of power at the 30-second and 2-minute OEI levels;

(2) Permits retrieval of the recorded data;

(3) Can be reset only by ground maintenance personnel; and

(4) Has a means to verify proper operation of the system or device.

(v) Warning or caution devices to signal to the flight crew when ferromagnetic particles are detected by the chip detector required by § 27.1337(e).

§ 27.1307

Miscellaneous equipment.

The following is the required miscellaneous equipment:

(a) An approved seat for each occupant.

(b) An approved safety belt for each occupant.

(c) A master switch arrangement.

(d) An adequate source of electrical energy, where electrical energy is necessary for operation of the rotorcraft.

(e) Electrical protective devices.

§ 27.1309

Equipment, systems, and installations.

The equipment, systems, and installations whose functioning is required by this subchapter must be designed and installed to ensure that they perform their intended functions under any foreseeable operating condition. For any item of equipment or system whose failure has not been specifically addressed by another requirement in this chapter, the following requirements also apply:

(a) The design of each item of equipment, system, and installation must be analyzed separately and in relation to other rotorcraft systems and installations to determine and identify any failure that would affect the capability of the rotorcraft or the ability of the crew to perform their duties in all operating conditions.

(b) Each item of equipment, system, and installation must be designed and installed so that:

(1) The occurrence of any catastrophic failure condition is extremely improbable;

(2) The occurrence of any major failure condition is no more than improbable; and

(3) For the occurrence of any other failure condition between major and catastrophic, the probability of the failure condition must be inversely proportional to its consequences.

(c) A means to alert the crew in the event of a failure must be provided when an unsafe system operating condition exists and to enable them to take corrective action. Systems, controls, and associated monitoring and crew alerting means must be designed to minimize crew errors that could create additional hazards.

(d) Compliance with the requirements of this section must be shown by analysis and, where necessary, by ground, flight, or simulator tests. The analysis must account for:

(1) Possible modes of failure, including malfunctions and misleading data and input from external sources;

(2) The effect of multiple failures and latent failures;

(3) The resulting effects on the rotorcraft and occupants, considering the stage of flight and operating conditions; and

(4) The crew alerting cues and the corrective action required.

§ 27.1316

Electrical and electronic system lightning protection.

(a) Each electrical and electronic system that performs a function, for which failure would prevent the continued safe flight and landing of the rotorcraft, must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to lightning; and

(2) The system automatically recovers normal operation of that function in a timely manner after the rotorcraft is exposed to lightning.

(b) For rotorcraft approved for instrument flight rules operation, each electrical and electronic system that performs a function, for which failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so that the function recovers normal operation in a timely manner after the rotorcraft is exposed to lightning.

§ 27.1317

High-intensity Radiated Fields (HIRF) Protection.

(a) Except as provided in paragraph (d) of this section, each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the rotorcraft must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment I, as described in appendix D to this part;

(2) The system automatically recovers normal operation of that function, in a timely manner, after the rotorcraft is exposed to HIRF environment I, as described in appendix D to this part, unless this conflicts with other operational or functional requirements of that system;

(3) The system is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment II, as described in appendix D to this part; and

(4) Each function required during operation under visual flight rules is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment III, as described in appendix D to this part.

(b) Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 1 or 2, as described in appendix D to this part.

(c) Each electrical and electronic system that performs a function whose failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 3, as described in appendix D to this part.

(d) Before December 1, 2012, an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of a rotorcraft may be designed and installed without meeting the provisions of paragraph (a) provided—

(1) The system has previously been shown to comply with special conditions for HIRF, prescribed under § 21.16, issued before December 1, 2007;

(2) The HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated; and

(3) The data used to demonstrate compliance with the special conditions is provided.

§ 27.1321

Arrangement and visibility.

(a) Each flight, navigation, and powerplant instrument for use by any pilot must be easily visible to him.

(b) For each multiengine rotorcraft, identical powerplant instruments must be located so as to prevent confusion as to which engine each instrument relates.

(c) Instrument panel vibration may not damage, or impair the readability or accuracy of, any instrument.

(d) If a visual indicator is provided to indicate malfunction of an instrument, it must be effective under all probable cockpit lighting conditions.

§ 27.1322

Warning, caution, and advisory lights.

If warning, caution or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Administrator, be—

(a) Red, for warning lights (lights indicating a hazard which may require immediate corrective action):

(b) Amber, for caution lights (lights indicating the possible need for future corrective action);

(c) Green, for safe operation lights; and

(d) Any other color, including white, for lights not described in paragraphs (a) through (c) of this section, provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this section to avoid possible confusion.

§ 27.1323

Airspeed indicating system.

(a) Each airspeed indicating instrument must be calibrated to indicate true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied.

(b) The airspeed indicating system must be calibrated in flight at forward speeds of 20 knots and over.

(c) At each forward speed above 80 percent of the climbout speed, the airspeed indicator must indicate true airspeed, at sea level with a standard atmosphere, to within an allowable installation error of not more than the greater of—

(1) ±3 percent of the calibrated airspeed; or

(2) Five knots.

§ 27.1325

Static pressure systems.

(a) Each instrument with static air case connections must be vented so that the influence of rotorcraft speed, the opening and closing of windows, airflow variation, and moisture or other foreign matter does not seriously affect its accuracy.

(b) Each static pressure port must be designed and located in such manner that the correlation between air pressure in the static pressure system and true ambient atmospheric static pressure is not altered when the rotorcraft encounters icing conditions. An anti-icing means or an alternate source of static pressure may be used in showing compliance with this requirement. If the reading of the altimeter, when on the alternate static pressure system, differs from the reading of the altimeter when on the primary static system by more than 50 feet, a correction card must be provided for the alternate static system.

(c) Except as provided in paragraph (d) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that—

(1) When either source is selected, the other is blocked off; and

(2) Both sources cannot be blocked off simultaneously.

(d) For unpressurized rotorcraft, paragraph (c)(1) of this section does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected is not changed by the other static pressure source being open or blocked.

§ 27.1327

Magnetic direction indicator.

(a) Except as provided in paragraph (b) of this section—

(1) Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the rotorcraft's vibration or magnetic fields; and

(2) The compensated installation may not have a deviation, in level flight, greater than 10 degrees on any heading.

(b) A magnetic nonstabilized direction indicator may deviate more than 10 degrees due to the operation of electrically powered systems such as electrically heated windshields if either a magnetic stabilized direction indicator, which does not have a deviation in level flight greater than 10 degrees on any heading, or a gyroscopic direction indicator, is installed. Deviations of a magnetic nonstabilized direction indicator of more than 10 degrees must be placarded in accordance with § 27.1547(e).

§ 27.1329

Automatic pilot and flight guidance system.

For the purpose of this subpart, an automatic pilot and flight guidance system may consist of an autopilot, flight director, or a component that interacts with stability augmentation or trim.

(a) Each automatic pilot and flight guidance system must be designed so that it:

(1) Can be overpowered by one pilot to allow control of the rotorcraft;

(2) Provides a means to disengage the system, or any malfunctioning component of the system, by each pilot to prevent it from interfering with the control of the rotorcraft; and

(3) Provides a means to indicate to the flight crew its current mode of operation. Selector switch position is not acceptable as a means of indication.

(b) Unless there is automatic synchronization, each system must have a means to readily indicate to the pilot the alignment of the actuating device in relation to the control system it operates.

(c) Each manually operated control for the system's operation must be readily accessible to the pilots.

(d) The system must be designed so that, within the range of adjustment available to the pilot, it cannot produce hazardous loads on the rotorcraft, or create hazardous deviations in the flight path, under any flight condition appropriate to its use or in the event of a malfunction, assuming that corrective action begins within a reasonable period of time.

(e) If the automatic pilot and flight guidance system integrates signals from auxiliary controls or furnishes signals for operation of other equipment, there must be a means to prevent improper operation.

(f) If the automatic pilot system can be coupled to airborne navigation equipment, means must be provided to indicate to the pilots the current mode of operation. Selector switch position is not acceptable as a means of indication.

§ 27.1337

Powerplant instruments.

(a) Instruments and instrument lines. (1) Each powerplant instrument line must meet the requirements of §§ 27.- 961 and 27.993.

(2) Each line carrying flammable fluids under pressure must—

(i) Have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails; and

(ii) Be installed and located so that the escape of fluids would not create a hazard.

(3) Each powerplant instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard.

(b) Fuel quantity indicator. Each fuel quantity indicator must be installed to clearly indicate to the flight crew the quantity of fuel in each tank in flight. In addition—

(1) Each fuel quantity indicator must be calibrated to read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under § 27.959;

(2) When two or more tanks are closely interconnected by a gravity feed system and vented, and when it is impossible to feed from each tank separately, at least one fuel quantity indicator must be installed; and

(3) Each exposed sight gauge used as a fuel quantity indicator must be protected against damage.

(c) Fuel flowmeter system. If a fuel flowmeter system is installed, each metering component must have a means for bypassing the fuel supply if malfunction of that component severely restricts fuel flow.

(d) Oil quantity indicator. There must be means to indicate the quantity of oil in each tank—

(1) On the ground (including during the filling of each tank); and

(2) In flight, if there is an oil transfer system or reserve oil supply system.

(e) Rotor drive system transmissions and gearboxes utilizing ferromagnetic materials must be equipped with chip detectors designed to indicate the presence of ferromagnetic particles resulting from damage or excessive wear. Chip detectors must—

(1) Be designed to provide a signal to the device required by § 27.1305(v) and be provided with a means to allow crewmembers to check, in flight, the function of each detector electrical circuit and signal.

(2) [Reserved]

§ 27.1351

General.

(a) Electrical system capacity. Electrical equipment must be adequate for its intended use. In addition—

(1) Electric power sources, their transmission cables, and their associated control and protective devices must be able to furnish the required power at the proper voltage to each load circuit essential for safe operation; and

(2) Compliance with paragraph (a)(1) of this section must be shown by an electrical load analysis, or by electrical measurements that take into account the electrical loads applied to the electrical system, in probable combinations and for probable durations.

(b) Function. For each electrical system, the following apply:

(1) Each system, when installed, must be—

(i) Free from hazards in itself, in its method of operation, and in its effects on other parts of the rotorcraft; and

(ii) Protected from fuel, oil, water, other detrimental substances, and mechanical damage.

(2) Electric power sources must function properly when connected in combination or independently.

(3) No failure or malfunction of any source may impair the ability of any remaining source to supply load circuits essential for safe operation.

(4) Each electric power source control must allow the independent operation of each source.

(c) Generating system. There must be at least one generator if the system supplies power to load circuits essential for safe operation. In addition—

(1) Each generator must be able to deliver its continuous rated power;

(2) Generator voltage control equipment must be able to dependably regulate each generator output within rated limits;

(3) Each generator must have a reverse current cutout designed to disconnect the generator from the battery and from the other generators when enough reverse current exists to damage that generator; and

(4) Each generator must have an overvoltage control designed and installed to prevent damage to the electrical system, or to equipment supplied by the electrical system, that could result if that generator were to develop an overvoltage condition.

(d) Instruments. There must be means to indicate to appropriate crewmembers the electric power system quantities essential for safe operation of the system. In addition—

(1) For direct current systems, an ammeter that can be switched into each generator feeder may be used; and

(2) If there is only one generator, the ammeter may be in the battery feeder.

(e) External power. If provisions are made for connecting external power to the rotorcraft, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, or a reverse phase sequence, can supply power to the rotorcraft's electrical system.

§ 27.1353

Energy storage systems.

Energy storage systems must be designed and installed as follows:

(a) Energy storage systems must provide automatic protective features for any conditions that could prevent continued safe flight and landing.

(b) Energy storage systems must not emit any flammable, explosive, or toxic gases, smoke, or fluids that could accumulate in hazardous quantities within the rotorcraft.

(c) Corrosive fluids or gases that escape from the system must not damage surrounding structures, adjacent equipment, or systems necessary for continued safe flight and landing.

(d) The maximum amount of heat and pressure that can be generated during any operation or under any failure condition of the energy storage system or its individual components must not result in any hazardous effect on rotorcraft structure, equipment, or systems necessary for continued safe flight and landing.

(e) Energy storage system installations required for continued safe flight and landing of the rotorcraft must have monitoring features and a means to indicate to the pilot the status of all critical system parameters.

§ 27.1357

Circuit protective devices.

(a) Protective devices, such as fuses or circuit breakers, must be installed in each electrical circuit other than—

(1) The main circuits of starter motors; and

(2) Circuits in which no hazard is presented by their omission.

(b) A protective device for a circuit essential to flight safety may not be used to protect any other circuit.

(c) Each resettable circuit protective device (“trip free” device in which the tripping mechanism cannot be overridden by the operating control) must be designed so that—

(1) A manual operation is required to restore service after trippling; and

(2) If an overload or circuit fault exists, the device will open the circuit regardless of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse is essential to safety in flight, that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight.

(e) If fuses are used, there must be one spare of each rating, or 50 percent spare fuses of each rating, whichever is greater.

§ 27.1361

Master switch.

(a) There must be a master switch arrangement to allow ready disconnection of each electric power source from the main bus. The point of disconnection must be adjacent to the sources controlled by the switch.

(b) Load circuits may be connected so that they remain energized after the switch is opened, if they are protected by circuit protective devices, rated at five amperes or less, adjacent to the electric power source.

(c) The master switch or its controls must be installed so that the switch is easily discernible and accessible to a crewmember in flight.

§ 27.1365

Electric cables.

(a) Each electric connecting cable must be of adequate capacity.

(b) Each cable that would overheat in the event of circuit overload or fault must be at least flame resistant and may not emit dangerous quantities of toxic fumes.

(c) Insulation on electrical wire and cable installed in the rotorcraft must be self-extinguishing when tested in accordance with appendix F, part I(a)(3), of part 25 of this chapter.

§ 27.1367

Switches.

Each switch must be—

(a) Able to carry its rated current;

(b) Accessible to the crew; and

(c) Labeled as to operation and the circuit controlled.

§ 27.1381

Instrument lights.

The instrument lights must—

(a) Make each instrument, switch, and other devices for which they are provided easily readable; and

(b) Be installed so that—

(1) Their direct rays are shielded from the pilot's eyes; and

(2) No objectionable reflections are visible to the pilot.

§ 27.1383

Landing lights.

(a) Each required landing or hovering light must be approved.

(b) Each landing light must be installed so that—

(1) No objectionable glare is visible to the pilot;

(2) The pilot is not adversely affected by halation; and

(3) It provides enough light for night operation, including hovering and landing.

(c) At least one separate switch must be provided, as applicable—

(1) For each separately installed landing light; and

(2) For each group of landing lights installed at a common location.

§ 27.1385

Position light system installation.

(a) General. Each part of each position light system must meet the applicable requirements of this section, and each system as a whole must meet the requirements of §§ 27.1387 through 27.1397.

(b) Forward position lights. Forward position lights must consist of a red and a green light spaced laterally as far apart as practicable and installed forward on the rotorcraft so that, with the rotorcraft in the normal flying position, the red light is on the left side and the green light is on the right side. Each light must be approved.

(c) Rear position light. The rear position light must be a white light mounted as far aft as practicable, and must be approved.

(d) Circuit. The two forward position lights and the rear position light must make a single circuit.

(e) Light covers and color filters. Each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during normal use.

§ 27.1387

Position light system dihedral angles.

(a) Except as provided in paragraph (e) of this section, each forward and rear position light must, as installed, show unbroken light within the dihedral angles described in this section.

(b) Dihedral angle L (left) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the left of the first, as viewed when looking forward along the longitudinal axis.

(c) Dihedral angle R (right) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the right of the first, as viewed when looking forward along the longitudinal axis.

(d) Dihedral angle A (aft) is formed by two intersecting vertical planes making angles of 70 degrees to the right and to the left, respectively, to a vertical plane passing through the longitudinal axis, as viewed when looking aft along the longitudinal axis.

(e) If the rear position light, when mounted as far aft as practicable in accordance with § 25.1385(c), cannot show unbroken light within dihedral angle A (as defined in paragraph (d) of this section), a solid angle or angles of obstructed visibility totaling not more than 0.04 steradians is allowable within that dihedral angle, if such solid angle is within a cone whose apex is at the rear position light and whose elements make an angle of 30° with a vertical line passing through the rear position light.

§ 27.1389

Position light distribution and intensities.

(a) General. the intensities prescribed in this section must be provided by new equipment with light covers and color filters in place. Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the rotorcraft. The light distribution and intensity of each position light must meet the requirements of paragraph (b) of this section.

(b) Forward and rear position lights. The light distribution and intensities of forward and rear position lights must be expressed in terms of minimum intensities in the horizontal plane, minimum intensities in any vertical plane, and maximum intensities in overlapping beams, within dihedral angles L, R, and A, and must meet the following requirements:

(1) Intensities in the horizontal plane. Each intensity in the horizontal plane (the plane containing the longitudinal axis of the rotorcraft and perpendicular to the plane of symmetry of the rotorcraft) must equal or exceed the values in § 27.1391.

(2) Intensities in any vertical plane. Each intensity in any vertical plane (the plane perpendicular to the horizontal plane) must equal or exceed the appropriate value in § 27.1393, where I is the minimum intensity prescribed in § 27.1391 for the corresponding angles in the horizontal plane.

(3) Intensities in overlaps between adjacent signals. No intensity in any overlap between adjacent signals may exceed the values in § 27.1395, except that higher intensities in overlaps may be used with main beam intensities substantially greater than the minima specified in §§ 27.1391 and 27.1393, if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity. When the peak intensity of the forward position lights is greater than 100 candles, the maximum overlap intensities between them may exceed the values in § 27.1395 if the overlap intensity in Area A is not more than 10 percent of peak position light intensity and the overlap intensity in Area B is not more than 2.5 percent of peak position light intensity.

§ 27.1391

Minimum intensities in the horizontal plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 27.1393

Minimum intensities in any vertical plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 27.1395

Maximum intensities in overlapping beams of forward and rear position lights.

No position light intensity may exceed the applicable values in the following table, except as provided in § 27.1389(b)(3).

Where—

(a) Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 10 degrees but less than 20 degrees, and

(b) Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 20 degrees.

§ 27.1397

Color specifications.

Each position light color must have the applicable International Commission on Illumination chromaticity coordinates as follows:

(a) Aviation red —

(b) Aviation green —

(c) Aviation white —

§ 27.1399

Riding light.

(a) Each riding light required for water operation must be installed so that it can—

(1) Show a white light for at least two nautical miles at night under clear atmospheric conditions; and

(2) Show a maximum practicable unbroken light with the rotorcraft on the water.

(b) Externally hung lights may be used.

§ 27.1401

Anticollision light system.

(a) General. If certification for night operation is requested, the rotorcraft must have an anticollision light system that—

(1) Consists of one or more approved anticollision lights located so that their emitted light will not impair the crew's vision or detract from the conspicuity of the position lights; and

(2) Meets the requirements of paragraphs (b) through (f) of this section.

(b) Field of coverage. The system must consist of enough lights to illuminate the vital areas around the rotorcraft, considering the physical configuration and flight characteristics of the rotorcraft. The field of coverage must extend in each direction within at least 30 degrees below the horizontal plane of the rotorcraft, except that there may be solid angles of obstructed visibility totaling not more than 0.5 steradians.

(c) Flashing characteristics. The arrangement of the system, that is, the number of light sources, beam width, speed of rotation, and other characteristics, must give an effective flash frequency of not less than 40, nor more than 100, cycles per minute. The effective flash frequency is the frequency at which the rotorcraft's complete anticollision light system is observed from a distance, and applies to each sector of light including any overlaps that exist when the system consists of more than one light source. In overlaps, flash frequencies may exceed 100, but not 180, cycles per minute.

(d) Color. Each anticollision light must be aviation red and must meet the applicable requirements of § 27.1397.

(e) Light intensity. The minimum light intensities in any vertical plane, measured with the red filter (if used) and expressed in terms of “effective” intensities, must meet the requirements of paragraph (f) of this section. The following relation must be assumed:

(f) Minimum effective intensities for anticollision light. Each anticollision light effective intensity must equal or exceed the applicable values in the following table:

§ 27.1411

General.

(a) Required safety equipment to be used by the crew in an emergency, such as flares and automatic liferaft releases, must be readily accessible.

(b) Stowage provisions for required safety equipment must be furnished and must—

(1) Be arranged so that the equipment is directly accessible and its location is obvious; and

(2) Protect the safety equipment from damage caused by being subjected to the inertia loads specified in § 27.561.

§ 27.1413

Safety belts.

Each safety belt must be equipped with a metal to metal latching device.

§ 27.1415

Ditching equipment.

(a) Emergency flotation and signaling equipment required by any operating rule in this chapter must meet the requirements of this section.

(b) Each raft and each life preserver must be approved and must be installed so that it is readily available to the crew and passengers. The storage provisions for life preservers must accommodate one life preserver for each occupant for which certification for ditching is requested.

(c) Each raft released automatically or by the pilot must be attached to the rotorcraft by a line to keep it alongside the rotorcraft. This line must be weak enough to break before submerging the empty raft to which it is attached.

(d) Each signaling device must be free from hazard in its operation and must be installed in an accessible location.

§ 27.1419

Ice protection.

(a) To obtain certification for flight into icing conditions, compliance with this section must be shown.

(b) It must be demonstrated that the rotorcraft can be safely operated in the continuous maximum and intermittent maximum icing conditions determined under appendix C of Part 29 of this chapter within the rotorcraft altitude envelope. An analysis must be performed to establish, on the basis of the rotorcraft's operational needs, the adequacy of the ice protection system for the various components of the rotorcraft.

(c) In addition to the analysis and physical evaluation prescribed in paragraph (b) of this section, the effectiveness of the ice protection system and its components must be shown by flight tests of the rotorcraft or its components in measured natural atmospheric icing conditions and by one or more of the following tests as found necessary to determine the adequacy of the ice protection system:

(1) Laboratory dry air or simulated icing tests, or a combination of both, of the components or models of the components.

(2) Flight dry air tests of the ice protection system as a whole, or its individual components.

(3) Flight tests of the rotorcraft or its components in measured simulated icing conditions.

(d) The ice protection provisions of this section are considered to be applicable primarily to the airframe. Powerplant installation requirements are contained in Subpart E of this part.

(e) A means must be indentified or provided for determining the formation of ice on critical parts of the rotorcraft. Unless otherwise restricted, the means must be available for nighttime as well as daytime operation. The rotorcraft flight manual must describe the means of determining ice formation and must contain information necessary for safe operation of the rotorcraft in icing conditions.

§ 27.1435

Hydraulic systems.

(a) Design. Each hydraulic system and its elements must withstand, without yielding, any structural loads expected in addition to hydraulic loads.

(b) Tests. Each system must be substantiated by proof pressure tests. When proof tested, no part of any system may fail, malfunction, or experience a permanent set. The proof load of each system must be at least 1.5 times the maximum operating pressure of that system.

(c) Accumulators. No hydraulic accumulator or pressurized reservoir may be installed on the engine side of any firewall unless it is an integral part of an engine.

§ 27.1457

Cockpit voice recorders.

(a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the rotorcraft by radio.

(2) Voice communications of flight crewmembers on the flight deck.

(3) Voice communications of flight crewmembers on the flight deck, using the rotorcraft's interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flight crewmembers using the passenger loudspeaker system, if there is such a system, and if the fourth channel is available in accordance with the requirements of paragraph (c)(4)(ii) of this section.

(6) If datalink communication equipment is installed, all datalink communications, using an approved data message set. Datalink messages must be recorded as the output signal from the communications unit that translates the signal into usable data.

(b) The recording requirements of paragraph (a)(2) of this section may be met:

(1) By installing a cockpit-mounted area microphone located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations; or

(2) By installing a continually energized or voice-actuated lip microphone at the first and second pilot stations.

The microphone specified in this paragraph must be so located and, if necessary, the preamplifiers and filters of the recorder must be adjusted or supplemented so that the recorded communications are intelligible when recorded under flight cockpit noise conditions and played back. The level of intelligibility must be approved by the Administrator. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph (a) of this section obtained from each of the following sources is recorded on a separate channel:

(1) For the first channel, from each microphone, headset, or speaker used at the first pilot station.

(2) For the second channel, from each microphone, headset, or speaker used at the second pilot station.

(3) For the third channel, from the cockpit-mounted area microphone, or the continually energized or voice-actuated lip microphone at the first and second pilot stations.

(4) For the fourth channel, from:

(i) Each microphone, headset, or speaker used at the stations for the third and fourth crewmembers; or

(ii) If the stations specified in paragraph (c)(4)(i) of this section are not required or if the signal at such a station is picked up by another channel, each microphone on the flight deck that is used with the passenger loudspeaker system if its signals are not picked up by another channel.

(iii) Each microphone on the flight deck that is used with the rotorcraft's loudspeaker system if its signals are not picked up by another channel.

(d) Each cockpit voice recorder must be installed so that:

(1)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(2) There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(3) There is an aural or visual means for preflight checking of the recorder for proper operation;

(4) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder; and

(5) It has an independent power source—

(i) That provides 10 ±1 minutes of electrical power to operate both the cockpit voice recorder and cockpit-mounted area microphone;

(ii) That is located as close as practicable to the cockpit voice recorder; and

(iii) To which the cockpit voice recorder and cockpit-mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus.

(e) The record container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the record from fire.

(f) If the cockpit voice recorder has a bulk erasure device, the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must be either bright orange or bright yellow.

(h) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for flight data recorders under this part are met.

§ 27.1459

Flight data recorders.

(a) Each flight recorder required by the operating rules of Subchapter G of this chapter must be installed so that:

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the accuracy requirements of §§ 27.1323, 27.1325, and 27.1327 of this part, as applicable;

(2) The vertical acceleration sensor is rigidly attached, and located longitudinally within the approved center of gravity limits of the rotorcraft;

(3)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(4) There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning, within 10 minutes after any crash impact; and

(6) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder.

(b) Each nonejectable recorder container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and heading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. This correlation must cover the airspeed range over which the aircraft is to be operated, the range of altitude to which the aircraft is limited, and 360 degrees of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must:

(1) Be either bright orange or bright yellow;

(2) Have a reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact.

(e) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for cockpit voice recorders under this part are met.

§ 27.1461

Equipment containing high energy rotors.

(a) Equipment containing high energy rotors must meet paragraph (b), (c), or (d) of this section.

(b) High energy rotors contained in equipment must be able to withstand damage caused by malfunctions, vibration, abnormal speeds, and abnormal temperatures. In addition—

(1) Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades; and

(2) Equipment control devices, systems, and instrumentation must reasonably ensure that no operating limitations affecting the integrity of high energy rotors will be exceeded in service.

(c) It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal speed control devices inoperative.

(d) Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight.

§ 27.1501

General.

(a) Each operating limitation specified in §§ 27.1503 through 27.1525 and other limitations and information necessary for safe operation must be established.

(b) The operating limitations and other information necessary for safe operation must be made available to the crewmembers as prescribed in §§ 27.1541 through 27.1589.

§ 27.1503

Airspeed limitations: general.

(a) An operating speed range must be established.

(b) When airspeed limitations are a function of weight, weight distribution, altitude, rotor speed, power, or other factors, airspeed limitations corresponding with the critical combinations of these factors must be established.

§ 27.1505

Never-exceed speed.

(a) The never-exceed speed, V NE, must be established so that it is—

(1) Not less than 40 knots (CAS); and

(2) Not more than the lesser of—

(i) 0.9 times the maximum forward speeds established under § 27.309;

(ii) 0.9 times the maximum speed shown under §§ 27.251 and 27.629; or

(iii) 0.9 times the maximum speed substantiated for advancing blade tip mach number effects.

(b) V NE may vary with altitude, r.p.m., temperature, and weight, if—

(1) No more than two of these variables (or no more than two instruments integrating more than one of these variables) are used at one time; and

(2) The ranges of these variables (or of the indications on instruments integrating more than one of these variables) are large enough to allow an operationally practical and safe variation of V NE .

(c) For helicopters, a stabilized power-off V NE denoted as V NE (power-off) may be established at a speed less than V NE established pursuant to paragraph (a) of this section, if the following conditions are met:

(1) V NE (power-off) is not less than a speed midway between the power-on V NE and the speed used in meeting the requirements of—

(i) § 27.65(b) for single engine helicopters; and

(ii) § 27.67 for multiengine helicopters.

(2) V NE (power-off) is—

(i) A constant airspeed;

(ii) A constant amount less than power-on V NE ; or

(iii) A constant airspeed for a portion of the altitude range for which certification is requested, and a constant amount less than power-on V NE for the remainder of the altitude range.

§ 27.1509

Rotor speed.

(a) Maximum power-off (autorotation). The maximum power-off rotor speed must be established so that it does not exceed 95 percent of the lesser of—

(1) The maximum design r.p.m. determined under § 27.309(b); and

(2) The maximum r.p.m. shown during the type tests.

(b) Minimum power off. The minimum power-off rotor speed must be established so that it is not less than 105 percent of the greater of—

(1) The minimum shown during the type tests; and

(2) The minimum determined by design substantiation.

(c) Minimum power on. The minimum power-on rotor speed must be established so that it is—

(1) Not less than the greater of—

(i) The minimum shown during the type tests; and

(ii) The minimum determined by design substantiation; and

(2) Not more than a value determined under § 27.33(a)(1) and (b)(1).

§ 27.1519

Weight and center of gravity.

The weight and center of gravity limitations determined under §§ 27.25 and 27.27, respectively, must be established as operating limitations.

§ 27.1521

Powerplant limitations.

(a) General. The powerplant limitations prescribed in this section must be established so that they do not exceed the corresponding limits for which the engines are type certificated.

(b) Takeoff operation. The powerplant takeoff operation must be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The maximum allowable manifold pressure (for reciprocating engines);

(3) The time limit for the use of the power corresponding to the limitations established in paragraphs (b)(1) and (2) of this section;

(4) If the time limit in paragraph (b)(3) of this section exceeds two minutes, the maximum allowable cylinder head, coolant outlet, or oil temperatures;

(5) The gas temperature limits for turbine engines over the range of operating and atmospheric conditions for which certification is requested.

(c) Continuous operation. The continuous operation must be limited by—

(1) The maximum rotational speed which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The minimum rotational speed shown under the rotor speed requirements in § 27.1509(c); and

(3) The gas temperature limits for turbine engines over the range of operating and atmospheric conditions for which certification is requested.

(d) Fuel grade or designation. The minimum fuel grade (for reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less than that required for the operation of the engines within the limitations in paragraphs (b) and (c) of this section.

(e) Turboshaft engine torque. For rotorcraft with main rotors driven by turboshaft engines, and that do not have a torque limiting device in the transmission system, the following apply:

(1) A limit engine torque must be established if the maximum torque that the engine can exert is greater than—

(i) The torque that the rotor drive system is designed to transmit; or

(ii) The torque that the main rotor assembly is designed to withstand in showing compliance with § 27.547(e).

(2) The limit engine torque established under paragraph (e)(1) of this section may not exceed either torque specified in paragraph (e)(1)(i) or (ii) of this section.

(f) Ambient temperature. For turbine engines, ambient temperature limitations (including limitations for winterization installations, if applicable) must be established as the maximum ambient atmospheric temperature at which compliance with the cooling provisions of §§ 27.1041 through 27.1045 is shown.

(g) Two and one-half-minute OEI power operation. Unless otherwise authorized, the use of 2 1/2 -minute OEI power must be limited to engine failure operation of multiengine, turbine-powered rotorcraft for not longer than 2 1/2 minutes after failure of an engine. The use of 2 1/2 -minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(h) Thirty-minute OEI power operation. Unless otherwise authorized, the use of 30-minute OEI power must be limited to multiengine, turbine-powered rotorcraft for not longer than 30 minutes after failure of an engine. The use of 30-minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(i) Continuous OEI power operation. Unless otherwise authorized, the use of continuous OEI power must be limited to multiengine, turbine-powered rotorcraft for continued flight after failure of an engine. The use of continuous OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(j) Rated 30-second OEI power operation. Rated 30-second OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 2-minute OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 30-second OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A27.4 of appendix A of this part and Section A33.4 of appendix A of part 33. The use of 30-second OEI power must be limited to not more than 30 seconds for any period in which that power is used, and by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(k) Rated 2-minute OEI power operation. Rated 2-minute OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 30-second OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 2-minute OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A27.4 of appendix A of this part and Section A33.4 of appendix A of part 33. The use of 2-minute OEI power must be limited to not more than 2 minutes for any period in which that power is used, and by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

§ 27.1523

Minimum flight crew.

The minimum flight crew must be established so that it is sufficient for safe operation, considering—

(a) The workload on individual crewmembers;

(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and

(c) The kinds of operation authorized under § 27.1525.

§ 27.1525

Kinds of operations.

The kinds of operations (such as VFR, IFR, day, night, or icing) for which the rotorcraft is approved are established by demonstrated compliance with the applicable certification requirements and by the installed equipment.

§ 27.1527

Maximum operating altitude.

The maximum altitude up to which operation is allowed, as limited by flight, structural, powerplant, functional, or equipment characteristics, must be established.

§ 27.1529

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first rotorcraft or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 27.1541

General.

(a) The rotorcraft must contain—

(1) The markings and placards specified in §§ 27.1545 through 27.1565, and

(2) Any additional information, instrument markings, and placards required for the safe operation of rotorcraft with unusual design, operating or handling characteristics.

(b) Each marking and placard prescribed in paragraph (a) of this section—

(1) Must be displayed in a conspicuous place; and

(2) May not be easily erased, disfigured, or obscured.

§ 27.1543

Instrument markings: general.

For each instrument—

(a) When markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glass cover with the face of the dial; and

(b) Each arc and line must be wide enough, and located, to be clearly visible to the pilot.

§ 27.1545

Airspeed indicator.

(a) Each airspeed indicator must be marked as specified in paragraph (b) of this section, with the marks located at the corresponding indicated airspeeds.

(b) The following markings must be made:

(1) A red line—

(i) For rotorcraft other than helicopters, at V NE .

(ii) For helicopters, at V NE (power-on).

(iii) For helicopters, at V NE (power-off). If V NE (power-off) is less than V NE (power-on) and both are simultaneously displayed, the red line at V NE (power-off) must be clearly distinguishable from the red line at V NE (power-on).

(2) [Reserved]

(3) For the caution range, a yellow range.

(4) For the normal operating range, a green or unmarked range.

§ 27.1547

Magnetic direction indicator.

(a) A placard meeting the requirements of this section must be installed on or near the magnetic direction indicator.

(b) The placard must show the calibration of the instrument in level flight with the engines operating.

(c) The placard must state whether the calibration was made with radio receivers on or off.

(d) Each calibration reading must be in terms of magnetic heading in not more than 45 degree increments.

(e) If a magnetic nonstabilized direction indicator can have a deviation of more than 10 degrees caused by the operation of electrical equipment, the placard must state which electrical loads, or combination of loads, would cause a deviation of more than 10 degrees when turned on.

§ 27.1549

Powerplant instruments.

For each required powerplant instrument, as appropriate to the type of instrument—

(a) Each maximum and, if applicable, minimum safe operating limit must be marked with a red line;

(b) Each normal operating range must be marked as a green or unmarked range;

(c) Each takeoff and precautionary range must be marked with a yellow range or yellow line;

(d) Each engine or rotor range that is restricted because of excessive vibration stresses must be marked with red ranges or red lines; and

(e) Each OEI limit or approved operating range must be marked to be clearly differentiated from the markings of paragraphs (a) through (d) of this section except that no marking is normally required for the 30-second OEI limit.

§ 27.1551

Oil quantity indicator.

Each oil quantity indicator must be marked with enough increments to indicate readily and accurately the quantity of oil.

§ 27.1553

Fuel quantity indicator.

If the unusable fuel supply for any tank exceeds one gallon, or five percent of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.

§ 27.1555

Control markings.

(a) Each cockpit control, other than primary flight controls or control whose function is obvious, must be plainly marked as to its function and method of operation.

(b) For powerplant fuel controls—

(1) Each fuel tank selector control must be marked to indicate the position corresponding to each tank and to each existing cross feed position;

(2) If safe operation requires the use of any tanks in a specific sequence, that sequence must be marked on, or adjacent to, the selector for those tanks; and

(3) Each valve control for any engine of a multiengine rotorcraft must be marked to indicate the position corresponding to each engine controlled.

(c) Usable fuel capacity must be marked as follows:

(1) For fuel systems having no selector controls, the usable fuel capacity of the system must be indicated at the fuel quantity indicator unless it is:

(i) Provided by another system or equipment readily accessible to the pilot; and

(ii) Contained in the limitations section of the rotorcraft flight manual.

(2) For fuel systems having selector controls, the usable fuel capacity available at each selector control position must be indicated near the selector control.

(d) For accessory, auxiliary, and emergency controls—

(1) Each essential visual position indicator, such as those showing rotor pitch or landing gear position, must be marked so that each crewmember can determine at any time the position of the unit to which it relates; and

(2) Each emergency control must be red and must be marked as to method of operation.

(e) For rotorcraft incorporating retractable landing gear, the maximum landing gear operating speed must be displayed in clear view of the pilot.

§ 27.1557

Miscellaneous markings and placards.

(a) Baggage and cargo compartments, and ballast location. Each baggage and cargo compartment, and each ballast location must have a placard stating any limitations on contents, including weight, that are necessary under the loading requirements.

(b) Seats. If the maximum allowable weight to be carried in a seat is less than 170 pounds, a placard stating the lesser weight must be permanently attached to the seat structure.

(c) Fuel and oil filler openings. The following apply:

(1) Fuel filler openings must be marked at or near the filler cover with—

(i) The word “fuel”;

(ii) For reciprocating engine powered rotorcraft, the minimum fuel grade;

(iii) For turbine engine powered rotorcraft, the permissible fuel designations; and

(iv) For pressure fueling systems, the maximum permissible fueling supply pressure and the maximum permissible defueling pressure.

(2) Oil filler openings must be marked at or near the filler cover with the word “oil”.

(d) Emergency exit placards. Each placard and operating control for each emergency exit must be red. A placard must be near each emergency exit control and must clearly indicate the location of that exit and its method of operation.

§ 27.1559

Limitations placard.

There must be a placard in clear view of the pilot that specifies the kinds of operations (such as VFR, IFR, day, night, or icing) for which the rotorcraft is approved.

§ 27.1561

Safety equipment.

(a) Each safety equipment control to be operated by the crew in emergency, such as controls for automatic liferaft releases, must be plainly marked as to its method of operation.

(b) Each location, such as a locker or compartment, that carries any fire extinguishing, signaling, or other life saving equipment, must be so marked.

§ 27.1565

Tail rotor.

Each tail rotor must be marked so that its disc is conspicuous under normal daylight ground conditions.

§ 27.1581

General.

(a) Furnishing information. A Rotorcraft Flight Manual must be furnished with each rotorcraft, and it must contain the following:

(1) Information required by §§ 27.1583 through 27.1589.

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(b) Approved information. Each part of the manual listed in §§ 27.1583 through 27.1589, that is appropriate to the rotorcraft, must be furnished, verified, and approved, and must be segregated, identified, and clearly distinguished from each unapproved part of that manual.

(c) [Reserved]

(d) Table of contents. Each Rotorcraft Flight Manual must include a table of contents if the complexity of the manual indicates a need for it.

§ 27.1583

Operating limitations.

(a) Airspeed and rotor limitations. Information necessary for the marking of airspeed and rotor limitations on, or near, their respective indicators must be furnished. The significance of each limitation and of the color coding must be explained.

(b) Powerplant limitations. The following information must be furnished:

(1) Limitations required by § 27.1521.

(2) Explanation of the limitations, when appropriate.

(3) Information necessary for marking the instruments required by §§ 27.1549 through 27.1553.

(c) Weight and loading distribution. The weight and center of gravity limits required by §§ 27.25 and 27.27, respectively, must be furnished. If the variety of possible loading conditions warrants, instructions must be included to allow ready observance of the limitations.

(d) Flight crew. When a flight crew of more than one is required, the number and functions of the minimum flight crew determined under § 27.1523 must be furnished.

(e) Kinds of operation. Each kind of operation for which the rotorcraft and its equipment installations are approved must be listed.

(f) [Reserved]

(g) Altitude. The altitude established under § 27.1527 and an explanation of the limiting factors must be furnished.

§ 27.1585

Operating procedures.

(a) Parts of the manual containing operating procedures must have information concerning any normal and emergency procedures and other information necessary for safe operation, including takeoff and landing procedures and associated airspeeds. The manual must contain any pertinent information including—

(1) The kind of takeoff surface used in the tests and each appropriate climbout speed; and

(2) The kind of landing surface used in the tests and appropriate approach and glide airspeeds.

(b) For multiengine rotorcraft, information identifying each operating condition in which the fuel system independence prescribed in § 27.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance with that section.

(c) For helicopters for which a V NE (power-off) is established under § 27.1505(c), information must be furnished to explain the V NE (power-off) and the procedures for reducing airspeed to not more than the V NE (power-off) following failure of all engines.

(d) For each rotorcraft showing compliance with § 27.1353 (g)(2) or (g)(3), the operating procedures for disconnecting the battery from its charging source must be furnished.

(e) If the unusable fuel supply in any tank exceeds five percent of the tank capacity, or one gallon, whichever is greater, information must be furnished which indicates that when the fuel quantity indicator reads “zero” in level flight, any fuel remaining in the fuel tank cannot be used safely in flight.

(f) Information on the total quantity of usable fuel for each fuel tank must be furnished.

(g) The airspeeds and rotor speeds for minimum rate of descent and best glide angle as prescribed in § 27.71 must be provided.

§ 27.1587

Performance information.

(a) The Rotorcraft Flight Manual must contain the following information, determined in accordance with §§ 27.49 through 27.87 and 27.143(c) and (d):

(1) Enough information to determine the limiting height-velocity envelope.

(2) Information relative to—

(i) The steady rates of climb and descent, in-ground effect and out-of-ground effect hovering ceilings, together with the corresponding airspeeds and other pertinent information including the calculated effects of altitude and temperatures;

(ii) The maximum weight for each altitude and temperature condition at which the rotorcraft can safely hover in-ground effect and out-of-ground effect in winds of not less than 17 knots from all azimuths. These data must be clearly referenced to the appropriate hover charts. In addition, if there are other combinations of weight, altitude and temperature for which performance information is provided and at which the rotorcraft cannot land and take off safely with the maximum wind value, those portions of the operating envelope and the appropriate safe wind conditions must be stated in the Rotorcraft Flight Manual;

(iii) For reciprocating engine-powered rotorcraft, the maximum atmospheric temperature at which compliance with the cooling provisions of §§ 27.1041 through 27.1045 is shown; and

(iv) Glide distance as a function of altitude when autorotating at the speeds and conditions for minimum rate of descent and best glide as determined in § 27.71.

(b) The Rotorcraft Flight Manual must contain—

(1) In its performance information section any pertinent information concerning the takeoff weights and altitudes used in compliance with § 27.51; and

(2) The horizontal takeoff distance determined in accordance with § 27.65(a)(2)(i).

§ 27.1589

Loading information.

There must be loading instructions for each possible loading condition between the maximum and minimum weights determined under § 27.25 that can result in a center of gravity beyond any extreme prescribed in § 27.27, assuming any probable occupant weights.

CCAR-27 原文

CCAR-27

来源: CAAC官网

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資訊公開 - 民航規章 功能表

一般運作和飛行規則

• 中國民用航空總局令 第177號 《一般運作和飛行規則》（CCAR-91-R1）已經2007年1月25日中國民用航空總局局務會議通過，現予公佈，自2007年6月1日起施行。 局長 楊元元 二00七年二月十四日 A章 總則 第91.1條 目的和依據 為了規範民用航空器的運作，保證飛行的正常與安全，依據《中華人民共和國民用航空法》制定本規則。 第91.3條 適用範圍及術語解釋 (a) 在中華人民共和國境內（不含香港、澳門特別行政區）實施運作的所有民用航空器（不包括係留氣球、風箏、無人火箭和無人自由氣球）應當遵守本規則中相應的飛行和運作規定。對於公共航空運輸運作，除應當遵守本規則適用的飛行和運作規定外，還應當遵守CCAR-121部《公共航空運輸承運人運作合格審定規則》或其他公共航空運輸運作規章中的規定。 (b) 在中華人民共和國國籍登記的民用航空器在中華人民共和國境外實施運作時，應當遵守本規則G章的規定。 (c) 超輕型飛行器在中華人民共和國境內實施的飛行應當遵守本規則O章的規定，但無需遵守其他章的規定。 (d) 乘坐按本規則運作的民用航空器的人員，應當遵守本規則相應條款的規定。 (e) 本規則中所用術語的含義在本規則附件A《術語解釋》中規定。 第91.5條 民用航空器機長的職責和許可權 (a) 民用航空器的機長對民用航空器的運作直接負責，並具有最終決定權。 (b) 在飛行中遇到需要立即處置的緊急情況時，機長可以在保證航空器和人員安全所需要的範圍內偏離本規則的任何規定。 (c) 依據本條(b)款做出偏離行為的機長，在局方要求時，應當向局方遞交書面報告。 第91.7條 航空器的駕駛員 (a) 航空器的駕駛員應當根據其所駕駛的航空器等級、在航空器上擔任的職位以及運作的性質和分類，符合CCAR-61部中規定的關於其執照和等級、訓練、考試、檢查、航空經歷等方面的相應要求，並符合本規則和相應運作規章的要求。 (b) 在以取酬或出租為目的的商業飛行中擔任航空器駕駛員的人員，應當至少取得商用駕駛員執照和相應的航空器等級和運作許可。 (c) 為他人提供民用航空器駕駛服務並以此種服務獲取報酬的駕駛員，應當至少取得商用駕駛員執照和相應的航空器等級和運作許可。 第91.9條 民用航空器的適航性 (a) 任何人不得運作未處於適航狀態的民用航空器。 (b) 航空器的機長負責確認航空器是否處於可實施安全飛行的狀態。當航空器的機械、電子或結構出現不適航狀態時，機長應當中斷該次飛行。 第91.11條 民用航空器飛行手冊、標記和標牌要求 (a) 除本條(d)款規定的情況外，運作民用航空器的人員不得違反經批准的飛機或旋翼機飛行手冊、標記和標牌中規定的使用限制，或登記國審定當局規定的使用限制。 (b) 在中華人民共和國國籍登記的飛機或旋翼機應當具有經局方批准的現行有效的飛機或旋翼機飛行手冊，或CCAR-121部121.137(b)款中規定的手冊。這些手冊應當使用機組能夠正確理解的語言文字。 (c) 在中華人民共和國國籍登記的民用航空器應當滿足CCAR-45部規定的國籍標誌、登記標誌和標識要求方可運作。 (d) 按照CCAR-29部審定為運輸類旋翼機的旋翼機，在建造于水面的旋翼機機場起降時，可以在短時間內超出飛行手冊中為該旋翼機確定的高度-速度包線進行起降所必需的飛行，但是，該飛行應當在能夠安全完成水上迫降的水面上空進行，並且該旋翼機滿足下列要求之一： (1) 為水陸兩棲型； (2) 裝有浮筒； (3) 裝有其他可以保證旋翼機在開闊水面上安全完成迫降的應急漂浮裝置。 第91.13條 禁止妨礙和干擾機組成員 在航空器運作期間，任何人不得毆打、威脅、恐嚇或妨礙在航空器上執行任務的機組成員。 第91.15條 禁止粗心或魯莽的操作 任何人員在操作航空器時不得粗心大意和盲目蠻幹，以免危及他人的生命或財産安全。 第91.17條 空投物體 民用航空器的機長不得允許從飛行中的航空器上投放任何可能對人員或財産造成危害的物體。但是如果已經採取了合理的預防措施，能夠避免對人員或財産造成危害，本條不禁止此種投放。 第91.19條 攝入酒精和藥物的限制 (a) 處於下列身體狀況的人員不得擔任或試圖擔任民用航空器的機組成員： (1) 飲用含酒精飲料之後8小時以內； (2) 處於酒精作用之下； (3) 使用了影響人體官能的藥品，可能對安全産生危害； (4) 其血液中酒精含量，以重量為計量單位，達到或超過0.04%。 (b) 除緊急情況外，民用航空器的駕駛員不得允許在航空器上載運呈現醉態或者由其舉止或身體狀態可判明處於藥物控制之下的人員(受到看護的病人除外)。 (c) 機組人員應當在局方要求時，接受局方人員或局方委託的人員檢查其血液中酒精含量百分比的測試。當局方認為某人有可能違反本條(a)(1)、(a)(2)或(a)(4)項的規定時，此人應當根據局方的要求，將其擔任或試圖擔任機組成員之後4小時內所做的血液酒精含量百分比測試結果提供給局方。 (d) 如果局方認為某人有可能違反本條(a)(3)項的規定，此人應當根據局方的要求，將其擔任或試圖擔任機組成員之後4小時內所做的每次體內藥物測試的結果提供給局方。 (e) 局方根據本條(c)或(d)款所取得的測試結果可以用來判定該人員是否合格于持有飛行人員執照，或是否有違反中華人民共和國民用航空法規的行為，並且可以在相應的法律程式中作為證據。 第91.21條 麻醉藥品、大麻、抑制或興奮藥劑或物質的載運 (a) 除本條(b)款規定的情況外，任何人不得在已知航空器上載有有關法規中規定的麻醉藥品、大麻、抑制或興奮藥劑或物質的情況下，在中華人民共和國境內運作該民用航空器。 (b) 本條(a)款不適用於法律許可或經政府機構批准而載運麻醉藥品、大麻、抑制或興奮藥劑或物質的情況。 第91.23條 攜帶型電子設備 (a) 除本條(b)款規定外，在中華人民共和國國籍登記的下列民用航空器上，所有乘員不得開啟和使用，該航空器的運營人或機長也不得允許其開啟和使用攜帶型電子設備： (1) 正在實施公共航空運輸運作的航空器； (2) 正在按照儀錶飛行規則運作的航空器。 (b) 在民用航空器上可以使用下列攜帶型電子設備： (1) 攜帶型錄音機； (2) 助聽器； (3) 心臟起博器； (4) 電動剃鬚刀； (5) 由該航空器的運營人確定，認為不會干擾航空器的航行或通信系統的其他攜帶型電子設備。 (c) 按照CCAR-121部實施運作的航空器應當滿足CCAR-121部121.573條的規定。對於參加公共航空運輸的航空器，本條(b)(5)項所要求的決定必須由航空器的運營人作出；對於其他航空器，該決定也可以由航空器的機長作出。 第91.25條 租約和有條件銷售合同中真實性條款的要求和運作控制的責任 (a) 除本條(b)款中規定的情況外，在中華人民共和國國籍登記的大型民用航空器在租賃或有條件銷售時，當事雙方必須簽署書面合同，該合同應當包括關於以下內容的真實性條款： (1) 合同簽署生效前12個月內，對該航空器進行的維修、檢查所依據的中國民用航空規章，以及該航空器的現狀符合本規則對此類航空器在維修和檢查方面要求的證明； (2) 對該航空器實施運作控制的人員的姓名、地址及其簽名，以及該人員的法律責任； (3) 符合本規則以及其他相關法規、規章的有關運作控制的權利義務方面的條款。 (b) 本條(a)款的要求不適用於下列情況： (1) 當事人之一是外國航空承運人或者是按照CCAR-121部和其他公共航空運輸運作規章實施運作的運營人； (2) 涉及的航空器在該合同簽定前尚未進行國籍登記。 (c) 運作本條(a)款中規定情況的在中華人民共和國國籍登記的大型民用航空器，應當滿足下列要求： (1) 當承租人或有條件銷售合同的買主不是中華人民共和國公民時，承租人或有條件銷售合同的買主在租約或合同簽署後24小時內將本條(a)款要求的租約或合同文本報送給局方的航空器國籍登記部門； (2) 該航空器應當攜帶符合本條(a)款要求的租約或合同的副本，以便在局方要求審閱時提供； (3) 如果承租人或有條件銷售合同的買主不是中華人民共和國公民，承租人或有條件銷售合同的買主應當通知距該次飛行始發機場最近的局方機構。除非該局方機構另有批准，在該航空器依照租約或合同作首次飛行時，至少應該在起飛前48小時作出通知，並向局方報告如下內容： (i) 起飛機場的位置； (ii) 起飛時間； (iii) 航空器國籍登記號。 (d) 局方對按照本條(c)款提供給局方的租約或合同副本負有保密義務，除非法規另有規定，局方不予披露。 (e) 在本條中，租約指為取得報酬或租金將航空器提供給他人佔有、使用的任何協議，無論是否附帶飛行機組成員，而不是指航空器的銷售協議和有條件銷售合同。航空器的提供方稱為出租人，航空器的接受方稱為承租人。 B章 飛行規則 第91.101條 適用範圍 本章規定的飛行規則適用於在中華人民共和國境內運作的所有民用航空器。 第91.103條 飛行前準備 在開始飛行之前，機長應當熟悉本次飛行的所有有關資料。這些資料應當包括： (a) 對於儀錶飛行規則飛行或機場區域以外的飛行，起飛機場和目的地機場天氣報告和預報，燃油要求，不能按預訂計劃完成飛行時的可用備降機場，以及可用的航行通告資料和空中交通管制部門的有關空中交通延誤的通知。 (b) 對於所有飛行，所用機場的跑道長度以及下列有關起飛與著陸距離的資料： (1) 要求攜帶經批准的飛機或旋翼機飛行手冊的航空器，飛行手冊中包括的起飛和著陸距離資料； (2) 對於本條(b)(1)項規定以外的民用航空器，其他適用於該航空器的根據所用機場的標高、跑道坡度、航空器全重、風和溫度條件可得出有關航空器性能的可靠資料。 第91.105條 在值勤崗位上的飛行機組成員 (a) 從起飛至著陸的整個飛行過程中，每個飛行機組成員應當遵守下列要求： (1) 堅守各自飛行崗位，除非為了履行與該航空器運作有關的職責或出於生理需要必須離開崗位； (2) 在崗位上時應當繫緊安全帶。 (b) 對於在中華人民共和國國籍登記的民用航空器，在起飛著陸期間，每個飛行機組成員在其崗位上必須繫緊肩帶。本款不適用於下列情況： (1) 機組成員座椅沒有安裝肩帶； (2) 該機組成員在繫緊肩帶時無法完成其職責。 第91.107條 安全帶、肩帶和兒童限制裝置的使用 (a) 除經局方另有批准外，在飛行過程中應當遵守下列要求： (1) 在機長確認航空器上的每位乘員得到如何繫緊、鬆開其安全帶和肩帶(如安裝)的簡介之前，任何在中華人民共和國國籍登記的民用航空器(帶吊籃或吊艙的自由氣球除外)不得起飛。 (2) 在機長確認航空器上的每位乘員已經得到繫緊其安全帶和肩帶（如安裝）的通知之前，任何在中華人民共和國國籍登記的民用航空器(帶吊籃或吊艙的自由氣球除外)不得在地面或水面移動、起飛或著陸。 (3) 在中華人民共和國國籍登記的民用航空器（帶吊籃或吊艙的的自由氣球除外）在滑行、起飛和著陸期間，航空器上的每位乘員必須佔有一個經批准的帶有安全帶和肩帶(如安裝)的座位或鋪位。水上飛機和有漂浮裝置的旋翼機在水面移動期間，推動其離開或駛入停泊處係留的人可以不受以上的座位和安全帶要求的限制。但是，下列人員不受本條要求的限制： (i) 由佔有座位或鋪位的成年人懷抱的不滿二周歲的兒童； (ii) 將航空器的地板作為座位的參加跳傘運動的人員； (iii) 使用經批准的兒童限制裝置的兒童，該兒童由父母、監護人或被指定的乘務員在整個飛行過程中照顧其安全。經批准的兒童限制裝置應當帶有適當的標誌，表明可以在航空器上使用。兒童限制裝置應當可靠地固定在面朝前的座位或鋪位上，使用該裝置的兒童應當安全地束縛在該裝置中，其重量不得超過該裝置的限制。 (b) 本條不適用於按CCAR-121部和其他公共運輸運作規章實施運作的運營人。本條(a)(3)項不適用於在工作崗位上值勤的飛行機組成員。 第91.109條 飛行教學、模擬儀錶飛行和某些飛行考試 (a) 用於飛行教學的民用航空器(載人自由氣球除外)應當具有功能齊備的雙套操縱裝置。但是，裝有單套可轉移駕駛盤來代替控制升降舵和副翼的固定雙套操縱裝置的單發飛機，在滿足下列條件時可用於進行儀錶飛行教學： (1) 飛行教員確認可安全實施飛行； (2) 控制操縱裝置的駕駛員至少持有帶合適類別和級別等級的私用駕駛員執照。 (b) 在駕駛民用航空器進行模擬儀錶飛行時，應當滿足下列要求： (1) 在另一操縱座位上應當有一名安全監視駕駛員，該員至少持有私用駕駛員執照，並帶有適合於該航空器的類別和級別等級； (2) 安全監視駕駛員具有足夠的航空器前方和兩側的視野，否則應當增加一名能勝任觀察員職責的人員彌補安全監視駕駛員的視野； (3) 除輕於空氣航空器以外，該航空器裝備功能齊備的雙操縱裝置。但是，對裝有單套可轉移駕駛盤來代替控制升降舵和副翼的固定雙操縱裝置的單發飛機，在滿足下列條件時，方可進行模擬儀錶飛行： (i) 安全監視駕駛員確認可安全實施飛行； (ii) 控制操縱裝置的駕駛員至少持有帶合適類別和級別等級的私用駕駛員執照。 (c) 民用航空器在用於下列飛行考試時，除接受考試的駕駛員外，在另一駕駛員座位上的駕駛員應當完全合格于在該航空器上擔任機長： (1) 航線運輸駕駛員執照飛行考試； (2) 在航線運輸駕駛員執照上增加級別或型別等級的飛行考試； (3) CCAR-121部熟練檢查的飛行考試。 第91.111條 在其他航空器附近的運作 (a) 任何人不得駕駛航空器靠近另一架航空器達到産生碰撞危險的程度。 (b) 未經批准，任何人不得駕駛航空器進行編隊飛行。 (c) 任何人不得駕駛載客的航空器進行編隊飛行。 第91.113條 除水面運作外的航行優先權規則 (a) 本條規定不適用於航空器在水面上的運作。 (b) 當氣象條件許可時，無論是按儀錶飛行規則還是按目視飛行規則飛行，航空器駕駛員必須注意觀察，以便發現並避開其他航空器。在本條的規則賦予另一架航空器航行優先權時，駕駛員必須為該航空器讓出航路，並不得以危及安全的間隔在其上方、下方或前方通過。 (c) 遇險的航空器享有優先於所有其他航空器的航行優先權。 (d) 在同一高度上對頭相遇，應當各自向右避讓，並保持500米以上的間隔； (e) 在同一高度上交叉相遇，駕駛員從座艙左側看到另一架航空器時，應當下降高度；從座艙右側看到另一架航空器時，應當上升高度；但下列情況除外： (1) 有動力裝置重於空氣的航空器必須給飛艇、滑翔機和氣球讓出航路； (2) 飛艇應當給滑翔機及氣球讓出航路； (3) 滑翔機應當給氣球讓出航路； (4) 有動力裝置的航空器應當給拖曳其他航空器或物件的航空器讓出航路； (f) 從一架航空器的後方，在與該航空器對稱面小于70度夾角的航線上向其接近或超越該航空器時，被超越的航空器具有航行優先權。而超越航空器不論是在上升、下降或平飛均應當向右改變航向給對方讓出航路。此後二者相對位置的改變並不解除超越航空器的責任，直至完全飛越對方並有足夠間隔時為止。 (g) 當兩架或兩架以上航空器為著陸向同一機場進近，高度較高的航空器應當給高度較低的航空器讓路，但後者不能利用本規則切入另一正在進入著陸最後階段的航空器的前方或超越該航空器。已經進入最後進近或正在著陸的航空器優先於飛行中或在地面運作的其他航空器，但是，不得利用本規定強制另一架已經著陸並將脫離跑道的航空器為其讓路。 （h）一架航空器得知另一架航空器緊急著陸時，應當為其讓出航路； （i）在機場機動區滑行的航空器應當給正在起飛或即將起飛的航空器讓路。 第91.115條 水面航行優先權規則 (a) 駕駛水上航空器的駕駛員在水面上運作過程中，必須與水面上的所有航空器或船舶保持一個安全距離，併為具有航行優先權的任何船舶或其他航空器讓出航路。 (b) 當航空器與航空器或船舶在交叉的航道上運作時，在對方右側的航空器或船舶具有航行優先權。 (c) 當航空器與航空器或船舶相對接近或接近於相對運作時，必須各自向右改變其航道以便保持足夠的距離。 (d) 當超越前方航空器或船舶時，被超越的航空器或船舶具有航行優先權，正在超越的一方在超越過程中必須保持足夠的安全距離。 (e) 在特殊情況下，當航空器與航空器或船舶接近將産生碰撞危險時，雙方必須仔細觀察各自的位置，根據實際情況（包括航空器或船舶自身的操縱限制）進行避讓。 第91.117條 航空器速度 (a) 除經局方批准並得到空中交通管制的同意外，航空器駕駛員不得在修正海平面氣壓高度3千米（10000英尺）以下以大於460千米/小時（250海裏/小時）的指示空速運作航空器。 (b) 除經空中交通管制批准外，在距機場中心7.5千米（4海裏）範圍內，離地高度750米（2500英尺）以下不得以大於370千米/小時（200海裏/小時）的指示空速運作航空器。 (c) 如果航空器的最小安全空速大於本條規定的最大速度，該航空器可以按最小安全空速運作。 第91.119條 最低安全高度 除航空器起飛或著陸需要外（農林噴灑作業按照本規則M章的要求），任何人不得在低於以下高度上運作航空器： (a) 在任何地方應當保持一個合適的高度，在這個高度上，當航空器動力裝置失效應急著陸時，不會對地面人員或財産造成危害。 (b) 在人口稠密區、集鎮或居住區的上空或者任何露天公眾集會上空，航空器的高度不得低於在其600米（2000英尺）水準半徑範圍內的最高障礙物以上300米（1000英尺）。 (c) 在人口稠密區以外地區的上空，航空器不得低於離地高度150米(500英尺)。但是，在開闊水面或人口稀少區的上空不受上述限制，在這些情況下，航空器不得接近任何人員、船舶、車輛或建築物至150米(500英尺)以內。 (d) 在對地面人員或財産不造成危險的情況下，旋翼機可在低於本條(b)或(c)款規定的高度上運作。此外，旋翼機還應當遵守局方為旋翼機專門規定的航線或高度。 第91.121條 高度表撥正程式 (a) 規定過渡高度和過渡高度層的機場。航空器起飛前，應當將機場修正海平面氣壓（QNH）的數值對正航空器上氣壓高度表的固定指標；航空器起飛後，上升到過渡高度時，應當將航空器上氣壓高度表的氣壓刻度1013.2百帕對正固定指標。航空器著陸前，下降到過渡高度層時，應當將機場修正海平面氣壓（QNH）的數值對正航空器上氣壓高度表的固定指標。 (b) 規定過渡高和過渡高度層的機場。航空器起飛前，應當將機場場面氣壓的數值對正航空器上氣壓高度表的固定指標；航空器起飛後，上升到過渡高時，應當將航空器上氣壓高度表的氣壓刻度1013.2百帕對正固定指標。航空器降落前，下降到過渡高度層時，應當將機場場面氣壓的數值對正航空器上氣壓高度表的固定指標。 (c) 在沒有規定過渡高度或過渡高和過渡高度層的機場。航空器起飛前，應當將機場場面氣壓的數值對正航空器上氣壓高度表的固定指標；航空器起飛後，上升到600米高時，應當將航空器上氣壓高度表的氣壓刻度1013.2百帕對正固定指標。航空器降落前，進入機場區域邊界或者根據機場空中交通管制員的指示，將機場場面氣壓的數值對正航空器上氣壓高度表的固定指標。 (d) 高原機場。航空器起飛前，當航空器上氣壓高度表的氣壓刻度不能調整到機場場面氣壓的數值時，應當將氣壓高度表的氣壓刻度1013.2百帕對正固定指標（此時高度表所指的高度為假定零點高度）。航空器降落前，如果航空器上氣壓高度表的氣壓刻度不能調整到機場場面氣壓的數值時，應當按照著陸機場空中交通管制通知的假定零點高度（航空器接地時高度表所指示的高度）進行著陸。 第91.123條 空中交通管制許可和指令的遵守 (a) 當航空器駕駛員已得到空中交通管制許可時，除在緊急情況下或為了對機載防撞系統的警告做出反應外，不得偏離該許可。如果駕駛員沒有聽清空中交通管制許可，應當立即要求空中交通管制員予以澄清。 (b) 除緊急情況外，任何人不得在實施空中交通管制的區域內違反空中交通管制的指令駕駛航空器。 (c) 每個機長在緊急情況下或為了對機載防撞系統的警告做出反應而偏離空中管制許可或指令時，必須儘快將偏離情況和採取的行動通知空中交通管制部門。 (d) 被空中交通管制部門給予緊急情況優先權的機長，在局方要求時，必須在48小時內提交一份該次緊急情況運作的詳細報告。 (e) 除空中交通管制另有許可外，航空器駕駛員不得按照雷達管制員向另一架航空器駕駛員發出的許可和指令駕駛航空器。 第91.125條 空中交通管制燈光信號 機場管制塔臺發給航空器的燈光或信號彈信號在如下表中所示： 指向航空器的燈光信號的顏色和型式 對於地面上航空器的含義 對於飛行中航空器的 含義 綠色定光 可以起飛 允許著陸 一連串綠色閃光 可以滑行 返航著陸(注) 紅色定光 停止 給其他航空器讓出航路並繼續盤旋飛行 一連串紅色閃光 滑離所用著陸區 機場不安全，不要著陸 一連串白色閃光 滑回機場的起始點 在此機場著陸並滑到停機坪（注） 紅色信號彈 不管以前有無指示暫時不要著陸 注：著陸和滑行許可信號，在適當時發給 第91.127條 在通用航空機場空域內的運作 (a) 除局方要求或經局方批准外，航空器在通用航空機場空域內運作必須遵守本條規定。 (b) 除非機場另有規定或指令，航空器駕駛員應當採取左轉彎加入機場起落航線，並避開前方航空器的尾流。 (c) 除經空中交通管制同意外，航空器在設有管制塔臺的機場起飛、著陸或飛越時，應當與機場管制塔臺建立雙向無線電通信聯繫。在通信失效的情況下，只要氣象條件符合基本目視飛行規則的最低天氣標準，機長應當駕駛航空器儘快著陸。在儀錶飛行規則條件下運作時，航空器必須遵守第91.185條的規定。 第91.129條 在一般國內運輸機場空域內的運作 (a) 除經空中交通管制同意外，在一般國內運輸機場空域內運作的航空器駕駛員必須遵守本條及第91.127條的規定。 (b) 運營人可以根據空中交通管制批准，在一次或一組飛行中偏離本條規定。 (c) 航空器必須滿足下列雙向無線電通信的要求： (1) 航空器在進入該機場空域前，必須與提供空中交通服務的空中交通管制建立雙向無線電通信，並在該機場空域飛行過程中一直保持通信聯繫； (2) 航空器離場過程中，必須與管制塔臺建立並保持雙向無線電通信聯繫，並按照空中交通管制的指令在該機場空域內運作。 (d) 在該空域內飛行，駕駛員必須與空中交通管制保持不間斷的雙向無線電通信聯繫。 (1) 在儀錶飛行規則下，航空器的無線電失效，駕駛員必須遵守第91.185條的規定。 (2) 在目視飛行規則下，航空器的無線電失效，如符合下列條件，駕駛員可操縱航空器著陸： (i) 天氣條件符合或高於目視飛行規則的最低天氣標準； (ii) 能夠保持目視塔臺的標誌指示； (iii) 得到塔臺的著陸許可。 (e) 在一般國內運輸機場空域內時： (1) 除離雲距離限制並經塔臺同意外，大型或渦輪發動機的飛機在進入機場起落航線時，不得低於機場標高以上450米（1500英尺），直至為安全著陸需要下降到更低高度。 (2) 使用儀錶著陸系統進近著陸的大型或渦輪發動機飛機在外指點標（或飛行程式中規定的下滑道截獲點）和中指點標之間，不得低於下滑道飛行。 (3) 使用目視進近坡度指示儀進近著陸的飛機，應當保持在下滑道或以上的高度，直至為安全著陸需要下降到更低高度。 本條(e)(2)和(e)(3)款不禁止為保持在下滑道上而進行的暫態低於或高於下滑道的正常修正飛行。 (f) 離場航空器應當遵守局方批准的離場程式飛行。大型或渦輪發動機飛機起飛後應當儘快爬升到離地450米（1500英尺）高度以上。 (g) 在一般國內運輸機場空域中運作的航空器必須按第91.413條規定，安裝並正確使用空中交通管制應答機和高度報告設備，且工作正常。 (h) 大型或渦輪發動機飛機駕駛員必須遵守局方批准的機場跑道噪音限製程序，使用空中交通管制指定噪音限制跑道。但是，根據第91.5(a)款中機長在安全運作上具有最終決定權的規定，為保證飛機安全運作，空中交通管制可以根據機長的申請同意其使用其他跑道。 (i) 航空器駕駛員在開始滑行、進入滑行道和跑道、穿越滑行道和跑道以及起飛和著陸都必須得到空中交通管制相應的許可。 第91.131條 在一般國際運輸機場空域內的運作 (a) 除經空中交通管制同意外，在一般國際運輸機場空域內運作的航空器，必須遵守本條和第91.129條的規定。 (b) 航空器在一般國際運輸機場空域內起飛後爬升或著陸前下降時，必須按照空中交通管制的指令進行。航空器離場加入航路、航線和脫離航路、航線飛向機場，應當按照該機場使用細則或者進離場飛行程式規定的航線和高度上升或者下降。 (c) 相鄰機場的穿雲上升航線或下降航線互有交叉，飛行發生衝突時，航空器駕駛員應當遵照空中交通管制指令飛行。 (d) 航空器在此類機場空域飛行時，應當按照規定的航線（航向）、高度、次序進入或脫離空域，並且保持在規定的空域和高度範圍內飛行。 第91.133條 在特別繁忙運輸機場空域的運作 (a) 除經空中交通管制同意外，在特別繁忙運輸機場空域內運作的航空器，應當遵守第91.129條和以下規定。 (b) 在特別繁忙運輸機場空域進行訓練飛行的航空器，必須遵守空中交通管制規定的方法和程式。 (c) 在特別繁忙運輸機場起飛、著陸和飛越的航空器機長必須至少持有私用駕駛員執照。 (d) 在特別繁忙運輸機場空域運作的航空器必須滿足下列通信和導航要求： (1) 航空器在空域內飛行時，任何時候都必須與空中交通管制保持雙向通信。 (2) 航空器按儀錶飛行規則運作時，必須具有正常工作的VOR（甚高頻全向信標）接收機。 (3) 應當安裝符合第91.413(a)款規定的應答機和自動高度報告設備。 第91.135條 空中危險區、限制區和禁區 (a) 空中危險區、限制區和禁區是指根據需要，經批准劃設的空域。飛行中航空器駕駛員應當使用機載設備和地面導航設備，準確掌握航空器的位置，防止誤入危險區、限制區和禁區。 (b) 經特別批准在限制區域內飛行或穿越該區域的航空器，必須遵守限制區內的飛行規定。 第91.137條 在高空空域內的運作 高空空域是指標準海平面氣壓6000米（含）以上的空域。除經空中交通管制按本條（d）款批准偏離外，駕駛員在該空域內按儀錶飛行規則運作航空器時，應當遵守下列規定： (a) 只有預先得到空中交通管制的許可，方可進入該空域。 (b) 除經空中交通管制同意外，進入高空空域內運作的航空器必須安裝必要的通信設備，該設備能在空中交通管制指定的頻率上與空中交通管制建立雙向無線電通信聯繫。航空器駕駛員在該空域中必須與空中交通管制保持雙向無線電通信聯繫。 (c) 除經空中交通管制同意外，進入高空空域運作航空器必須按照第91.413條的規定安裝應答機。 (d) 經空中交通管制批准，運營人可以在一次或一組飛行中偏離本條款。航空器在飛行中如果應答機不工作，經空中交通管制同意，可以在高空空域內繼續飛行至目的地的機場或可以進行維修的機場。 第91.139條 臨時的飛行限制 (a) 根據安全需要，局方將發佈航行通告（NOTAM）對一個特定區域實施臨時的飛行限制，並説明該區域的危險和限制的條件。實施臨時飛行限制通常出於下列原因： (1) 為保護地面或空中的人員和財産不受與地面事故相關的危害； (2) 為搶險救災的航空器提供安全的運作環境； (3) 在發生可能造成公眾關注的事故或事件的地點上空，防止前來觀看的或出於其他目的的航空器飛入。 (b) 在按本條(a)款發佈航行通告後，凡進入該臨時限制區域的航空器必須經空中交通管制特殊批准，並按空中交通管制的指令飛行。 第91.151條 目視飛行規則條件下飛行的燃油要求 (a) 飛機駕駛員在目視飛行規則條件下開始飛行前，必須考慮風和預報的氣象條件，在飛機上裝載足夠的燃油，這些燃油能夠保證飛機飛到第一個預定著陸點著陸，並且此後按正常的巡航速度還能至少飛行30分鐘（晝間）或45分鐘（夜間）。 (b) 旋翼機駕駛員在目視飛行規則條件開始飛行前，必須考慮風和預報的氣象條件在旋翼機裝載足夠的燃油，這些燃油能夠保證旋翼機飛到第一個預定著陸點著陸，並且此後按正常巡航速度還能至少飛行20分鐘。 第91.153條 目視飛行規則飛行計劃 (a) 航空器駕駛員提交的按目視飛行規則飛行計劃必須包括以下內容： (1) 該航空器國籍登記號和無線電呼號（如需要）。 (2) 該航空器的型號，或者如編隊飛行，每架航空器的型號及編隊的航空器數量。 (3) 機長的姓名和地址，或者如編隊飛行，編隊指揮員的姓名和地址。 (4) 起飛地點和預計起飛時間。 (5) 計劃的航線、巡航高度(或飛行高度層)以及在該高度的航空器真空速。 (6) 第一個預定著陸地點和預計飛抵該點上空的時間。 (7) 裝載的燃油量(以時間計)。 (8) 機組和搭載航空器的人數。 (9) 局方和空中交通管制要求的其他任何資料。 (b) 當批准的飛行計劃生效後，航空器機長擬取消該飛行時，必須向空中交通管制機構報告。 第91.155條 基本目視飛行規則的最低天氣標準 (a) 本條規定了基本目視飛行規則的最低天氣標準。除經空中交通管制按第91.137條批准在高空空域實施目視飛行規則的飛行外，目視飛行規則飛行只允許在中低空空域內實施。 (b) 除第91.157條規定外，只有氣象條件不低於下列標準時，航空器駕駛員方可按目視飛行規則飛行： (1) 除(b)(2)、(3)項規定外，在修正海平面氣壓高度3千米（含）以上，能見度不小于8千米；修正海平面氣壓高度3千米以下，能見度不小于5千米；距雲的水準距離不小于1500米，垂直距離不小于300米。 (2) 除運輸機場空域外，在修正海平面氣壓高度900米（含）以下或離地高度300米（含）以下（以高者為準），如果在雲體之外，能目視地面，允許航空器駕駛員在飛行能見度不小于1600米的條件下按目視飛行規則飛行。但必須符合下列條件之一： (i) 航空器速度較小，在該能見度條件下，有足夠的時間觀察和避開其他航空器和障礙物，以避免相撞； (ii) 在空中活動稀少，發生相撞可能性很小的區域； (3) 在符合（b）(2)項的條件下，允許旋翼機在飛行能見度小于1600米的條件下按目視飛行規則飛行。 第91.157條 特殊目視飛行規則的最低天氣標準 (a) 在運輸機場空域修正海平面氣壓高度3千米以下，允許按本條天氣最低標準和條件實施特殊目視飛行規則飛行，無須滿足第91.155條的規定。 (b) 特殊目視飛行規則天氣標準和條件如下： (1) 得到空中交通管制的許可； (2) 雲下能見； (3) 能見度至少1600米（旋翼機可用更低標準）， (4) 除旋翼機外，駕駛員滿足CCAR-61部儀錶飛行資格要求，航空器安裝了第91.403(d)款要求的設備，否則只能晝間飛行。 (c) 除旋翼機外，只有地面能見度（如無地面能見度報告，可使用飛行能見度）至少為1600米，航空器方可按特殊目視飛行規則起飛或著陸。 第91.159條 目視飛行規則的巡航高度和飛行高度層 除經空中交通管制批准外，駕駛航空器按目視飛行規則在離地900米以上做水準巡航飛行時，應當按照第91.179條規定的飛行高度層飛行。 第91.167條 儀錶飛行規則條件下飛行的燃油要求 (a) 航空器駕駛員在儀錶飛行規則條件下開始飛行前，必須充分考慮風和預報的氣象條件，在航空器上裝載足夠的燃油，這些燃油能夠： (1) 飛到目的地機場著陸； (2) 除本條(b)款規定外，然後從目的地機場飛到備降機場著陸； (3) 在完成上述飛行之後，還能以正常巡航速度飛行45分鐘（對於飛機），或30分鐘（對於旋翼機）。 (b) 在符合下列條件時，可以不選用備降機場，本條(a)(2)項不適用： (1) 預計著陸的目的地機場具有局方公佈的標準儀錶進近程式； (2) 天氣實況報告、預報或兩者組合表明，在飛機預計到達目的地機場時刻前後至少1小時的時間段內，對於旋翼機之外的航空器，雲高高於機場標高600米，能見度至少5千米；對於旋翼機，雲高高於機場標高300米或高於適用的進近最低標準之上120米（以高者為準），能見度3千米。 第91.169條 儀錶飛行規則飛行計劃 (a) 除經空中交通管制同意外，儀錶飛行規則飛行計劃應當包括下列內容： (1) 第91.153條(a)款中要求的內容。 (2) 備降機場，除本條(b)款規定外。 (b) 如果符合第91.167條(b)款的條件，可以不選用備降機場，本條(a)(2)項不適用。 (c) 除經局方批准外，對於列入儀錶飛行規則飛行計劃中的備降機場，應當有相應的天氣實況報告、預報或兩者組合表明，當航空器到達該機場時，該機場的天氣條件等於或高於下列最低天氣標準： (1) 對於具有局方公佈的儀錶進近程式的機場，使用下列標準： (i) 對於旋翼機以外的航空器，在有一套進近設施與程式的機場，雲高在最低下降高／度（MDH／MDA）或決斷高／度（DH／DA）上增加120米，能見度增加1600米； 在有兩套（含）以上精密或非精密進近設施與程式並且能提供不同跑道進近的機場，雲高在最低下降高或決斷高上增加60米，能見度增加800米，在兩條較低標準的跑道中取較高值。 (ii) 對於旋翼機，雲高在所用機場進近程式最低下降高或決斷高上增加60米，能見度至少1600米，但不小于所用進近程式最低能見度標準。 (2) 對於沒有公佈儀錶進近程式的機場，雲高和能見度應當保證航空器可按照基本目視飛行規則完成從最低航路高度(MEA)開始下降、進近和著陸。 (d) 當航空器機長決定取消或完成該已生效的飛行計劃時，必須通知空中交通管制機構。 第91.171條 按儀錶飛行規則運作對甚高頻全向信標設備的檢查 (a) 航空器在儀錶飛行規則運作中使用的甚高頻全向信標（VOR）設備應當符合下列要求之一： (1) 按經批准程式進行了維修、校驗和檢查； (2) 在前30天之內完成了使用檢查，證實其指示方位在本條(b)款或(c)款中列出的允許的誤差範圍之內。 (b) 除了本條(c)款規定之外，按照本條(a)(2)項對VOR進行使用檢查的人員必須使用下列方法之一進行測試： (1) 在起飛機場，使用經認可的測試信號進行測試，最大允許的方位指示誤差不超過±4°。 (2) 在起飛機場，使用局方指定的或者在國外有關民航當局指定的機場地面上一點，作為VOR系統校驗點進行測試，最大允許的方位指示誤差不超過±4°； (3) 如果機場既無測試信號又無指定的地面校驗點可用，可使用局方指定的或在國外有關民航當局指定的空中校驗點進行測試，最大允許方位指示誤差不超過±6°； (4) 如果無可用的測試信號或校驗點，可用下列方法在飛行中測試： (i) 選取一個處在公佈的VOR航路中心線上的VOR徑向線； (ii) 沿選定的徑向線選擇一個明顯的地面點，最好離VOR地面設施37千米以外，在適當低的高度上操縱航空器在適當低的高度上準確通過該點上空； (iii) 在飛越該點時，注意接收機指示的VOR方位，公佈的徑向線和指示方位之間的差值不超過±6°。 (c) 如果航空器上裝有雙套VOR(除了天線以外，裝置互相獨立)，檢查設備的人員可以用一套對另一套進行檢查，以代替本條(b)款的檢查程式。檢查人員應當將兩套設備調諧到同一個VOR臺，並記下對該臺的指示方位，兩個指示方位間的差值不超過±4°。 (d) 按本條(b)款或(c)款規定對VOR工作進行檢查的人員，必須在航空器飛行記錄本或其他記錄本上記載檢查日期、地點、方位誤差並簽名。 第91.173條 空中交通管制許可和飛行計劃 按儀錶飛行規則運作的航空器，應當按空中交通管制的要求提交飛行計劃的申請，並獲得相應的空中交通管制許可。 第91.175條 按儀錶飛行規則的起飛和著陸 (a) 除經局方批准外，在需要儀錶進近著陸時，民用航空器駕駛員必須使用為該機場制定的標準儀錶離場和進近程式。 (b) 對於本條，在所用進近程式中規定了決斷高度／高(DA/DH)或最低下降高度/高(MDA／MDH)時，經批准的決斷高度／高(DA／DH)或最低下降高度/高(MDA／MDH)是指下列各項中的最高值： (1) 進近程式中規定的決斷高度／高(DA/DH)或最低下降高度／高(MDA／MDH)。 (2) 為機長規定的決斷高度／高(DA/DH)或最低下降高度／高(MDA／MDH)。 (3) 根據該航空器的設備，為其規定的決斷高度／高(DA/DH)或最低下降高度／高(MDA／MDH)。 (c) 只有符合下列條件，航空器駕駛員方可駕駛航空器繼續進近到低於決斷高度／高(DA／DH)或最低下降高度／高(MDA／MDH)： (1) 該航空器持續處在正常位置，從該位置能使用正常機動動作以正常下降率下降到計劃著陸的跑道上著陸，並且，對於按照CCAR-121部或其他公共航空運輸運作規章的運作，該下降率能夠使航空器在預定著陸的跑道接地區接地； (2) 飛行能見度不低於所使用的標準儀錶進近程式規定的能見度； (3) 除II類和III類進近（在這些進近中必需的目視參考由局方另行規定）外，航空器駕駛員至少能清楚地看到和辨認計劃著陸的跑道的下列目視參考之一： (i) 進近燈光系統，但是如果駕駛員使用進近燈光作為參照，除非能同時清楚地看到紅色終端橫排燈或紅色側排燈，否則不得下降到接地區標高之上 30米(100英尺)以下； (ii) 跑道入口； (iii) 跑道入口標誌； (iv) 跑道入口燈； (v) 跑道端識別燈； (vi) 目視進近下滑坡度指示器； (vii) 接地區或接地區標誌； (viii) 接地區燈； (ix) 跑道或跑道標誌； (x) 跑道燈； (d) 當飛行能見度低於標準儀錶進近程式中的規定時，航空器駕駛員不得駕駛航空器著陸。 (e) 當下列任一情況存在時，航空器駕駛員必須馬上執行復飛程式 ： (1) 在下列任一時刻，不能獲得本條(c)款要求的目視參考： (i) 航空器到達決斷高（DH）、最低下降高度（MDA）或復飛點； (ii) 在決斷高(DH)或最低下降高度（MDA）以下失去目視參考。 (2) 航空器在最低下降高度（MDA）或以上進行盤旋機動飛行時，不能清晰辨認該機場特徵部分的參照物。 (f) 航空器駕駛員在民用機場按儀錶飛行規則起飛時，氣象條件必須等於或高於公佈的該機場儀錶飛行規則起飛最低天氣標準。在未公佈起飛最低天氣標準的機場，應當使用下列最低天氣標準： (1) 對於單臺或兩台發動機的航空器(旋翼機除外)，機場跑道能見度至少1600米。 (2) 對於多臺發動機的航空器(旋翼機除外)，機場跑道能見度至少800米。 (3) 對於旋翼機，機場跑道能見度為800米。 (g) 除經局方批准外，航空器駕駛員在按儀錶飛行規則駕駛航空器進入或離開軍用機場時，必須遵守該機場有管轄權的軍事當局規定的儀錶進行程式和起飛、著陸最低天氣標準。 (h) 跑道視程(RVR)和地面能見度的比較值： (1) 除II類或III類運作外，如果在儀錶起飛離場和進近程式中規定了起飛或著陸的最低跑道視程，但在該跑道運作時沒有跑道視程的報告，則需按本條(h)(2)項將跑道視程轉換成地面能見度，並使用最低能見度標準實施起飛或著陸。 (2) 跑道視程(RVR)和地面能見度對照表 跑道視程 能見度 500米（1600英尺） 400米（1/4英里） 720米（2400英尺） 800米（1/2英里） 1000米（3200英尺） 1000米（5/8英里） 1200米（4000英尺） 1200米（3/4英里） 1400米（4500英尺） 1400米（7/8英里） 1600米（5000英尺） 1600米（1.0英里） 2000米（6000英尺） 2000米（11/4英里） (i) 當航空器在未公佈的航路上飛行或正在被雷達引導，接到空中交通管制進近許可的駕駛員除要遵守第91.177條規定外，必須保持空中交通管制最後指定的高度，直至航空器到達公佈的航路或進入儀錶進近程式。此後，除非空中交通管制另有通知，航空器駕駛員應當按照航路內或程式中公佈的高度下降。航空器一旦達到最後進近階段或定位點，駕駛員可根據局方對該設施批准的程式完成其儀錶進近，或繼續接受監視或在精密進近雷達引導下進近直到著陸。 (j) 當航空器被雷達引導到最後進近航道或最後進近定位點，或從等待點定時進近，或程式規定“禁止程式轉彎(NO PT)”時，駕駛員不得進行程式轉彎，如果在這些情況下需要進行程式轉彎，必須得到空中交通管制許可。 (k) 儀錶著陸系統的基本地面設施應當包括航向臺、下滑臺、外指點標、中指點標，對於II類或III類儀錶進近程式還應當安裝內指點標。NDB或精密進近雷達可以用來代替外指點標或中指點標。標準儀錶進近程式中批准使用的DME、VOR、NDB定位點或者監視雷達可用來代替外指點標。對於II類或III類進近中內指點標的適用性和替代方法，由局方批准的進近程式、相應運作的運作規範或局方批准文件確定。 第91.177條 按儀錶飛行規則運作的最低高度 航空器按儀錶飛行規則（IFR）運作時，除起飛和著陸需要外，必須遵守下列最低飛行高度的規定： (a) 在進入機場區域內飛行時，不得低於儀錶進近圖中規定的最低磁區高度，在按照進離場程式飛行時，不得低於儀錶進離場程式中規定的高度。在沒有公佈儀錶進離程式或最低磁區高度的機場，在機場區域範圍內，航空器距離障礙物的最高點的高度，平原地區不得小于300米，高原、山區不得小于600米。 (b) 按儀錶飛行規則飛行時，在距預定航路中心、航線兩側各25千米水準距離範圍內，在平原地區不得在距最高障礙物400米的高度以下，在高原和山區不得在距最高障礙物600米的高度以下飛行。 第91.179條 儀錶飛行規則的巡航高度和飛行高度層 (a) 航空器駕駛員在按儀錶飛行規則巡航平飛時，必須保持空中交通管制指定的高度或飛行高度層。 (b) 飛行高度層按以下標準劃分： (1) 真航線角在0度至179度範圍內，飛行高度由900米至8100米，每隔600米為一個高度層；高度9千米以上每隔1200米為一個高度層； (2) 真航線角在180度至359度範圍內，飛行高度由600米至8400米每隔600米為一個高度層；高度在8400米以上，每隔1200米為一個高度層。 (3) 飛行高度層根據標準大氣壓條件下假定海平面計算。真航線角從航線起點和轉彎點量取。 第91.181條 飛行航道 按儀錶飛行規則飛行的航空器，應當遵守下列規定： (a) 在公佈的航路上，沿該航路的中心線飛行。 (b) 在任何其他航線上，沿確定該航線的導航設施或定位點之間的連線飛行。但是，本條並不禁止為避開其他航空器或為改變飛行高度需要偏離航線的機動飛行。 第91.183條 儀錶飛行規則的無線電通信 按儀錶飛行規則飛行的航空器駕駛員必須在指定的頻率上保持守聽，並且及時向空中交通管制部門報告以下事項： (a) 通過指定報告點或空中交通管制規定的報告點的時間和高度，但是，航空器處於雷達管制下時，僅需在通過空中交通管制部門特別要求的那些報告點時報告； (b) 遇到沒有得到預報的氣象條件； (c) 與飛行安全有關的任何其他資訊。 第91.185條 雙向無線電通信失效 (a) 除空中交通管制批准外，在飛行過程中，當雙向無線電通信失效時航空器駕駛員必須遵守本條的規則。 (b) 如果無線電通信失效發生在目視飛行規則條件下，或者在失效後遇到目視飛行條件，航空器駕駛員應當按目視飛行規則繼續飛行，並儘快著陸。 (c) 如果無線電失效發生在儀錶飛行規則條件下，並且不能按照本條 (b)款實施目視飛行規則飛行，航空器駕駛員應當根據以下規定繼續飛行： (1) 按照下列規定確定飛行航線： (i) 按照最後接到的空中交通管制許可所指定的航線繼續飛行。 (ii) 如果航空器正在被雷達引導，從無線電失效點直接飛向雷達引導指令所指定的定位點、航線或航路； (iii) 在沒有指定航線時，按照空中交通管制曾告知在後續指令中可能同意的航線飛行； (iv) 如果不能按照(c)(1)(iii)所述航線飛行時，則按照飛行計劃所申請的航線飛行。 (2) 按照下列高度或高度層中最高者飛行： (i) 無線電失效前最後一次空中交通管制許可中所指定的高度或飛行高度層； (ii) 儀錶飛行規則運作的最低高度或高度層； (iii) 空中交通管制曾告知在後續指令中可能同意的高度或高度層。 (3) 離開空中交通管制許可界限 (i) 當空中交通管制許可界限是起始進近定位點的情況下，航空器駕駛員如果已收到空中交通管制給出的發佈下一許可的時刻，應當在接近此時刻時開始下降或下降和進近；如果未曾收到發佈下一許可的時刻，則盡可能按照提交的飛行計劃所計算出的預計到達時刻或(與空中交通管制一起)修正的航路預計到達時刻下降或下降和進近。 (ii) 在許可界限不是起始進近定位點的情況下，航空器駕駛員如果已收到過空中交通管制給出的預計發佈下一許可的時刻，應當在此時刻離開許可界限；如果未曾收到過發佈下一許可的時刻，應當在到達該許可界限上空時繼續飛向起始進近定位點，並盡可能按照提交的飛行計劃所計算出的預計達到時刻或(與空中交通管制一起)修正的航路預計到達時刻開始下降或下降和進近。 第91.187條 按儀錶飛行規則運作時的故障報告 (a) 按儀錶飛行規則運作的航空器發生導航、進近或通信設備故障時，機長應當儘快向空中交通管制報告。 (b) 按本條(a)款要求提交的報告中應當包括下列內容： (1) 航空器識別標誌； (2) 故障的設備； (3) 駕駛員按儀錶飛行規則駕駛航空器能力受到削弱的程度； (4) 需要得到空中交通管制幫助的內容和範圍。 第91.189條 II類和III類運作的規則 (a) 駕駛民用航空器實施II類或III類運作必須符合下列條件： (1) 飛行機組必須由一名機長和一名副駕駛組成，這些駕駛員必須持有CCAR-61部中規定的相應等級和II類或III類運作許可； (2) 飛行機組成員應當對所用航空器與程式具有足夠的知識和熟練的技術； (3) 操縱駕駛員前方儀錶板上具有所用飛行控制引導系統的相應儀錶。 (b) 除經局方批准外，實施II類或III類運作時，所需的每一地面設備和相關的機載設備必須工作正常。 (c) 在本條中，當所用的進近程式規定並要求使用決斷高度／決斷高(DA/DH)時，批准的決斷高是指下列高度中的最高值： (1) 進近程式規定的決斷高度／決斷高（DA/DH）； (2) 給機長規定的決斷高度／決斷高（DA/DH）； (3) 根據航空器設備所規定的決斷高度／決斷高（DA/DH）。 (d) 航空器駕駛員在規定使用的決斷高度／決斷高（DA/DH）的II類或III類進近中，必須具備下列條件，方可在批准的決斷高度／決斷高（DA/DH）以下繼續進近： (1) 該航空器處於能夠以正常下降率的機動飛行位置上，可以將飛機正常著陸在預定著陸的跑道接地區內。 (2) 至少建立了下列一種著陸跑道目視參照物，並清晰可見： (i) 進近燈光系統。除非紅色跑道末端燈或紅色跑道邊燈是清晰可見和可辨認的，否則不得下降到離接地區標高以上30米(100英尺)以下。 (ii) 跑道入口。 (iii) 跑道入口標誌。 (iv) 跑道入口燈。 (v) 接地區域或接地區域標誌。 (vi) 接地區域燈。 (e) 除經局方批准外，航空器駕駛員在接地前任何時候如果不能建立本條(d)款要求的目視參考，必須立即執行相應的復飛程式。 (f) 實施無決斷高的III類運作時，航空器駕駛員只有在符合局方批准文件中規定的條件時，方可著陸。 (g) 本條(a)款到(f)款不適用於CCAR-121部和其他公共航空運輸運作規章頒發的運作合格證持有人所實施的運作。按本章運作的任何民用航空器駕駛員不得做根據CCAR-121部和其他公共航空運輸運作規章頒發的合格證的持有人所實施的II類或III類運作，除非該運作是按照該合格證持有人的運作規範進行的。 第91.191條 II類或III類運作手冊 (a) 除了本條(c)款規定的外，駕駛中華人民共和國國籍登記的民用航空器進行II類或III類運作時，應當： (1) 航空器上必須載有經批准的對該航空器現行有效的II類運作手冊； (2) 依據手冊的程式、指令和限制實施運作； (3) 對手冊中所列的II類或III類運作所必需的航空器儀錶和設備，已經按照該手冊中的維修大綱進行過維修和檢查。 (b) 運營人必須將一套經批准的現行有效的手冊保存在主運作基地，在局方運作監察員要求時可供檢查。 (c) 本條不適用於依據CCAR-121部和其他公共航空運輸運作規章實施的運作。 第91.193條 某些II類運作的批准 對於按CCAR-97部定義屬於A類飛機的小型飛機，當局方確認該航空器運營人按照批准文件中規定的條款能夠安全實施II類運作時，可以批准其偏離第91.189、第91.191和第91.403條(f)款的規定實施II類運作。航空器按此種批准運作時，不允許為取酬而載運旅客或財産。 C章 特殊的飛行運作 第91.201條 特技飛行 (a) 除經局方批准外，任何人不得在下列情況下駕駛航空器進行特技飛行： (1) 在任何城市、集鎮或居住地的人口稠密區上空； (2) 在露天的人員集會地點上空； (3) 在任何局方指定的區域內； (4) 在任何航路中心線兩側10千米範圍之內； (5) 距地面450米以下； (6) 飛行能見度低於5千米時。 (b) 在本條中，特技飛行是指駕駛員有意作出的正常飛行所不需要的機動動作，這些動作中包含有航空器姿態的急劇變化，非正常的姿態或非正常的加速度。 第91.203條 飛行試驗區域 航空器試驗飛行應當在空中交通不繁忙的開闊水面或人口稀少區域上空實施。 第91.205條 降落傘和跳傘 (a) 在民用航空器上攜帶的在緊急情況下使用的降落傘，必須是經批准的型號，並且符合下列條件： (1) 如果是座墊型(傘背在背後)降落傘，要求在前120天內由專業人員包傘； (2) 如果是其他類型的降落傘，要求： (i) 當降落傘的傘衣、傘繩和背帶全部是由尼龍、人造纖維或其他類似合成纖維，或由抗霉損與抗腐蝕材料製成的，則在前120天內由專業人員包傘； (ii) 當降落傘是由絲織綢、柞絲綢或其他天然纖維以及本條(a)(2)(i)款規定之外的材料製成的，則在前60天內由專業人員包傘。 (b) 除緊急情況外,任何人不得從中華人民共和國境內飛行的航空器中跳傘，但是按照P章規定實施的跳傘活動除外。 (c) 當民用航空器上載有機組成員以外的人員時，只有機上每個乘員背上經批准的降落傘，駕駛員方可做超出以下範圍的機動動作： (1) 相對於地平線的60°坡度； (2) 相對於地平線的30°上仰或下俯姿態。 (d) 本條(c)款不適用於： (1) 駕駛員執照或等級的飛行考試； (2) 由合格的飛行教員按照頒發執照或等級的規章要求所做的螺旋和其他機動飛行動作。 (e) 在本條中，經批准的降落傘是指按型號鑒定試驗合格或按技術標準規定生産出來的降落傘，或軍方批准生産的降落傘。 第91.207條 牽引滑翔機 (a) 使用民用航空器牽引滑翔機必須符合下列要求： (1) 牽引滑翔機的航空器的機長滿足CCAR-61部61.87條要求。 (2) 牽引滑翔機的航空器裝備有牽引連接裝置並按局方批准方式安裝。 (3) 所用牽引繩的斷裂強度不小于該滑翔機經審定的最大使用重量的80%，且不大於這一重量的兩倍。但是，在滿足下列條件時，所用牽引繩的斷裂強度可以大於該滑翔機經審定的最大使用重量的兩倍： (i) 牽引繩與滑翔機的連接點處有安全接頭，其斷裂強度不低於該滑翔機經審定的最大使用重量的80%，且不大於該使用重量的兩倍； (ii) 牽引繩與牽引滑翔機的航空器的連接點裝有安全接頭，其斷裂強度比牽引繩在滑翔機一端的安全接頭的斷裂強度大，但是不超過25%，並且不超過該滑翔機經審定的最大使用重量的兩倍。 (4) 在機場空域內進行任何牽引操作之前，機長應通知管制塔臺。 (5) 在飛行前，牽引滑翔機的航空器和滑翔機的駕駛員應當做好協調，協調工作包括起飛和釋放信號、空速和每個駕駛員的應急程式。 (b) 除緊急情況外，滑翔機在空中脫離牽引，必須經牽引滑翔機的航空器駕駛員同意。航空器駕駛員在滑翔機脫鉤後釋放牽引繩時，不得危及他人生命或財産的安全。 第91.209條 牽引滑翔機以外的物體 除經局方批准外，民用航空器的駕駛員不得使用該航空器牽引滑翔機（按第91.207條規定）以外的任何其他物體。 第91.211條 發有特許飛行證的民用航空器的使用限制 持有特許飛行證的航空器不得進行超出規定的飛行。 (a) 除已獲取特許飛行證，任何人不得運作有可能危及飛行安全的民用航空器。 (b) 未經局方和有關國家特定許可權的批准，任何人不得在中華人民共和國以外運作特許發證的民用航空器。 (c) 凡運作特許飛行證的民用航空器者，必須在航空器飛行手冊或其他有關文件中列出飛行的限制範圍內。但是，當從事直接與型號合格審定或補充型號合格審定有關的飛行時，必須依照本規章試驗航空器限制來飛行，而且在飛行試驗時，應當按照本章第91.203條的要求飛行。 (d) 凡作特許飛行的航空器必須由持有局方所頒發的或認可的相應駕駛員執照的飛行機組人員駕駛。 (e) 凡作特許飛行的航空器不得載運與該次飛行無關的人員。該航空器的飛行機組成員和有關人員必須確知，該次飛行的情況和有關的要求和措施。 (f) 一切特許飛行應按照相應的飛行規則，並應避開空中交通繁忙的區域或可能對公眾安全發生危害的地區。 (g) 局方可以規定必要的附加限制或程式，包括對航空器可以運載的人數限制。 第91.217條 適航審定為初級類航空器的運作限制 任何人不得駕駛初級類航空器為取得報酬或租金而進行商業性載客飛行。 D章 維修要求 第91.301條 適用範圍 (a) 除本條(b)款的情況外，本章的規定適用於任何持有中國民用航空總局頒發適航證件的航空器的維修。 (b) 按照CCAR-121部、CCAR-135部實施運作的航空器應當按照其相應規定進行維修。 第91.303條 總則 (a) 任何人（包括商業非運輸運營人和航空器代管人）使用的大型航空器及其航空器部件的維修工作都應當由按照CCAR-145部獲得相應批准的維修單位實施或者按照CCAR-43部第43.11條(e)由航空器或者航空器部件製造廠家實施。 (b) 除本條(a)款的情況外，其他航空器的維修可以按照下述規則進行： (1) 航空器機體和部件的翻修應當由按照CCAR-145部獲得相應批准的維修單位實施或者按照CCAR-43部第43.11條(e)由航空器或者航空器部件製造廠家實施； (2) 其他任何維修應當按照CCAR-43部實施。 (c) 航空器的所有權人或者運營人使用的航空器、航空器部件、以及對其實施維修的任何機構和人員應當接受局方為保證其對本章規定的符合性而進行的監督和檢查。 第91.305條 適航性責任 (a) 航空器的所有權人或運營人對保持航空器的適航性狀態負責，包括機體、發動機、螺旋槳及其安裝設備的適航性。 (b) 為落實航空器的適航性責任，航空器的所有權人或者運營人應當按照第91.303條的規則保證其使用的航空器完成如下工作： (1) 按照第91.307條的規定完成要求的維修； (2) 除第91.411條允許不工作的任何儀錶或設備外，在每次飛行前對於影響安全運作的有關缺陷和損傷進行處理並達到經批准的標準； (3) 完成適航指令和局方要求強制執行的任何其他持續適航要求。 (c) 上述工作可以以通過簽訂協議的方式進行委託，但航空器所有權人或運營人負有同樣的適航性責任。 第91.307條 要求的維修 (a) 航空器的所有權人或運營人應當按照以下規定完成對航空器的檢查： (1) 按照航空器的設計規範、型號合格證數據單或局方批准的其他文件中的規定，對有時間限制部件的更換時間進行檢查，以保證在到達時間限制前及時更換； (2) 對於大型飛機、渦輪噴氣多發飛機、渦槳多發飛機或者渦輪動力旋翼機，按照第91.309條要求的檢查大綱的規定進行檢查； (3) 對於本條(a)(2)之外的的航空器，在每100小時的飛行時間內按照CCAR-43部的規定完成100小時檢查，但如果在連續的12個日曆月內沒有達到100小時的飛行時間，則應當在上次完成100小時檢查之日起12個月之內完成CCAR-43部規定的年度檢查。如果需要為檢查而進行調機時，可以超過100小時的限制，但超出時間不得多於10小時。並且在計算下一個100小時使用時間時要包括這次超過100小時的時間。 (4) 如果航空器或者航空器部件製造廠家頒發的航空器維修手冊或其他持續適航文件中規定的檢查超過CCAR-43部規定的100小時檢查或者年度檢查，則應當按照其規定執行檢查，並且不必重復執行100小時檢查或者年度檢查。 (b) 對於本條(a)款要求的100小時或者年度檢查，航空器的所有權人或運營人可以使用分解檢查任務的漸進式檢查大綱來實施，但應當向局方提交書面備案，並且符合如下規定： (1) 漸進式檢查大綱應當以小時數或天數來標明每一檢查任務的詳細週期和計劃，該計劃可以包括因為飛行而超過維修間隔（不超過10小時）的説明； (2) 漸進式檢查的頻度和內容應當保證航空器在規定的期限內能得到全面檢查，保證航空器始終處於適航狀態，並且始終符合航空器的設計規範、型號合格證數據單、適航指令以及其他經批准的數據； (3) 如果漸進式檢查中斷，航空器所有權人或運營人應當立即以書面形式通知局方，並且在中斷後以最先到達下一次檢查期限的檢查任務起恢復100小時檢查或年度檢查。 (c) 按儀錶飛行規則飛行的航空器，其高度表系統和高度報告設備應當按照下述要求完成測試和檢查： (1) 在24個日曆月內，對每個靜壓系統、高度表儀錶和自動氣壓高度報告系統進行測試和檢查，並符合CCAR-43部附錄B的規定； (2) 除使用系統排水和備用靜壓活門外，對靜壓系統的任何開啟和關閉之後，該系統須進行測試和檢查，並符合CCAR-43部附錄B中(a)款的規定； (3) 安裝或維修後，ATC應答機的自動氣壓高度報告系統應當進行測試和檢查，並符合CCAR-43部附錄B的規定。 (d) 任何航空器上安裝的ATC應答機應當按照下述要求完成測試和檢查： (1) 在24個日曆月之內， ATC應答機應當進行測試和檢查，並符合CCAR-43部附錄C的規定； (2) 安裝或維修後， ATC應答機應當進行測試和檢查，並符合CCAR-43部附錄C中(c)款的要求。 (e) 除第91.411條允許不工作的任何儀錶或設備外，航空器所有權人或者運營人應當對上述檢查發現的任何超出航空器設計規範、型號合格證數據單、適航指令以及其他經批准的數據的故障、缺陷進行修復。 (f) 如果航空器或者航空器部件製造廠家頒發的航空器維修手冊或其他持續適航文件中含有其他維修要求時，航空器所有權人或者運營人應當按照其要求對航空器或者航空器部件進行維修。 第91.309條 航空器檢查大綱 (a) 大型飛機、渦輪噴氣多發飛機、渦槳多發飛機或渦輪動力旋翼機的所有權人或者運營人，應當選擇下述任一方式建立航空器檢查大綱： (1) 製造商推薦的現行檢查大綱； (2) 按照本條(b)款制定檢查大綱； (b) 航空器所有權人或者運營人可以按照下述要求制定航空器的檢查大綱，但僅適用於航空器所有權人或者運營人本身所使用的航空器： (1) 檢查項目應當包括機體、發動機、螺旋槳、旋翼裝置、救生設備以及應急設備等航空器所有結構、系統和部件； (2) 遵守航空器規範、型號合格證數據單或局方批准的其他文件中規定的有時間限制的部件的更換時間要求； (3) 體現航空器或者航空器部件製造廠家頒發的航空器維修手冊或其他持續適航文件中含有的適航性限制項目(如適用)； (4) 以使用時間、日曆時間、系統工作次數或其任何組合表示的各項檢查的時限； (5) 制定檢查的説明和程式，包括必要的試驗和特殊檢查，説明和程式必須詳細闡明要求進行檢查的機身、發動機、螺旋槳、旋翼和設備的部位和區域； (6) 列出負責安排大綱所要求檢查工作的人員姓名或者機構名稱、地址、聯繫方式。 (c) 按照本條(b)款制定的檢查大綱及其任何修訂應當向局方申請批准，並且在局方認為有必要進行修改時，應當按照局方的通知進行修改。 (d) 當航空器所有權人或者運營人將航空器的檢查大綱從現有的方式改為另一種檢查大綱時，應當用按原先檢查大綱下累計的使用時間、日曆時間或使用迴圈，來確定新檢查大綱的檢查項目到期時間。 第91.311條 維修管理要求 (a) 商業非運輸運營人、私用大型航空器運營人、航空器代管人應當按照本條(b)的要求建立一個維修管理系統來落實其適航性責任，並保存其使用航空器的維修記錄。 (b) 維修系統應當至少滿足下述條件： (1) 指定一名維修責任人，來計劃和控制落實其適航性責任所需要完成的維修工作，並對委託的維修進行品質控制； (2) 具有足夠的、經過適當培訓的合格維修人員來完成第91.307條要求的維修，並建立維修人員的技術檔案。這些維修人員可以是運營人雇用的，也可以是通過協議明確的其他人員； (3) 具有足夠可用的廠房設施、工具設備、器材、適航性資料來保證航空器計劃的正常運作； (4) 制定闡述如何落實其適航性責任的維修管理説明（包括必要的工作程式），該説明可以包括在運營人的運作手冊中或以單獨文件的方式，但不論何種方式應當經局方批准，運營人的維修責任人和維修人員必須熟悉其相關的內容，並在實際工作中遵守。 (c) 除本條(a)規定的情況以外，任何航空器的所有權人應當至少指定一名人員來計劃和控制落實其適航性責任所需要完成的維修工作。該人員可以是航空器所有權人自己，也可以是通過協議明確的其他人員，但不論以何種方式，都應當向局方書面聲明並提供通訊聯絡的詳細資訊。 第91.313條 航空器的修理和改裝 (a) 當航空器所有權人或者運營人對其航空器及其部件實施設計更改時，如果對飛機的重量、平衡、結構強度、性能、動力裝置工作、飛行特性有顯著影響或者影響適航性的其他特性，應當按照CCAR-21部的規定申請批准。 (b) 除本條(a)的情況外，當航空器所有權人或者運營人對其航空器及其部件實施重要修理和改裝時，如果超出了航空器或者航空器部件製造廠家持續適航文件的規定，應當就修理和改裝方案的內容向局方申請批准後才能實施。 (c) 當航空器所有權人或者運營人對其航空器及其部件實施本條(b)之外的修理和改裝時，如果超出了航空器或者航空器部件製造廠家持續適航文件的規定，應當獲得航空器或者航空器部件製造廠家就修理和改裝方案內容的書面批准或者認可後才能實施。如果不能得到航空器或者航空器部件製造廠家的書面批准或者認可，則應當就修理和改裝方案的內容向局方申請批准後才能實施。 (d) 本條涉及的修理和改裝工作的實施按照第91.303條的維修實施規則劃分。 第91.315條 航空器批准恢復使用 (a) 航空器所有權人或者運營人在每次對航空器完成任何維修和改裝工作後，都應當由具有相應資格的維修人員在其航空器技術記錄本上簽署批准恢復使用。 (b) 除按照CCAR-145部的維修放行以外，商業非運輸運營人、私用大型航空器運營人、航空器代管人使用航空器的批准恢復使用人員，還應當經其維修責任人授權後才能實施。 (c) 僅有在實施的任何維修和改裝工作符合CCAR-43部的規定時，才能批准航空器恢復使用。 (d) 當航空器經過可能明顯改變其飛行特性或對其飛行操作有重大影響的維修或者改裝後，在載運人員（機組人員除外）前應當進行試飛檢查，但如果可以通過地面試驗和檢查表明維修沒有明顯改變航空器的飛行性能或對其飛行操作産生重大影響時可以不進行試飛。 (e) 在規定的使用限制和條件下，可以按照第91.411條的規定批准帶有某些不工作的儀錶或設備的航空器恢復使用，但應當按照CCAR-43部的要求挂上標牌。 第91.317條 航空器技術記錄 (a) 航空器所有權人或者運營人應當按照本條(b)的要求為其使用的每一架航空器建立航空器技術記錄，以連續記錄航空器有關的技術資訊。 (b) 航空器技術記錄應當至少包括以下內容和格式要求： (1) 航空器的型號和國籍登記號； (2) 以當地時間或者國際標準時間記錄的航空器每次飛行時間和發動機運轉時間； (3) 機組發現的缺陷和工作不正常情況及所採取的修復措施； (4) 油料添加記錄； (5) 航空器使用超限記錄和採取的特殊檢查措施； (6) 每次完成維修和改裝的日期、項目、實施人員或者單位、批准恢復使用人員（包括姓名、簽名和執照編號）； (7) 適航指令執行記錄。 (c) 航空器技術記錄的格式應當固定，並且需要飛行機組填寫和了解的內容應當放置在駕駛艙內，但放置駕駛艙部分的內容應當至少有一個復頁來保證每次起飛前在地面保存一份記錄上一次飛行和本次飛行前填寫內容的記錄。 (d) 航空器所有權人或者運營人應當妥善保存航空器技術記錄，並且建立有效的備份措施，以保證記錄丟失或者損毀後的可恢復性。 第91.319條 航空器記錄的保存 (a) 不論維修工作由誰實施，航空器所有權人或者運營人都應當獲得並按照本條(b)規定的期限保存航空器及其部件的維修和改裝記錄。 (b) 航空器所有權人或運營人必須按下述時限妥善保存維修記錄： (1) 除航空器或者航空器部件的翻修以外，其他任何維修的記錄應當至少保存2年； (2) 航空器或者航空器部件的翻修記錄應當保存至該工作被等同範圍和深度的工作所取代； (c) 航空器技術記錄應當保存至航空器出售或者永久性退役後一年，航空器出售時航空器技術記錄和維修記錄應隨同航空器轉移。 (d) 航空器所有權人或者運營人應當保證所有的維修記錄可以提供給局方或者國家授權的安全調查機構的檢查。 第91.321條 適航性檢查 (a) 航空器所有權人或者運營人的每架航空器在首次投入使用前應當通過局方的檢查，確認其符合本規則的要求並獲得適航證簽署或者其他方式的簽署後才能投入使用。 (b) 在航空器首次獲得適航證簽署或者其他方式的簽署後，每連續12個日曆月之內，應當接受局方進行的年度適航性檢查，符合本規則的要求並獲得適航證簽署或者其他方式的簽署後才能繼續投入使用。如果航空器長期處於停用的存儲狀態，可以在將其適航證件交回局方後不進行年度適航性檢查，但應當在再次投入使用前完成一次適航性檢查。 (c) 航空器所有權人或者運營人應當接受局方在任何時間對其正在使用的航空器進行的適航性檢查，對檢查中發現的存在任何影響安全運作的缺陷，應當在其改正措施滿足局方的要求後方可以再投入使用。 (d) 對於航空器首次投入使用的檢查和年度適航性檢查，航空器所有權人或者運營人應當按照規定支付檢查費用。 E章 設備、儀錶和合格證要求 第91.401條 民用航空器的合格證要求 (a) 除第91.613條規定外，運作民用航空器時，航空器應當攜帶下列證件： (1) 適用的現行適航證件（超輕型飛行器除外）。 (2) 中國民用航空總局頒發的該航空器的航空器國籍登記證；在國外登記的航空器在中華人民共和國境內運作時，國外民航當局頒發的該航空器的航空器國籍登記證。 (b) 運作民用航空器時，本條(a)所要求的適航證件或按第91.613頒發的特許飛行證應當展示在客艙或駕駛艙的入口處，以便乘客或機組清晰可見。 (c) 運作在客艙內或行李艙內安裝有燃油箱的航空器時，應當將按照CCAR-43部批准該安裝的表格或者等校表格的複印件放在該航空器上。 (d) 除經局方批准外，運作渦輪動力飛機進出中華人民共和國機場時，應當符合CCAR-34部的燃油排泄和排氣要求。 第91.403條 有動力的民用航空器的儀錶和設備要求 除經局方批准外，有動力的民用航空器應當滿足如下儀錶和設備要求： (a)除了本條(c)(3)和(e)規定外，本條(b)到(f)款中規定的任何運作中，應當裝有本規則對運作種類所要求的儀錶和設備，這些儀錶和設備應當處於有效工作狀態。 (b) 按目視飛行規則（晝間）飛行時，航空器應當安裝下列儀錶和設備： (1) 空速指示器； (2) 高度表； (3) 磁羅盤； (4) 每台發動機用的轉速表； (5) 使用壓力(潤滑)系統的每台發動機用的滑油壓力錶； (6) 每台液冷發動機用的溫度表； (7) 每台氣冷發動機用的滑油溫度表； (8) 每台高空發動機用的進氣壓力錶； (9) 指示每個油箱中油量的油量表； (10) 起落架位置指示器(如果該航空器裝有收放式起落架)； (11) 按CCAR-23部合格審定的渦輪動力飛機，應當裝有批准的航空紅色或白色防撞燈光系統。該系統失效後，該航空器可繼續飛行到能夠進行修理或更換的地點； (12) 如果航空器在水面上空載客運營並且離岸超過其無動力滑翔距離時，應當備有為每名乘員易於取用的經批准的漂浮裝置，且航空器上至少有一個煙火信號裝置； (13) 每個年滿2周歲或以上的乘員必須有經批准的帶金屬鎖扣裝置的安全帶； (14) 每個前排的座位（飛行機組或與其平行的座位）有一副經批准的肩帶。該肩帶應當設計成在乘員經受CCAR-23部23.561（b）（2）中規定的固定載荷要求的極限慣性力時，能保護乘員免受嚴重的頭部傷害。裝于飛行機組位置處的每副肩帶應當使機組成員就座並束緊安全帶和肩帶時能完成飛行操作所要求的全部職能； (15) 應急定位發射機（按照第91.405要求）； (16) 不包括駕駛員的座位數為9座或以下的正常類、實用類、特技類飛機，應當按照CCAR-23部23.785的要求配備肩帶； (17) 旋翼機應當按照相應的適航要求配備肩帶。 (c) 按目視飛行規則（夜間）飛行時，航空器應當安裝以下儀錶和設備： (1) 本條(b)中規定的儀錶和設備； (2) 經批准的航行燈； (3) 一個經批准的航空紅色或航空白色防撞燈系統。防撞燈系統失效後，該航空器可繼續飛行到能夠進行修理或更換的地點； (4) 為取酬而運作的航空器，一個著陸燈； (5) 供所有安裝的電氣和無線電設備用的足夠的電源； (6) 一套備用的保險絲或者對所需的每種保險絲各有三個備件，安放在飛行中的駕駛員容易取得的位置。 (d) 按儀錶飛行規則飛行時，航空器應當安裝下列儀錶和設備： (1) 本條(b)款規定的儀錶和設備，對夜間飛行，還應當安裝本條(c)款規定的儀錶和設備； (2) 與所用地面設施相適應的導航設備和雙向無線電通信系統； (3) 陀螺轉彎速率指示器，對下列航空器除外： (i) 按CCAR-121部規定安裝了第三套姿態儀錶系統的飛機，該儀錶系統在整個360°的俯仰和橫滾飛行姿態變化中是可用的； (ii) 按CCAR-29部規定安裝了第三套姿態儀錶系統的旋翼機，該儀錶系統在±80度俯仰和±120度橫滾飛行姿態變化中是可用的。 (4) 側滑指示器； (5) 可按大氣壓力調節的靈敏型高度表； (6) 指針式或數字式顯示時、分、秒的時鐘； (7) 足夠容量的發電機或變流機； (8) 陀螺傾斜和俯仰指示器(人工地平儀)； (9) 陀螺磁羅盤指示器(航向陀螺儀或等效儀錶)。 (e) 如果在中華人民共和國國籍登記的民用航空器按本條(d)(2)要求裝有甚高頻全向信標導航設備，並在中華人民共和國境內海拔7300米（24000英尺）或以上高度上運作時該航空器應當裝備經批准的測距設備(DME)。當本要求的測距設備在海拔7300米（24000英尺）或以上高度上失效時，該航空器的機長必須立即通知空中交通管制機構，而後可在7300米（24000英尺）或以上高度上繼續飛行到預定著陸的可修復或更換該設備的下一個機場。 (f) II類運作應當安裝本條(d)款和本規則附錄B要求的儀錶和設備。 (g) III類運作應當安裝本條(d)款要求的儀錶和設備。 (h) 除經局方批准外，2007年1月1日後首次頒發適航證件的航空器應當裝備有以米為單位顯示的高度表。對於在此之前已經頒發適航證件的航空器，如果沒有裝備有以米為單位顯示的高度表，可以採取在航空器上配備相應高度層換算對照表的方式。 (i) 本條（f）至（h）款不適用於按照CCAR-121部和其他公共航空運輸運作規章實施的運作。 第91.405條 應急定位發射機 (a) 除本條(e)和(f)款規定外，運作在中華人民共和國國籍登記的民用航空器時，應當符合下列要求： (1) 2008 年7 月1 日後，任何批准載客19 人以上的所有飛機必須至少裝備一台自動應急定位發射機或兩台任何類型的應急定位發射機；批准載客19 人或以下的所有飛機必須至少裝備一台任何類型的應急定位發射機。 (2) 2007年1 月1 日後首次頒發適航證、批准載客19 人以上的所有飛機必須至少裝備兩台應急定位發射機，其中一台須為自動的；批准載客19 人或以下的所有飛機必須至少裝備一台自動應急定位發射機。 (3) 2008 年7 月1 日後，任何旋翼機必須裝備至少一台自動應急定位發射機；在水面上空飛行時，還必須至少為一個救生筏裝備一台救生型應急定位發射機。 (4) 2007 年1 月1 日後首次頒發適航證的任何旋翼機必須裝備至少一台自動應急定位發射機；在水面上空飛行時，還必須至少為一個救生筏裝備一台救生型應急定位發射機。 (b) 本條(a)款要求的每個應急定位發射機應當符合下述要求： (1) 應當以一旦墜機撞地時使發射機受損的概率減小到最小的方式安裝在飛機上。固定式和可展式自動發射機必須安裝在飛機盡可能靠後的部位； (2) 除經局方批准外，所有安裝的應急定位發射機的工作頻率必須符合下述要求： (i) 所有實施國際運作的航空器上安裝的自動觸發工作的應急定位發射機必須能夠同時工作在121.5MHZ和406MHZ頻率上； (ii) 2010年1月1日後，所有航空器上安裝的應急定位發射機必須能夠同時工作在121.5MHZ和406MHZ頻率上； (iii) 2007年1月1日後首次頒發適航證的航空器上安裝的應急定位發射機必須能夠同時工作在121.5MHZ和406MHZ頻率上； (iv) 2007年1月1日前已經安裝使用的只能工作在121.5MHZ頻率上的應急定位發射機可以繼續使用到2010年1月1日，但安裝了此類應急定位發射機的航空器只能在國內實施運作。 (c) 在下列情況下，應當對本條(a)款要求的應急定位發射機中所用的電池予以更換(或充電，如果該電池可充電)： (1) 當發射機的累計使用時間已超過1小時； (2) 當發射機電池已達到製造商規定的使用壽命的50%時(或對於可可充式電池，則為其充滿電後的有效使用時間的50%時)。 電池新的更換(或充電)到期日期，應當清晰可見地標記在發射機的外表並記載在該航空器維修記錄中。本條(c)(2)款不適用於在貯存期內基本不受影響的電池(如水激活電池)。 (d) 本條(a)款要求的應急定位發射機應當在上一次檢查後的12個日曆月內對下述內容進行再次檢查： (1) 安裝情況； (2) 電池的腐蝕情況； (3) 控制和碰撞感測器的操作； (4) 天線是否有足夠發射信號的能力。 (e) 不符合本條(a)款的飛機，可以進行下列運作，但調機飛行的飛機上不得載運除必需的機組成員以外的任何人。 (1) 將新獲得的飛機從接收地點調機飛行到安裝應急定位發射機的地點； (2) 將帶有不工作的應急定位發射機的飛機從不能進行修理或更換的地點調機飛行到能進行修理或更換的地點。 (f) 本條(a)款不適用於： (1) 在機場93千米(50海裏)半徑內進行訓練的航空器； (2) 從事與設計和試驗有關飛行的航空器； (3) 從事與製造和交付有關飛行的新航空器； (4) 從事空中灑放農用化學品和其他物質飛行作業的航空器； (5) 經局方審定的用於研究和發展目的的航空器； (6) 用於證明符合規章、機組訓練、展覽、航空競賽或者市場調查的航空器； (7) 運載不超過一人的航空器； (8) 其他經局方批准的特殊情況。 第91.407條 航空器燈光 (a) 在日落到日出期間內，任何人不得： (1) 運作一架航空器，除非航行燈開啟並且工作正常； (2) 在機場夜航活動區內或在靠近該區域處停放或移動航空器，除非該航空器： (i) 清晰地受到照明； (ii) 航行燈開啟並且工作正常； (iii) 在有障礙物燈作標誌的區域； (3) 停泊航空器，除非該航空器： (i) 停泊燈開啟並且工作正常； (ii) 在不要求有停泊燈的區域； (b) 運作要求裝備有防撞燈系統的航空器時，應當開啟航空紅色防撞燈或航空白色防撞燈。但是，當機長確認關閉該燈有利於安全時，不必開啟防撞燈。 第91.409條 補充氧氣 (a) 運作在中華人民共和國國籍登記的民用航空器時，應當符合下列要求： (1) 座艙氣壓高度在以MSL為基準3800米（12500英尺）至4200米（14000英尺）（含）時，在此高度範圍內飛行時間超過30分鐘後給所要求的最少機組成員提供並使用補充氧氣。 (2) 座艙氣壓高度在以MSL為基準4200米（14000英尺）以上時，在那些高度上的整個飛行時間內，為所要求的最少機組成員提供並使用補充氧氣。 (3) 座艙氣壓高度在修正海平面氣壓高度4500米（15000英尺）以上時，為該航空器上的每個乘員都準備補充氧氣。 (b) 運作在中華人民共和國國籍登記的有增壓艙的民用航空器時，應當符合下列要求： (1) 在7600米（25000英尺）以上的高度飛行時，除為滿足本條(a)款要求的氧氣外，對該航空器的每個乘員至少另外供應10分鐘的補充氧氣，供一旦座艙失去增壓而需要下降時使用。 (2) 在10500米（35000英尺）以上的高度飛行時，操縱飛機的一名駕駛員應當戴上（扣緊並封嚴）、啟用氧氣面罩，該面罩能一直供氧或當飛機座艙氣壓高度超過修正海平面氣壓高度4200米（14000英尺）時自動供氧，但在修正海平面氣壓高度12500米（41000英尺）或其以下高度，如果有兩位駕駛員操縱飛機，並且每位駕駛員都有在5秒鐘內即能用單手從待用位置戴上面部的能供氧和正確固定並密封的快戴型氧氣面罩，則所有駕駛員不必戴上並使用氧氣面罩。 第91.411條 不工作的儀錶和設備 (a) 除本條(d)款規定外，使用一架裝有不工作的儀錶、設備的航空器起飛時，應當滿足下列條件： (1) 對於該航空器有一份批准的最低設備清單。 (2) 該航空器內有一份局方頒發的批准書，批准該航空器按照最低設備清單進行運作。最低設備清單和批准書構成了該航空器的補充型號合格證。 (3) 批准的最低設備清單應當： (i) 按照本條(b)款規定的限制進行制訂； (ii) 規定帶有處於不工作狀態的儀錶和設備的航空器如何運作。 (4) 駕駛員用的航空器記錄本應當記錄不工作的儀錶和設備。 (5) 在最低設備清單和批准其使用的批准書中所述的所有適用條件和限制下運作航空器。 (b) 在最低設備清單中不得包括下列儀錶和設備： (1) 中國民用航空規章中明確或其他方式提出的作為航空器型號合格證審定基礎要求的儀錶和設備，並且在所有使用條件下是安全運作必不可少的。 (2) 適航指令要求處於可工作狀態的儀錶和設備，除非該適航指令作出其他規定。 (3) 按本規則特定運作所需要的儀錶和設備。 (c) 批准可按CCAR-121或CCAR-135部運作的航空器進行依照本規則的運作時應當使用該航空器按CCAR-121或CCAR-135批准的最低設備清單，並無需附加批准要求。 (d) 除依據本條(a)或(c)款進行的運作外，符合下列所有條件時，可使用裝有不工作的儀錶、設備的航空器進行按本規則的運作，而無需有經批准的最低設備清單： (1) 飛行的實施是在下列航空器上進行的： (i) 主最低設備清單還沒有制定出來的旋翼機、非渦輪動力飛機、滑翔機或輕於空氣的航空器； (ii) 主最低設備清單已制定出來的小型旋翼機、非渦輪動力的小型飛機、滑翔機或輕於空氣的航空器。 (2) 不工作的儀錶和設備不是下列儀錶和設備： (i) 該航空器型號合格審定依據的適航規章規定的晝間目視飛行規則要求的儀錶和設備； (ii) 在航空器設備清單上要求的或為執行某種飛行所規定的該種飛行的設備清單上所要求的； (iii) 第91.403條或其他規章對特定飛行種類要求的； (iv) 適航指令要求的。 (3) 不工作的儀錶和設備應當符合下列要求之一： (i) 從航空器上拆下後，在駕駛艙的有關操縱上已標明，並且按照CCAR-43部第43.19條作了維修記錄； (ii) 已被設置成不能工作並用標牌標明“不工作”。如果設置成不工作的儀錶或設備涉及維修，則應當按照CCAR-43部來完成維修並記錄。 (4) 由持有CCAR-61部執照和適當等級的駕駛員或由持有相應航空器維修執照的人員，確定不工作的儀錶或設備不會對航空器構成危險。帶有本條(d)款規定不工作的儀錶或設備的航空器被認為處於局方可接受的經恰當改裝的狀態。 (e) 帶有不工作儀錶和設備的航空器可以根據局方頒發的特許飛行證運作，而不受上述條款的限制。 第91.413條 ATC應答機和高度報告設備及應用 (a) 中華人民共和國登記的民用航空器上所安裝的ATC應答機應符合TSO-C74b(A模式)和TSO-C74c(帶有高度報告性能的A模式)任何等級或TSO-C112(S模式)適當等級的性能和環境要求。 (b) 除經空中交通管制批准外，在下述區域運作的航空器應當安裝有可靠工作的編碼雷達信標應答機，該應答機具備A模式的4096個編碼，能按照空中交通管制規定的編碼對A模式的詢問進行回答；或具有S模式，能按照空中交通管制規定的編碼對A模式的詢問進行回答，以及按照TSO-C112中規定的適用條款對混合模式和S模式的詢問進行回答。並且該航空器還應安裝C模式能力的自動氣壓高度報告設備，能以30米（100英尺）的增量間隔自動發送氣壓高度資訊回答C模式詢問。 (1) 在第91.131和91.133條規定的一般國際運輸機場和特別繁忙運輸機場區域運作的所有航空器； (2) 穿越、佔用局方公佈的中、高空航路運作的所有航空器； (c) 當在本條(b)款規定的空域運作時，任何裝有應答機的航空器上的駕駛員應當使用應答機（包括C模式設備），並且應當使用規定的編碼或空中交通管制指定的編碼。 第91.415條 自動報告的氣壓高度數據與駕駛員的高度參考基準間的數據對應 在下述情況下,任何人不得使用與ATC應答機相聯的任何自動氣壓高度報告設備： (a) 當空中交通管制指令不得使用該設備時； (b) 除非所安裝的設備已經過檢測和校準，能在高度表基於1013.2百帕氣壓高度基準的從海平面到航空器最大運作高度的範圍內，相應于通常用於保持飛行高度的指示或校準高度表數據±38米（125英尺）內（基於95%可靠性）發送高度數據； (c) 除非高度表和該設備中的模數轉換器分別符合TSO-C10b和TSO-C88中的標準。 第91.417條 渦輪噴氣飛機的高度警告系統或裝置 (a) 除本條(d)款中規定以外，在中華人民共和國國籍登記的渦輪噴氣飛機應當裝有經批准的處於工作狀態並滿足本條(b)款要求的高度警告系統或裝置。 (b) 本條(a)款要求的每個高度警告系統或裝置應當符合下列下述要求： (1) 警告駕駛員： (i) 無論上升還是下降，一旦接近預選高度，以一連串有足夠時間的音響和視覺兩種信號報警，以便在該預選高度上轉入平飛；或 (ii) 無論上升還是下降，一旦接近預選高度，用一連串有足夠時間的視覺信號報警以便在該預選高度上轉入平飛，在平飛後一旦偏離預選高度時則用音響信號報警； (2) 從海平面到飛機批准的最大運作高度均可提供要求的信號； (3) 採用與飛機運作高度相匹配的增量來預選高度； (4) 無需專用設備就可測試確定告警信號是否正常工作；和 (5) 如果該系統或裝置根據大氣壓力工作，允許必要的大氣壓力調定。但在離地高度900米（3000英尺）以下使用時，該系統或裝置只需提供視覺信號或音響信號中的任一種以符合本條的要求。如果採用無線電高度表來確定決斷高或最低下降高(度)並且相應的程式已經獲得局方批准，則可根據適用情況，使用無線電高度表來提供信號。 (c) 本條適用的運營人應當制訂並指定使用高度警告系統或裝置的程式，並且每個飛行機組成員應當遵守該程式。 (d) 本條(a)款不適用於進行型號取證驗證飛行的飛機，也不適用於以下用途的運作： (1) 為安裝高度警告系統或裝置而進行的調機飛行。 (2) 如果警告系統或裝置在飛機起飛後不能工作，則繼續按原定計劃飛行；但是不得飛離能夠修復或更換該系統或裝置的地點。 (3) 帶有不能工作的高度警告系統或裝置的飛機從不能修復或更換的地點調機飛行到能進行修復或更換的地點。 (4) 進行適航性飛行試驗。 (5) 為在外國進行國籍登記，將飛機調機飛行到中華人民共和國以外的地點。 (6) 進行該飛機的銷售表演。 (7) 為在外國進行國籍登記將飛機轉場到中華人民共和國以外的地點以前，訓練外國飛行機組的運作。 第91.419條 機載防撞系統設備及應用 (a) 除經局方批准外，在中華人民共和國國籍登記的最大起飛重量超過5700千克或批准旅客座位數超過19的渦輪動力飛機必須安裝機載防撞系統（ACAS II）。 (b) 在中華人民共和國國籍登記的民用航空器上的機載防撞系統必須得到局方批准，其安裝必須滿足有關的適航要求。 (c) 駕駛安裝有可工作的機載防撞系統航空器的駕駛員應當打開並使用該系統。 (d) 本條中規定的ACAS II等同於TCAS II 7.0版本。 第91.421條 地形提示和警告系統 (a) 除經局方批准外，在中華人民共和國國籍登記的飛機必須按下列要求安裝經批准的地形提示和警告系統（TAWS）： (1) 首次在中華人民共和國國籍登記的最大審定起飛重量超過5,700千克或批准旅客座位數超過9的渦輪動力飛機，應安裝經批准的TAWS系統； (2) 從2005年1月1日起，所有最大審定起飛重量超過15,000千克或批准旅客座位數超過30的渦輪動力飛機，應安裝經批准的TAWS系統； (3) 從2007年1月1日起，所有最大審定起飛重量超過5,700千克或批准旅客座位數超過9的渦輪動力飛機，應安裝經批准的TAWS系統； (4) 對於上述從事公共航空運輸的飛機，應安裝A類TAWS系統；對於上述從事非公共航空運輸的飛機，應安裝B類TAWS系統； (5) 對於從事國際航班運作的飛機，應當滿足所飛國家的相應要求。 (b) 飛機的TAWS系統及其安裝應符合有關適航要求。 (c) 飛機的飛行手冊中應當包含下述程式： (1) 地形提示和警告系統的操作、使用； (2) 對於地形提示和警告系統的音頻和視頻警告，飛行機組的正確應對措施。 第91.423條 飛行記錄器 (a) 所有在中華人民共和國登記的飛機或旋翼機應滿足下述有關飛行記錄器的要求： (1) 飛行數據記錄器的要求： (i) 不得安裝、使用金屬箔劃痕飛行數據記錄器和膠片飛行數據記錄器； (ii) 除經局方批准外，不得安裝、使用採用調頻技術的模擬飛行數據記錄器； (iii) 所有 1989年1月1日後首次頒發適航證、最大審定起飛重量超過27000千克的飛機或超過7000千克的旋翼機，應安裝滿足附錄E規範的I型飛行數據記錄器(飛機)或附錄F規範的IV型飛行數據記錄器(旋翼機)；除經局方批准外，1989年1月1日後所有最大審定起飛重量超過5700千克，但不超過27000千克的飛機或超過3180千克，但不超過7000千克的旋翼機，應安裝滿足附錄E規範的II型飛行數據記錄器(飛機)或附錄F規範的V型飛行數據記錄器(旋翼機)； (iv) 除經局方批准外，所有2005年1月1日後首次頒發適航證、最大審定起飛重量超過5700千克的飛機或超過3180千克的旋翼機，應安裝滿足附錄E規範的IA型飛行數據記錄器(飛機)或附錄F規範的IVA型飛行數據記錄器(旋翼機)； (v) 除經局方批准外，所有類型的飛行數據記錄器應能保留運作過程中至少最後25小時(飛機)或10小時(旋翼機)所記錄的資訊。 (2) 駕駛艙話音記錄器的要求： (i) 除經局方批准外，所有1987年1月1日後首次頒發適航證、最大審定起飛重量超過5700千克的飛機或超過3180千克的旋翼機，應安裝型號合格審定要求的駕駛艙話音記錄器； (ii) 對於安裝了經批准的駕駛艙話音記錄器，但沒有安裝飛行數據記錄器的旋翼機，應至少在駕駛艙話音記錄器一個通道上記錄主旋翼轉速； (iii) 駕駛艙話音記錄器應能保留運作過程中至少最後30分鐘所記錄的資訊； (iv) 除經局方批准外，所有2003年1月1日後首次頒發適航證、最大審定起飛重量超過5700千克的飛機或超過3180千克的旋翼機,所安裝的駕駛艙話音記錄器應能保留運作過程中至少最後2小時所記錄的資訊。 (3) 除經局方批准外，對於採用數據鏈通信並且要求安裝駕駛艙話音記錄器的飛機或旋翼機，還應滿足下述要求： (i) 2005年1月1日後首次頒發適航證的飛機或旋翼機，應在飛行記錄器上記錄所有發送和接收的數據鏈通信；最小的記錄持續時間必須與駕駛艙話音記錄器的記錄持續時間相同，並且必須與所記錄的駕駛艙語音相互關聯； (ii) 自2007年1月1日起，所有的飛機或旋翼機應在飛行記錄器上記錄所有發送和接收的數據鏈通信；最小的記錄持續時間必須與駕駛艙話音記錄器的記錄持續時間相同，並且必須與所記錄的駕駛艙語音相互關聯； (iii) 所記錄的參數具有足夠的資訊以提取數據鏈通信的內容，在可行時，還應當記錄通信資訊在駕駛艙顯示的時間和機組編制資訊的時間； (iv) 數據鏈通信包括自動相關監控(ADS)、管制員和駕駛員數據鏈通信(CPDLC)、數據鏈飛行資訊服務(D-FIS)和飛行運作控制(AOC)通訊等。 (4) 在符合所有記錄要求的情況下，可以採用安裝兩套組合式飛行記錄器(飛行數據記錄器/駕駛艙話音記錄器)的方式，來分別替代獨立的飛行數據記錄器和獨立的駕駛艙話音記錄器。 (5) 飛行記錄器的構造、位置和安裝必須為飛行記錄器提供最大程度的保護，使得可以保存、恢復和下載所記錄的資訊。飛行記錄器必須符合局方規定的適墜性要求。 (6) 飛行記錄器的殼體應滿足下述要求： (i) 外表為鮮橙色或亮黃色； (ii) 在外部表面固定有反射材料，以確定記錄器的位置； (iii) 其上牢固地安裝有自動激發的水下定位裝置。 (7) 飛行記錄器應當在航空器的全部運作過程中保持連續工作。 (b) 運營人必須定期對飛行記錄器進行可用性操作檢查，並評估來自飛行記錄器系統的記錄資訊，以確保飛行記錄器的可靠性和持續可用性。 (c) 經局方批准，運營人可以實施下述運作： (1) 飛行數據記錄器或駕駛艙話音記錄器不工作時，調機飛行到可以進行修理或更換的地點； (2) 如果在起飛後飛行數據記錄器或駕駛艙話音記錄器變得不能工作，按原計劃繼續飛行到目的地； (3) 為測試飛行數據記錄器或駕駛艙話音記錄器，或安裝在飛機上的任何通訊或電子設備，關閉飛行數據記錄器或駕駛艙話音記錄器所進行的適航性試飛； (4) 將新獲得的航空器從獲得地調機飛行到可進行飛行數據記錄器和駕駛艙話音記錄器安裝工作的地點； (5) 飛行數據記錄器或駕駛艙話音記錄器失效和拆下修理的航空器可以進行不超過15天的非商用取酬飛行，但在航空器維修記錄中記錄有失效的日期，並在駕駛員的視野內放置一塊標牌表明飛行數據記錄器或駕駛艙話音記錄器是不能工作的。 (d) 一旦發生事故或需要立即報告局方的事件，運營人應當保存飛行記錄器的原始資訊至少60天，如果局方另有要求，還應當保存更長的時間。從記錄中所獲得的資訊將用來幫助確定事故或事件的發生原因。 F章 對大型和運輸類航空器的設備和運作的附加要求 第91.501條 適用範圍 本章適合於在中華人民共和國國籍登記的大型和運輸類民用航空器。 第91.503條 音響速度警告裝置 運輸類飛機運作時，應當安裝有符合CCAR-25部25.1303要求的音響速度警告裝置。 第91.505條 運輸類飛機重量限制 (a) 非渦輪動力運輸類飛機起飛時，應當符合下列要求： (1) 起飛重量不超過批准的在該起飛機場標高上的最大起飛重量； (2) 起飛機場的標高是在確定最大起飛重量的高度範圍之內； (3) 在飛往計劃著陸機場的飛行中，按正常的燃油和滑油消耗量，使到達的重量不超過批准的在該機場標高上的最大著陸重量； (4) 計劃著陸機場和所有選定的備降機場的標高，都在確定最大著陸重量的高度範圍之內。 (b) 渦輪動力運輸類飛機運作時不得違反飛機飛行手冊，起飛時應當符合下列要求： (1) 起飛重量不超過該飛機飛行手冊中在機場標高和起飛時環境溫度下所規定的起飛重量； (2) 在飛往計劃著陸機場和備降機場的飛行中，按正常的燃油和滑油消耗量，使到達的重量不超過飛機飛行手冊中批准的在所涉及的每個機場標高和預計著陸時環境溫度下所規定的著陸重量； (3) 起飛重量不超過飛機飛行手冊中所示的重量，以符合考慮到以下因素所需的起飛最小距離：機場標高、使用跑道，跑道有效坡度和起飛時的環境溫度與風的分量。 (c) 渦輪動力運輸類飛機起飛時，應當符合本條(b)款及下述要求： (1) 加速—停止距離不大於跑道長度加上安全道長度(如有時)； (2) 起飛距離不大於跑道長度加上凈空道長度(如有時)； (3) 起飛滑跑距離不大於跑道長度。 旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機旋翼機 第91.507條 一台發動機不工作時，調機飛行的批准 (a) 當四發飛機或渦輪驅動的三發飛機有一台發動機不工作時，在符合下列條件時，按公共航空運輸運作的合格證持有人和按照本規則運作的運營人可以調機飛到修理該發動機的基地： (1) 該型號飛機已經試飛並且符合本條(b)或(c)款的要求。 (2) 經批准的飛機飛行手冊中含有下列性能數據，並且按照這些數據飛行： (i) 最大重量； (ii) 重心極限； (iii) 不工作的螺旋槳的形態(如適用時)； (iv) 起飛跑道長度(包括溫度影響)； (v) 高度範圍； (vi) 型號審定的限制； (vii) 運作限制範圍； (viii) 性能資料； (ix) 運作程式。 (3) 運營人具有局方批准的飛機安全運作程式，包括下列要求： (i) 對於調機飛行，運作重量限制在該次飛行所必需的最低限度，加上所需要的備份油量的重量； (ii) 必須在幹跑道上起飛。但是，如果在濕跑道上實際進行了起飛技術的演示，並已批准該型號飛機在濕跑道上進行可正常操縱的起飛，且包含在飛機飛行手冊中； (iii) 所使用機場的跑道可能在起飛和進近過程中需要飛越居民區的運作； (iv) 確定可使用的發動機運作情況的檢查程式。 (4) 在下列情況下不得按照本條起飛飛機： (i) 起始爬升階段要求飛越密集的居民區； (ii) 起飛或目的地機場的氣象條件低於最低目視飛行規則氣象條件。 (5) 在飛行中不得載運不是飛行機組所需的人員。 (6) 飛行機組成員按本條的飛行時，應當完全熟悉運營人手冊中的一發不工作時的調機飛行程式和飛機飛行手冊中的限制和性能資料。 (b) 活塞式發動機驅動的多發飛機，一發不工作時，其飛機性能應當經試飛確定如下： (1) 必須選擇速度不低於1.3VS1，在該速度下，在爬升中臨界發動機不工作(其螺旋槳被拆下或置於運營人所希望的狀態)，其他所有發動機使用本條(b)(3)確定的最大功率，可以正常地操縱該飛機。 (2) 加速到本條(b)(1)所列速度並爬升到15米(50英尺)所需的距離，應當按下述條件確定： (i) 起落架放下； (ii) 臨界發動機不工作且其螺旋槳被拆下或置於運營人所希望的狀態； (iii) 其他發動機以不大於按照本條(b)(3)所規定的最大功率運作。 (3) 應當制定起飛、飛行和著陸程式，例如配平設定、功率調定方法、最大功率與速度。 (4) 應當在航路飛行形態下，保證爬升率至少每分鐘120米（400英尺）的重量條件下確定性能。 (5) 應當根據溫度對起飛場地長度的影響確定性能。 (c) 渦輪發動機驅動的多發飛機，一台發動機不工作時，其飛機性能應當按下述要求經至少包括3次起飛試飛來確定： (1) 應當選擇起飛速度VR和V2（不低於根據CCAR-25部25.107對飛機型號合格審定所對應的速度），在該速度下，臨界發動機不工作（其螺旋槳被拆下或置於運營人所希望的狀態，如適用時），其他所有發動機置於不大於CCAR-25部25.101中闡明的最大功率時，可以正常地操縱該飛機。 (2) 最小起飛場地長度應當是加速並爬升到離地11米（35英尺）達到V2速度(包含在試飛中增加的速度增量）所需水準距離，再乘以115%，確定這一長度時，要符合下列條件： (i) 起落架放下； (ii) 臨界發動機不工作，並且其螺旋槳被拆下或置於運營人所希望的狀態(如適用時)； (iii) 其他發動機以不大於CCAR-25部25.101要求的功率來運作。 (3) 必須制定起飛、飛行和著陸程式，例如配平調定值、功率設定方法、最大功率與速度。按照這些程式運作，在全部起飛滑跑過程中，飛機應當具備正常的操縱性。 (4) 應當按照最大重量不大於CCAR-25部25.121(c)要求的重量來確定性能，但是： (i) 當兩台臨界發動機不工作時，最後起飛爬升要求的實際穩定爬升梯度，不小于在起飛航跡末端的1.2%； (ii) 爬升速度不小于根據本條(c)(4)(i)規定的雙發不工作時最後起飛爬升的實際穩定梯度的配平速度。 (5) 在兩台臨界發動機不工作爬升時，飛機必須具備正常的操縱性。爬升性能可根據試飛結果予以計算，其精確度與試飛結果相同。 (6) 按照CCAR-25部25.101用來計算起飛距離和最後爬升的溫度來確定飛機性能。 (d) 本條(c)(4)與(5)中的“兩台臨界發動機”，是指四發飛機在飛機一側的兩台相鄰的發動機；三發飛機是指中間發動機和一台側發動機。 G章 外國民用航空器在中國境內運作和在中華人民共和國國籍登記的民用航空器在境外運作 第91.601條 適用範圍 本章適用於中華人民共和國國籍登記的民用航空器在中華人民共和國境外的運作，以及外國民用航空器在中華人民共和國境內的運作。 第91.603條 機上乘員 下列航空器內的每一位乘員必須遵守第91.13的規定： (1) 在中華人民共和國國籍登記而在中華人民共和國境外運作的航空器； (2) 任何在境外運作但其下一降落地點是在中華人民共和國境內的外國民用航空器。 第91.605條 中華人民共和國國籍登記的民用航空器在境外的運作 在中華人民共和國境外運作的中華人民共和國國籍登記的民用航空器的人員應當遵守下列規定： (a) 在公海上空，遵守國際民用航空公約附件二《空中規則》的規定； (b) 在其他國家境內，遵守所在國有關航空器飛行的有傚法規； (c) 除本規則第91.205(b)、第91.207和第91.913外，當本規則規定與航空器運作所在國相應法規或國際民用航空公約的附件二規定不抵觸時，應當遵守本規則規定； (d) 在最低導航性能規範(MNPS)空域內運作時，遵守第91.607的規定； (e) 在縮小垂直間隔標準(RVSM)空域內運作時，遵守第91.609的規定。 第91.607條 在最低導航性能規範空域內的運作 (a) 除本條(b)款規定外，中華人民共和國國籍登記的民用航空器在最低導航性能規範（MNPS）空域內運作應當滿足下列要求： (1) 航空器具有本規則附錄C要求的經批准的導航性能； (2) 局方已批准該運營人進行上述運作。 (b) 局方可按照本規則附錄C第2條批准對本條要求的偏離。 第91.609條 在縮小垂直間隔標準空域內的運作 (a) 除本條(b)款規定外，中華人民共和國國籍登記的民用航空器在縮小垂直間隔標準(RVSM)空域內運作應當滿足下列要求： (1) 運營人及其航空器符合本規則附錄D的要求； (2) 局方批准該運營人進行上述運作。 (b) 局方可按照本規則附錄D第5條批准對本條要求的偏離。 第91.611條 外國民用航空器的特殊規定 (a) 除遵守本規則其他適用的條款外，在中華人民共和國境內運作外國民用航空器的任何人應當遵守本條規定。 (b) 按照本規則規定實施需要雙向無線電通信的目視飛行規則運作時，航空器上應當至少有一名在值勤的飛行機組成員能夠用漢語或英語進行雙向無線電通信。 (c) 按照儀錶飛行規則運作的外國民用航空器應當滿足下列要求： (1) 該航空器裝備下列設備： (i) 可以與空中交通管制進行雙向無線電通信的設備； (ii) 與所使用的地面導航設施相對應的無線電導航設備。 (2) 航空器的駕駛員應當滿足下列要求： (i) 持有有效的中華人民共和國頒發的儀錶等級，或者在其外國駕駛員執照中具有儀錶飛行規則飛行的批准； (ii) 熟悉中華人民共和國的航路、等待和進離場程式。 (3) 當該航空器接近中華人民共和國領空、在中華人民共和國領空內飛行或飛離中華人民共和國領空時，航空器上至少有一名在值勤的機組成員能夠用漢語或英語進行雙向無線電通信。 (d) 在按照本條(c)(1)(ii)款需要VOR導航設備時，在中華人民共和國境內運作的外國民用航空器上應當裝備能夠接收並指示距離資訊的DME設備。當DME發生故障時，該航空器的機長應當立即通知空中交通管制，並可繼續飛行至能夠進行該項設備的修理或更換的下一計劃著陸機場。本款不適用於實施下列運作的未裝DME設備的外國民用航空器，但在每次起飛前應當通知空中交通管制： (1) 飛往或飛離中華人民共和國境內修理或改裝地點的調機飛行。 (2) 飛往新國籍登記國的調機飛行。 (3) 中華人民共和國製造的新航空器實施的下列飛行： (i) 航空器的試飛； (ii) 外國飛行機組成員操作該航空器的訓練； (iii) 出口交貨到中華人民共和國境外的調機飛行。 (4) 為了演示或試驗整機或部件而運送到中華人民共和國的航空器的調機、演示和試驗飛行。 第91.613條 對外國民用航空器的特殊飛行批准 (a) 如果按照本條要求獲得了特殊飛行批准，外國民用航空器可以不具備第91.401所需的適航證而運作。特殊飛行批准的申請應當提交給中國民用航空總局。 (b) 局方可以在頒發外國民用航空器特殊飛行批准中規定安全飛行所必要的任何條件和限制。 H章 商業非運輸運營人的運作合格審定要求 第91. 701條 適用範圍 中華人民共和國公民或在中華人民共和國境內登記的企事業法人，應當經局方按照本章審定合格並獲得局方頒發的商業非運輸運營人運作合格證和運作規範，方可使用民用航空器在中華人民共和國境內實施以取酬或出租為目的的商業航空飛行。 第91.703條 運作種類 (a) 商業非運輸運營人運作合格證申請人可以向局方申請下列一個或多個種類的運作： (1) 一般商業飛行； (2) 農林噴灑作業飛行； (3) 旋翼機機外載荷作業飛行； (4) 訓練飛行； (5) 空中游覽飛行。 (b) 在局方為合格證申請人頒發合格證之前，申請人應當能向局方證明其具有按照本規則中適用於該申請人的規定實施運作的能力。申請人申請本條(a)款所述的一個或多個運作種類，應當按照下列要求確定其需遵守的規定： (1) 對於一般商業飛行和空中游覽飛行，應當遵守本章和本規則A、B、C、D、E、F、G、L、P和Q章中的相應條款要求； (2) 對於農林噴灑作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則M章的規定； (3) 對於旋翼機機外載荷作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則N章的規定； (4) 對於訓練飛行，其飛行運作的實施需遵守本款(1)項所列章中的相應條款的要求，訓練活動的組織和訓練標準的掌握需遵守CCAR-61部和CCAR-141部及有關規章的相應要求。 第91.705條 商業非運輸運營人的權利 (a) 按照本章審定合格的商業非運輸運營人可以按照局方頒發的運作規範中批准的運作種類、範圍、標準以及附加的條件和限制，本規則中適用於該運營人的條款的要求，以及其他適用法規實施運作。 (b) 使用大型飛機、渦輪多發飛機或大型旋翼機的商業非運輸運營人，無需按照本規則J章進行審定即可行使私用大型航空器運營人的權利。 第91.707條 運作合格證的申請和頒發 (a) 商業非運輸運營人運作合格證的申請人應當按局方規定的格式和方法提交申請書，申請書中應當包含局方要求申請人提交的所有內容。 (b) 申請書應當在不遲于計劃運作日期之前45天提交。 (c) 初次申請商業非運輸運營人運作合格證的申請人，應當在提交申請書的同時，提交説明計劃運作的性質和範圍的文件，包括准許申請人從事經營活動的有關證明文件。 (d) 局方在經過運作合格審定之後認為申請人符合下列所有條件，則為該申請人頒發商業非運輸運營人運作合格證和相應的運作規範： (1) 滿足本規則所有適用於該申請人的條款的要求； (2) 能夠按本規則的規定及其運作規範實施安全運作。 (e) 申請人具有下列情形之一的，不予頒發運作合格證： (1) 申請人不符合本條(d)款的要求； (2) 原來頒發給該申請人的運作合格證被吊銷後未滿5年。 第91.709條 運作合格證與運作規範的內容 (a) 商業非運輸運營人運作合格證包含下列內容： (1) 合格證持有人的名稱； (2) 合格證持有人主運作基地的地址； (3) 合格證的編號； (4) 合格證的生效日期； (5) 負責監督該合格證持有人運作的局方機構名稱或代號； (6) 被批准的運作種類； (7) 説明經審定，該合格證持有人符合本規則H章的相應要求，批准其按所頒發的運作規範實施運作。 (b) 商業非運輸運營人運作規範包含下列內容： (1) 運營人的名稱、住址、郵政地址、電話和傳真號碼； (2) 運營人與航空器的運作相關的有關設施的地址，當設有時，包括其主運作基地和主維修基地的地址； (3) 運營人參加運作的航空器的清單，列明航空器的型號、國籍標誌與登記標誌以及該航空器的運作目的和運作區域； (4) 批准運營人實施的運作種類、運作區域以及限制和程式； (5) 運營人運作的每型航空器的維修方式和地點，提供維修的人員或機構及其資格情況。 (6) 運營人在飛行運作中使用的每位飛行人員的姓名，持有執照的類別、編號和等級，體檢合格證的有效期限和等級。可以為本項要求的內容單獨列出清單，作為運作規範的附件，以便隨時修改； (7) 如果運營人借助航空器代管人的服務，註明代管人的名稱、地址、電話和傳真號碼，以及計劃獲取的服務項目（包括該運營人參加代管人的全部産權或部分産權項目的聲明）； (8) 當運營人運作大型和渦輪多發飛機時，遵守本規則L章相應條款所採取的措施。 (9) 當運營人實施農林噴灑作業飛行時，遵守本規則M章相應條款所採取的措施。 (10) 當運營人實施旋翼機機外載荷作業飛行時，遵守本規則N章相應條款所採取的措施。 (11) 對航空器載重和平衡的控制方法的批准； (12) 任何經批准的對本規則特定條款的偏離和豁免； (13) 其他局方認為必要的資訊。 第91.711條 運作合格證和運作規範的有效期限 (a) 商業非運輸運營人的運作合格證在出現下列情形之一時方為失效： (1) 合格證持有人自願放棄，並將其交回局方； (2) 局方暫扣、吊銷或以其他方式終止該合格證。 (b) 商業非運輸運營人的運作規範在出現下列情形之一時方為全部失效或部分失效： (1) 局方暫扣、吊銷或以其他方式終止其運作合格證； (2) 局方暫停或終止該運作規範中全部或部分運作的批准； (3) 運營人沒有實施運作規範中批准的一個或多個種類的運作超過一年，並且沒有按本條(c)款要求恢復該一種或多種運作。 (c) 如果運營人運作規範所批准的某種運作，連續間斷時間超過一年，只有符合下列條件並經局方批准後，方可恢復該種運作： (1) 在恢復該種運作之前，至少提前7天通知局方； (2) 如果局方決定重新進行全面檢查，以確定其能否實施安全運作，運營人應當在前述7天期間處於能隨時接受檢查的狀態。 (d) 當運作合格證或運作規範被暫扣、吊銷或因其他原因失效時，合格證或運作規範持有人應當將運作合格證或運作規範交還局方。 第91.713條 運作合格證與運作規範的保存和使用 (a) 運營人必須在其主運作基地或其他局方可接受的地點保存運作合格證和運作規範，以備局方檢查。 (b) 運營人應當保證每個參與運作的人員熟知運作規範中適用於該人員工作職責的有關規定並遵照執行。 第91.715條 運作合格證的修改 (a) 在下列情形下，局方可以修改按本章頒發的商業非運輸運營人運作合格證： (1) 局方認為為了安全和公眾利益需要修改； (2) 合格證持有人申請修改，並且局方認為安全和公眾利益允許進行這種修改。 (b) 合格證持有人申請修改其運作合格證時，應當遵守下列程式： (1) 合格證持有人應當在不遲于其計劃的修改生效日期前30天向局方提交修改其運作合格證的申請書； (2) 申請書應當按局方規定的格式和方法向局方提交。 (c) 當合格證持有人對其運作合格證修改的申請被拒絕或對局方發出的修改決定有不同意見，請求重新考慮時，應當在收到通知後30天之內向局方提出重新考慮的請求。 第91.717條 運作規範的修改 (a) 在下列任一情況下，局方可以修改按本章頒發的運作規範： (1) 局方認為為了安全和公眾利益需要修改； (2) 運營人申請修改，局方認為安全和公眾利益允許此種修改。 (b) 除本條(e)款規定的情形外，局方提出修改運營人的運作規範時，使用下列程式： (1) 局方以書面形式提出修改內容，通知運營人； (2) 局方確定一個不少於7天的合理期限，在此期限內，運營人可以對修改內容提交有關書面資料和意見； (3) 局方在考慮了所提交的全部材料後，作出下列決定之一併通知運營人： (i) 採用全部修改內容； (ii) 採用部分修改內容； (iii) 撤銷所提出的修改內容。 (4) 當局方頒發了運作規範的修改項時，修改項在運營人收到通知30天后生效，但下列情況除外： (i) 局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動； (ii) 運營人根據本條(d)款，請求對修改的決定重新考慮。 (c) 當運營人申請修改其運作規範時，應當遵守下列程式： (1) 運營人必須按下列規定提交修改其運作規範的申請書： (i) 對於發生兼併行為，或由於破産行為暫停運作後需要恢復運作的航空器運營人，應當至少在計劃的運作規範修改生效日期前30天提出申請； (ii) 對於其他情況，應當至少在計劃的運作規範修改生效日期前15天提交修改其運作規範的申請書。 (2) 申請書應當以局方規定的格式和方法向局方提交。 (3) 在考慮了提交的所有材料後，局方將作出下列決定之一併通知運營人： (i) 接受所申請的全部修改； (ii) 接受所申請的部分修改； (iii) 拒絕所申請的修改。此時，運營人可按本條(d)款規定請求局方對其拒絕決定進行重新考慮。 (4) 如果局方批准了修改，在與運營人就其修改項的實施進行協調後，修改項在局方批准的日期生效。 (d) 當運營人對局方關於運作規範修改項的決定提出重新考慮請求時，應當遵守下列程式： (1) 運營人應當在收到局方拒絕修改其運作規範的通知後，或在收到局方提出修改其運作規範的通知後30天之內，向民航總局提出對該決定進行重新考慮的請求。 (2) 如果重新考慮的請求是在30天之內提出的，則局方頒發的任何修改暫停生效，除非局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動。 (3) 如果重新考慮的請求不是在30天之內提出的，那麼應當使用本條(c)款的程式。 (e) 如果局方發現，存在危及安全、需要立即行動的緊急情況，使得本條規定的程式不能實行，或按程式進行將違背公眾利益，則可採取下列措施： (1) 局方將修改運作規範，並使修改項在運營人收到該修改通知的日期立即生效。 (2) 在發給運營人的通知中，局方將説明原因，指出存在危及安全、需要立即行動的緊急情況，或者指出修改推遲生效將違背公眾利益的情況。 第91.719條 對使用航空器代管人服務的運營人的要求 (a) 使用航空器代管人服務的商業非運輸運營人應當對遵守本章所有適用要求負全部責任。 (b) 除本條(a)款的規定外，參加航空器代管人完全産權項目或部分産權項目的商業非運輸運營人應當遵守K章中適用於該運營人的規定。 第91.721條 運營人的記錄保存 (a) 商業非運輸運營人必須在其主運作基地或局方批准的其他地方保存以下資料，並處於隨時能接受局方檢查的狀態： (1) 運營人的運作規範； (2) 一份最新的清單，列出局方按照本章審定後批准其在運作中使用的航空器、每架航空器經裝備可以實施的運作（如MNPS、RNP5/10、RVSM等）； (3) 商業非運輸運營人為運作中所使用的每位駕駛員單獨建立的記錄，該記錄應當包括下列內容： (i) 駕駛員的姓名； (ii) 駕駛員持有的執照（類別和編號）和等級； (iii) 詳盡的駕駛員航空經歷，包括各種訓練、考試和檢查的實施時間和結果，以用於判斷駕駛員在本規則運作中駕駛航空器的資格； (iv) 駕駛員當前的職責和被委派執行該職責的日期； (v) 駕駛員持有的體檢合格證的有效期限和級別； (vi) 駕駛員飛行時間的詳細記錄，以用於判斷其是否遵守本規則第91.731條規定的飛行時間限制； (vii) 由於健康原因或喪失資格被解除駕駛員職責的行為。 (b) 商業非運輸運營人必須將本條(a)(2)項要求的記錄保存至少6個月，必須將本條(a)(3)項要求的記錄保存至少12個月。如果使用的駕駛員不再參與該運營人的運作，本條(a)(3)項要求的記錄從該駕駛員退出運作之日起保存至少12個月。 (c) 對於運作大型飛機和渦輪多發飛機的運營人，還應當按照本規則L章第91.1037條的要求進行記錄保存。 (d) 本條要求的記錄應當以書面或其他局方可接受的方式進行保存。 第91.723條 檢查和監察的實施 (a) 除航路監察外，局方可以在任何時間或地點對商業非運輸運營人進行檢查或監察，以確定該運營人是否符合本規則和局方為其頒發的運作規範的有關要求。 (b) 商業非運輸運營人應當遵守下列規定： (1) 在其主運作基地或局方可接受的其他地點保存運作合格證和運作規範，以備局方檢查； (2) 除航路監察外，應當能隨時接受局方的檢查或監察。如果預先得到局方進行航路監察的通知，應當在一個合理的期限內允許局方進行航路監察。 (c) 負責保管運營人記錄的人員應當為局方提供這些記錄。 (d) 局方可以根據檢查或監察的結果，確定運營人是否有資格繼續持有其運作合格證和運作規範。運營人如不能按照局方的要求向局方提供運作規範或任何規定的記錄、文件或報告，將成為局方暫扣、吊銷其運作合格證或中止其部分或全部運作規範的根據。 第91.725條 使用大型或渦輪多發飛機的運營人的內部安全報告程式 (a) 使用大型或渦輪多發飛機的商業非運輸運營人應當建立一套內部的匿名安全報告程式，在運營人內部培養一種當事人不用過分擔心遭受懲罰的安全氛圍。 (b) 商業非運輸運營人必須建立一套在運作大型或渦輪多發飛機時對飛機可能發生的事故或事故徵侯做出反應的程式。 第91.727條 運作手冊要求 (a) 商業非運輸運營人應當為其實施運作的飛行、維修和其他地面工作人員制定運作手冊，並按照實際情況對手冊進行及時更新。運作手冊應當包括能被局方接受的政策和程式。如果局方認為由於運營人的運作規模較小，沒有必要為其飛行、維修或其他地面工作人員制定運作手冊或運作手冊的某些部分，則可以批准運營人偏離本條要求。 (b) 運營人應當在其主運作基地或局方可接受的其他地點保存一份運作手冊。 (c) 按照本條(a)款制定的運作手冊中的規定不得違反任何適用的中國民用航空規章、在國外實施運作時涉及的外國法規和運營人的運作規範。 (d) 實施運作的飛行、維修和其他地面工作人員應當持有一套運作手冊或運作手冊中與其工作相關的部分，運營人還應當為負責管理該運營人的局方機構提供一套運作手冊。每位工作人員都必須用運營人新增的或更改的內容及時更新他們的運作手冊。 (e) 除本條(f)款規定的情況外，運營人的每架航空器在離開其主運作基地時應當攜帶運作手冊中供相應的飛行、維修和其他地面工作人員使用的相關部分。 (f) 如果對航空器的檢查或維修是在備有運營人運作手冊的指定維修站進行的，則在飛往這些指定維修站時不需要隨機攜帶運作手冊。 (g) 必須在作過更改的每個運作手冊頁面上標明最近一次更改的日期。 第91.729條 運作手冊的內容 除經局方批准外，運營人必須按照其實際的運作情況，在運作手冊中包括以下內容： (a) 確保遵守航空器重量和平衡限制的程式； (b) 運營人的運作規範或運作規範相關部分的摘錄，包括經批准的運作區域、批准使用的航空器、機組的組成以及批准的運作種類； (c) 事故報告程式； (d) 確保機長了解航空器已經完成要求的適航檢查、符合相關維修要求並得到重返運作批准的程式； (e) 報告和記錄機長在飛行前、飛行中和飛行後發現的機械不正常情況的程式； (f) 機長確認上次飛行中發現的機械不正常情況或缺陷是否修復或推遲修復的程式； (g) 機長在航空器需要在非計劃地點進行維修、預防性維修和獲取服務時需要遵守的程式； (h) 儀錶或設備不工作時的運作程式，以及特定類型的運作所需的設備在航路上發生故障或失效時，判斷是否放行和繼續飛行的程式； (i) 航空器加油、清除燃油污染、防火（包括靜電防護），以及加油期間管理和保護乘客所需遵守的程式； (j) 機長按第91.1019條的要求對乘客進行安全講解時需遵守的程式； (k) 確保遵守應急程式的程式，包括在緊急情況下每個機組必需成員的職責分工和應急撤離時的職責分工； (l) 如適用，經批准的航空器檢查大綱； (m) 緊急情況下將需要他人協助的乘客撤離至出口所需遵守的程式； (n) 考慮起飛、著陸和航路等條件因素進行性能計劃的程式； (o) 以局方能夠接受的方式建立的保存和查詢維修記錄的合適系統（可以使用電子系統），該系統可以提供下列資訊： (1) 對所進行的維修工作的描述（或當局方認可時，完成工作的日期）； (2) 如果維修是由運營人單位以外的人員實施的，需包括維修人員的姓名； (3) 批准該維修工作的人員的姓名或其他有效身份證明。 (p) 飛行定位和排班程式； (q) 由運營人發出的或局方要求的有關運作的其他程式和政策指令。 第91.731條 駕駛員的資格要求和飛行時間限制 (a) 從事以取酬或出租為目的的商業飛行的駕駛員，以及為商業非運輸運營人服務、從運營人處獲取報酬的駕駛員必須滿足下列資格要求： (1) 至少持有按照CCAR-61部頒發的商用駕駛員執照； (2) 根據其所參加的運作的種類，滿足本規則其他章和CCAR-61部中規定的其他相應要求。 (b) 從事以取酬或出租為目的的商業飛行的駕駛員，以及為商業非運輸運營人服務、從運營人處獲取報酬的駕駛員必須滿足下列飛行時間限制要求： (1) 除經局方批准外，每日飛行時間不超過10小時； (2) 任何7個連續日曆日內飛行時間不超過40小時； (3) 每個日曆月內的飛行時間不超過120小時； (4) 每個日曆年內的飛行時間不超過1400小時。 第91.733條 對空中游覽飛行的附加要求 (a) 除自由氣球外，實施空中游覽飛行的航空器的起飛和著陸必須在同一起降點完成，該起降點必須在運營人的運作規範中得到批准，並且航空器在飛行時距起降點的直線距離不得超過40千米。對於使用自由氣球實施的空中游覽飛行，其飛行區域必須在運營人的運作規範中得到批准，每次飛行的起飛和著陸地點必須包含在該區域之內。 (b) 初級類飛機、滑翔機以及局方規定的某些特定型號航空器不得用於空中游覽飛行。 J章 私用大型航空器運營人的運作合格審定要求 第91.801條 適用範圍 (a) 除本條(b)款規定的情況外，對於使用大型航空器的中華人民共和國公民或在中華人民共和國境內登記的企事業法人，應當經局方按照本章審定合格並獲得局方頒發的私用大型航空器運營人運作規範，方可在中華人民共和國境內實施私用飛行： (b) 使用本條(a)款所述航空器的下列人員或單位，無需按本章要求進行審定即可按照下列要求行使私用大型航空器運營人的權利： (1) 對於按照CCAR-121部或其他公共航空運輸運作規章實施運作的運營人，可以實施一般私用飛行； (2) 對於按照本規則H章審定合格的商業非運輸運營人，可以實施其運作規範中批准的運作種類的私用飛行； (3) 對於按照本規則K章審定合格的航空器代管人，可以實施其運作規範中批准的運作種類的私用飛行。 (c) 對於使用本條(a)款規定之外的航空器實施私用飛行的人員或單位，無需按照本章進行審定，但其運作應當符合本規則所有適用章和條款的要求。 第91.803條 運作種類 (a) 私用大型航空器運營人運作規範申請人可以向局方申請下列一個或多個種類的運作： (1) 一般私用飛行； (2) 農林噴灑作業飛行； (3) 旋翼機機外載荷作業飛行； (b) 在局方為運作規範申請人頒發運作規範之前，申請人應當能向局方證明其具有按照本規則中適用於該申請人的規定實施運作的能力。申請人申請本條(a)款所述的一個或多個運作種類，應當按照下列要求確定其需遵守的規定： (1) 對於一般私用飛行，應當遵守本章和本規則A、B、C、D、E、F、G、L、P和Q章中的相應條款要求； (2) 對於農林噴灑作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則M章的規定； (3) 對於旋翼機機外載荷作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則N章的規定； 第91.805條 私用大型航空器運營人的權利 按照本章審定合格的私用大型航空器運營人可以按照局方頒發的運作規範中批准的運作種類、範圍、標準以及附加的條件和限制，本規則中適用於該運營人的條款的要求，以及其他適用法規的要求實施運作。 第91.807條 運作規範的申請和頒發 (a) 私用大型航空器運營人運作規範的申請人應當按局方規定的格式和方法提交申請書，申請書中應當包含局方要求申請人提交的所有內容。 (b) 申請書應當在不遲于計劃運作日期之前30天提交。 (c) 初次申請私用大型航空器運營人運作規範的申請人，應當在提交申請書的同時，提交説明計劃運作的性質和範圍的文件，包括有關證明文件。 (d) 局方在經過運作合格審定之後認為申請人符合下列所有條件，則為該申請人頒發私用大型航空器運營人運作規範： (1) 滿足本規則所有適用於該申請人的條款的要求； (2) 能夠按本規則的規定及其運作規範實施安全運作。 (e) 申請人具有下列情形之一的，不予頒發運作規範： (1) 申請人不符合本條(d)款的要求； (2) 原來頒發給該申請人的運作規範被吊銷後未滿2年。 第91.809條 運作規範的內容 私用大型航空器運營人運作規範包含下列內容： (a) 運營人的名稱、住址、郵政地址、電話和傳真號碼； (b) 運營人與航空器的運作相關的有關設施的地址，當設有時，包括其主運作基地和主維修基地的地址； (c) 運作規範的編號； (d) 運作規範的生效日期； (e) 負責監督該運營人運作的局方機構名稱或代號； (f) 運營人參加運作的航空器的清單，列明航空器的型號、國籍標誌與登記標誌以及該航空器的運作目的和運作區域； (g) 批准運營人實施的運作種類、運作區域以及限制和程式； (h) 運營人運作的每型航空器的維修方式和地點，提供維修的人員或機構及其資格情況。 (i) 運營人在飛行運作中使用的每位飛行人員的姓名，持有執照的類別、編號和等級，體檢合格證的有效期限和等級。可以為本項要求的內容單獨列出清單，作為運作規範的附件，以便隨時修改； (j) 如果運營人借助航空器代管人的服務，註明代管人的名稱、地址、電話和傳真號碼，以及計劃獲取的服務項目（包括該運營人參加代管人的全部産權或部分産權項目的聲明）； (k) 遵守本規則L章相應條款所採取的措施。 (l) 當運營人實施農林噴灑作業飛行時，遵守本規則M章相應條款所採取的措施。 (m) 當運營人實施旋翼機機外載荷作業飛行時，遵守本規則N章相應條款所採取的措施。 (n) 對航空器載重和平衡的控制方法的批准； (o) 任何經批准的對本規則特定條款的偏離和豁免； (p) 其他局方認為必要的資訊。 第91.811條 運作規範的有效期限 (a) 運營人的運作規範在出現下列情形之一時認為全部失效或部分失效： (1) 運作規範持有人自願放棄，並將其交回局方； (2) 局方暫扣、吊銷或以其他方式終止該運作規範。 (3) 局方暫停或終止該運作規範中全部或部分運作的批准； (4) 運營人沒有實施運作規範中批准的一個或多個種類的運作超過一年，並且沒有按本條(b)款要求恢復該一種或多種運作。 (b) 如果運營人運作規範所批准的某種運作連續間斷時間超過一年，只有符合下列條件並經局方批准後，方可恢復該種運作： (1) 在恢復該種運作之前，至少提前7天通知局方； (2) 如果局方決定重新進行全面檢查，以確定其能否實施安全運作，運營人應當在前述7天期間處於能隨時接受檢查的狀態。 (c) 當運作規範被暫扣、吊銷或因其他原因失效時，運作規範持有人應當將運作規範交還局方。 第91.813條 運作規範的保存和使用 (a) 運營人必須在其主運作基地或其他局方可接受的地點保存運作規範，以備局方檢查。 (b) 運營人應當保證每個參與運作的人員熟知運作規範中適用於該人員工作職責的有關規定並遵照執行。 第91.815條 運作規範的修改 (a) 在下列任一情況下，局方可以修改按本章頒發的運作規範： (1) 局方認為為了安全和公眾利益需要修改； (2) 運營人申請修改，局方認為安全和公眾利益允許此種修改。 (b) 除本條(e)款規定的情形外，局方提出修改運營人的運作規範時，使用下列程式： (1) 局方以書面形式提出修改內容，通知運營人； (2) 局方確定一個不少於7天的合理期限，在此期限內，運營人可以對修改內容提交有關書面資料和意見； (3) 局方在考慮了所提交的全部材料後，作出下列決定之一併通知運營人： (i) 採用全部修改內容； (ii) 採用部分修改內容； (iii) 撤銷所提出的修改內容。 (4) 當局方頒發了運作規範的修改項時，修改項在運營人收到通知30天后生效，但下列情況除外： (i) 局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動； (ii) 運營人根據本條(d)款，請求對修改的決定重新考慮。 (c) 當運營人申請修改其運作規範時，應當遵守下列程式： (1) 運營人應當至少在計劃的運作規範修改生效日期前15天提交修改其運作規範的申請書。 (2) 申請書應當以局方規定的格式和方法向局方提交。 (3) 在考慮了提交的所有材料後，局方將作出下列決定之一併通知運營人： (i) 接受所申請的全部修改； (ii) 接受所申請的部分修改； (iii) 拒絕所申請的修改。此時，運營人可按本條(d)款規定請求局方對其拒絕決定進行重新考慮。 (4) 如果局方批准了修改，在與運營人就其修改的貫徹問題進行協調後，修改項在局方批准的日期生效。 (d) 當運營人對局方關於運作規範修改項的決定提出重新考慮請求時，應當遵守下列程式： (1) 運營人應當在收到局方拒絕修改其運作規範的通知後，或在收到局方提出修改其運作規範的通知後30天之內，向民航總局提出對該決定進行重新考慮的請求。 (2) 如果重新考慮的請求是在30天之內提出的，則局方頒發的任何修改暫停生效，除非局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動。 (3) 如果重新考慮的請求不是在30天之內提出的，那麼應當使用本條(c)款的程式。 (e) 如果局方發現，存在危及安全、需要立即行動的緊急情況，使得本條規定的程式不能實行，或按程式進行將違背公眾利益，則可採取下列措施： (1) 局方將修改運作規範，並使修改項在運營人收到該修改通知的日期立即生效。 (2) 在發給運營人的通知中，局方將説明原因，指出存在危及安全、需要立即行動的緊急情況，或者指出修改推遲生效將違背公眾利益的情況。 第91.817條 對使用航空器代管人服務的運營人的要求 (a) 使用航空器代管人服務的私用大型航空器運營人應當對遵守本章所有適用要求負全部責任。 (b) 除本條(a)款的規定外，參加航空器代管人完全産權項目或部分産權項目的私用大型航空器運營人應當遵守K章中適用於該運營人的規定。 第91.819條 運營人的記錄保存 (a) 私用大型航空器運營人必須在其主運作基地或局方批准的其他地方保存以下資料，並處於能隨時接受局方檢查的狀態： (1) 運營人的運作規範； (2) 一份最新的清單，列出局方按照本章審定後批准其在運作中使用的航空器、每架航空器經裝備可以實施的運作（如MNPS、RNP5/10、RVSM等）； (3) 私用大型航空器運營人為運作中所使用的每位駕駛員單獨建立的記錄，該記錄應當包括下列內容： (i) 駕駛員的姓名； (ii) 駕駛員持有的執照（類別和編號）和等級； (iii) 詳盡的駕駛員航空經歷，包括各種訓練、考試和檢查的實施時間和結果，以用於判斷駕駛員在本規則運作中駕駛航空器的資格； (iv) 駕駛員當前的職責和被委派執行該職責的日期； (v) 駕駛員持有的體檢合格證的有效期限和級別； (vi) 駕駛員飛行時間的詳細記錄，以用於判斷其是否遵守本規則第91.829條規定的飛行時間限制。 (vii) 由於健康原因或喪失資格被解除駕駛員職責的行為。 (b) 私用大型航空器運營人應當將本條(a)(2)和(3)項要求的記錄持續保存。如果使用的駕駛員不再參與該運營人的運作，本條(a)(3)項要求的記錄從該駕駛員退出運作之日起保存至少12個月。 (c) 對於運作大型飛機和渦輪多發飛機的私用大型航空器運營人，還應當按照本規則L章第91.1037條的要求進行記錄保存。 (d) 本條要求的記錄必須以書面或其他局方可接受的方式進行保存。 第91.821條 檢查和監察的實施 (a) 除航路監察外，局方可以在任何時間或地點對私用大型航空器運營人進行檢查或監察，以確定該運營人是否符合本規則和局方為其頒發的運作規範的有關要求。 (b) 私用大型航空器運營人應當遵守下列規定： (1) 在其主運作基地或局方可接受的其他地點保存運作規範，以備局方檢查； (2) 除航路監察外，應當能隨時接受局方的檢查或監察。如果預先得到局方進行航路監察的通知，應當在一個合理的期限內允許局方進行航路監察。 (c) 負責保管運營人記錄的人員必須為局方提供這些記錄。 (d) 局方可以根據檢查或監察的結果，確定運營人是否有資格繼續持有其運作規範。運營人如不能按照局方的要求向局方提供運作規範或任何規定的記錄、文件或報告，將成為局方暫扣、吊銷其運作規範或中止其部分運作規範批准的根據。 第91.823條 運營人的內部安全報告程式 (a) 私用大型航空器運營人應當建立一套內部安全報告程式，在運營人內部培養一種當事人不用過分擔心遭受懲罰的安全氛圍。 (b) 私用大型航空器運營人必須建立一套對航空器可能發生的事故或事故徵侯做出反應的程式。 第91.825條 運作手冊要求 (a) 私用大型航空器運營人應當為其實施運作的飛行、維修和其他地面工作人員制定運作手冊，並按照實際情況對手冊進行及時更新。運作手冊應當包括能被局方接受的政策和程式。如果局方認為由於運營人的運作規模較小，沒有必要為其飛行、維修或其他地面工作人員制定運作手冊或運作手冊的某些部分，則可以批准運營人偏離本條要求。 (b) 運營人應當在其主運作基地或局方可接受的其他地點保存一份運作手冊。 (c) 按照本條(a)款制定的運作手冊中的規定不得違反任何適用的中國民用航空規章、在國外實施運作時涉及的外國法規和運營人的運作規範。 (d) 實施運作的飛行、維修和其他地面工作人員應當持有一套運作手冊或運作手冊中與其工作相關的部分，運營人還應當為負責管理該運營人的局方機構提供一套手冊。每位工作人員都必須用運營人新增的或更改的內容及時更新他們的運作手冊。 (e) 除本條(f)款規定的情況外，運營人的每架航空器在離開其主運作基地時應當攜帶運作手冊中供相應的飛行、維修和其他地面工作人員使用的相關部分。 (f) 如果對航空器的檢查或維修是在備有運營人運作手冊的指定維修站進行的，則在飛往這些指定維修站時不需要隨機攜帶運作手冊。 (g) 必須在作過更改的每個運作手冊頁面上標明最近一次更改的日期和版次。 第91.827條 運作手冊的內容 除經局方批准外，運營人必須按照其實際的運作情況，在運作手冊中包括以下內容： (a) 確保遵守航空器載重和平衡限制的程式； (b) 運營人的運作規範或運作規範相關部分的摘錄，包括經批准的運作區域、批准使用的航空器、機組的組成以及批准的運作種類； (c) 事故報告程式； (d) 確保機長了解航空器已經完成要求的適航檢查、符合相關維修要求並得到重返運作批准的程式； (e) 報告和記錄機長在飛行前、飛行中和飛行後發現的機械不正常情況的程式； (f) 機長確認上次飛行中發現的機械不正常情況或缺陷是否修復或推遲修復的程式； (g) 機長在航空器需要的非計劃地點進行維修、預防性維修和獲取服務時需要遵守的程式； (h) 儀錶或設備不工作時的運作程式，以及特定類型的運作所需的設備在航路上發生故障或失效時，判斷是否放行和繼續飛行的程式； (i) 航空器加油、清除燃油污染、防火（包括靜電防護），以及加油期間管理和保護乘客所需遵守的程式； (j) 機長按第91.1019條的要求對乘客進行安全講解時需遵守的程式； (k) 確保遵守應急程式的程式，包括在緊急情況下每個機組必需成員的職責分工和應急撤離時的職責分工； (l) 如適用，經批准的航空器檢查大綱； (m) 緊急情況下將需要他人協助的乘客撤離至出口所需遵守的程式； (n) 考慮起飛、著陸和航路等條件因素進行性能計劃的程式； (o) 以局方能夠接受的方式建立的保存和查詢維修記錄的合適系統（可以使用電子系統），該系統可以提供下列資訊： (1) 對所進行的維修工作的描述（或當局方認可時，完成工作的日期）； (2) 如果維修是由運營人單位以外的人員實施的，需包括維修人員的姓名； (3) 批准該維修工作的人員的姓名或其他有效身份證明。 (p) 飛行定位和排班程式； (q) 由運營人發出的或局方要求的有關運作的其他程式和政策指令。 第91.829條 取酬駕駛員的資格要求和飛行時間限制 (a) 為私用大型航空器運營人服務、從運營人處獲取報酬的駕駛員必須滿足下列資格要求： (1) 至少持有按照CCAR-61部頒發的商用駕駛員執照； (2) 根據其所參加的運作的性質，滿足本規則其他章和CCAR-61部中規定的其他相應要求； (b) 為私用大型航空器運營人服務、從運營人處獲取報酬的駕駛員必須滿足下列飛行時間限制要求： (1) 任何7個連續日曆日內不得超過40小時； (2) 每個日曆月內的飛行時間不超過120小時； (3) 每個日曆年內的飛行時間不超過1400小時。 K章 航空器代管人的運作合格審定和運作規則 第91.901條 適用範圍 (a) 本章規定了對航空器代管人進行運作合格審定和運作管理的規則。航空器代管人必須經局方按照本章審定合格並獲得局方頒發的航空器代管人運作規範，方可使用由其代管的航空器在中華人民共和國境內實施私用飛行。 (b) 本章第91.941至第91.997條所列的運作標準只適用於使用下列航空器進行私用載客飛行的航空器代管人： (1) 最大起飛全重5700千克以上的大型飛機； (2) 渦輪多發飛機； (3) 最大起飛全重2730千克以上的大型旋翼機。 (c) 本章為使用航空器代管人所提供的航空服務的航空器所有權人規定了權利和義務。 第91.903條 本章中使用的術語及其解釋 在本章中使用的術語解釋如下： (a) 航空器代管人，是指為航空器所有權人代管航空器，按照與所有權人之間簽定的多年有效的項目協議為所有權人提供航空器的運作管理服務，經局方審定取得局方頒發的運作規範的法人單位。 (b) 部分産權項目，是航空器代管人管理航空器的一種組織方式，必須滿足以下所有條件： (1) 代管航空器由一個或一個以上部分産權所有權人擁有，並且至少有一架航空器由不止一個所有權人擁有； (2) 每個所有權人在一架或一架以上代管航空器上擁有至少一個最低部分産權份額； (3) 所有代管服務僅由一個航空器代管人提供； (4) 在所有部分産權所有權人之間簽有相互幹租交換航空器的協議； (5) 簽定了多年有效的部分産權項目協議，包括部分財産所有權、部分産權項目的代管服務和代管航空器幹租交換協議等方面的內容。 (c) 完全産權項目，是航空器代管人管理航空器的一種組織方式，必須滿足以下所有條件： (1) 代管航空器的所有權人對航空器擁有完全産權； (2) 所有代管服務僅由一個航空器代管人提供； (3) 簽定了多年有效的完全産權項目協議，包括財産所有權、完全産權項目的代管服務等方面的內容。 (d) 航空器幹租交換協議，是在部分産權項目中包含的一種用於解決航空器調配問題的協議。按照該協議，參加部分産權項目的每個部分産權所有權人，在需要時可以按照規定的條件使用其他所有權人的航空器。 (e) 最低部分産權份額，是指按下列要求確定的産權份額： (1) 對於項目所屬的固定翼亞音速飛機，等於或大於飛機價值的十六分之一； (2) 對於項目所屬的旋翼機，等於或大於旋翼機價值的三十二分之一。 (f) 航空器所有權人，是指擁有代管航空器的完全産權或代管航空器至少一個最低部分産權份額，並簽署了相應項目協議的個人或法人。 (g) 代管航空器，是指參加完全産權或部分産權項目並在航空器代管人運作規範中列出的航空器。在完全産權項目中，所有權人對航空器擁有全部産權；在部分産權項目中，應當有部分産權所有權人對其擁有至少一個最低部分産權份額，並將之包括在該項目的航空器幹租交換協議中。 (h) 代管服務，是指航空器代管人按照本章中的適用要求向所有權人提供的管理及航空專業服務，該種服務工作至少包括航空器運作安全指導材料的建立和修訂工作，以及針對以下各項所提供的服務： (1) 代管航空器及機組人員的排班； (2) 代管航空器的維修； (3) 為所有權人或代管人所使用的機組人員提供訓練； (4) 建立和保持記錄； (5) 制定和使用運作手冊和維修手冊。 第91.905條 運作種類 (a) 航空器代管人運作規範申請人可以向局方申請下列一個或多個種類的運作： (1) 一般私用飛行； (2) 農林噴灑作業飛行； (3) 旋翼機機外載荷作業飛行； (b) 在局方為運作規範申請人頒發運作規範之前，申請人應當能向局方證明其具有按照本規則中適用於該申請人的規定實施運作的能力。申請人申請本條(a)款所述的一個或多個運作種類，應當按照下列要求確定其需遵守的規定： (1) 對於一般私用飛行，應當遵守本章和本規則A、B、C、D、E、F、G、L、P和Q章中的相應條款要求； (2) 對於農林噴灑作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則M章的規定； (3) 對於旋翼機機外載荷作業飛行，除遵守本款(1)項所列章中的相應條款要求外，還應當遵守本規則N章的規定； 第91.907條 航空器代管人的權利 (a) 按照本章審定合格的航空器代管人可以按照局方頒發的運作規範中批准的運作種類、範圍、標準以及附加的條件和限制，本規則中適用於該代管人的條款的要求，以及其他適用法規的要求實施運作。 (b) 使用本規則第91.901(b)款所述的航空器、按照本章審定合格並取得局方頒發的航空器代管人運作規範的航空器代管人，無需按本規則J章進行審定即可按照其運作規範中批准的運作種類行使私用大型航空器運營人的權利。 第91.909條 運作規範的申請和頒發 (a) 航空器代管人運作規範的申請人應當按照局方規定的格式和方法提交申請書，申請書中應當包含以下內容： (1) 代管人的名稱、地址、電話及傳真號碼； (2) 代管人的設施地址，包括代管人主運作基地以及主維修基地(如設有)的地址； (3) 代管人擬在中華人民共和國境內為客戶提供的代管服務的種類和項目； (4) 代管人所具備的相關航空管理經歷和資格，表明其有能力在中華人民共和國境內為客戶提供航空器的代管服務； (5) 代管人內部與所列種類的代管服務相關的主要人員的名單，以及這些人員的航空經歷和資格； (b) 申請書應當不遲于計劃運作日期之前30天提交。對於擬實施本規則第91.901(b)款所述運作的申請人，應當不遲于計劃運作日期之前45天提交。 (c) 初次申請航空器代管人運作規範的申請人，應當在提交申請書的同時，提交説明計劃運作的性質和範圍的文件，包括有關證明文件。 (d) 局方在經過運作合格審定之後認為申請人符合下列所有條件，則為該申請人頒發航空器代管人運作規範： (1) 滿足本規則所有適用於該申請人的條款的要求； (2) 能夠按本規則的規定及其運作規範實施安全運作。 (e) 申請人具有下列情形之一的，不予頒發運作規範： (1) 申請人不符合本條(d)款的要求； (2) 原來頒發給該申請人的運作規範被吊銷後未滿2年。 第91.911條 運作規範的內容 航空器代管人運作規範包含下列內容： (a) 代管人的名稱、住址、郵政地址、電話和傳真號碼； (b) 代管人與航空器的運作相關的有關設施的地址，如設有的話，包括其主運作基地和主維修基地的地址； (c) 運作規範的編號； (d) 運作規範的生效日期； (e) 負責監督該代管人運作的局方機構名稱或代號； (f) 列明瞭所有航空器所有權人、航空器型號、國籍標誌和登記標誌的最新清單； (g) 批准代管人實施的運作種類、運作區域以及限制和程式； (h) 代管人運作的每型航空器的維修方式和地點；對每架航空器的維修檢查大綱的批准；以及機體、發動機、螺旋槳、旋翼、設備和航空器應急設備的大修、檢驗和檢查的時限或確定時限的標準； (i) 對航空器載重和平衡的控制方法的批准； (j) 任何經批准的對本規則特定條款的偏離和豁免； (k) 其他局方認為必要的資訊。 第91.913條 運作規範的有效期限 (a) 航空器代管人的運作規範在出現下列情形之一時認為全部失效或部分失效： (1) 運作規範持有人自願放棄，並將其交回局方； (2) 局方暫扣、吊銷或以其他方式終止該運作規範。 (3) 局方暫停或終止該運作規範中全部或部分運作的批准； (4) 航空器代管人沒有實施運作規範中批准的一個或多個種類的運作超過一年，並且沒有按本條(b)款要求恢復該一種或多種運作。 (b) 如果航空器代管人運作規範所批准的某種運作連續間斷時間超過一年，只有符合下列條件並經局方批准後，方可恢復該種運作： (1) 在恢復該種運作之前，至少提前7天通知局方； (2) 如果局方決定重新進行全面檢查，以確定其能否實施安全運作，代管人應當在前述7天期間處於能隨時接受檢查的狀態。 (c) 當運作規範被暫扣、吊銷或因其他原因失效時，運作規範持有人應當將運作規範交還局方。 第91.915條 運作規範的保存和使用 (a) 航空器代管人必須在其主運作基地或其他局方可接受的地點保存運作規範，以備局方檢查。 (b) 航空器代管人應當保證每個參與運作的人員熟知運作規範中適用於該人員工作職責的有關規定並遵照執行。 第91.917條 運作規範的修改 (a) 在下列任一情況下，局方可以修改按本章頒發的運作規範： (1) 局方認為為了安全和公眾利益需要修改； (2) 代管人申請修改，局方認為安全和公眾利益允許此種修改。 (b) 除本條(e)款規定的情形外，局方提出修改代管人的運作規範時，使用下列程式： (1) 局方以書面形式提出修改內容，通知代管人； (2) 局方確定一個不少於7天的合理期限，在此期限內，代管人可以對修改內容提交有關書面資料和意見； (3) 局方在考慮了所提交的全部材料後，作出下列決定之一併通知航空器代管人： (i) 採用全部修改內容； (ii) 採用部分修改內容； (iii) 撤銷所提出的修改內容。 (4) 當局方頒發了運作規範的修改項時，修改項在代管人收到通知30天后生效，但下列情況除外： (i) 局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動； (ii) 代管人根據本條(d)款，請求對修改的決定重新考慮。 (c) 當代管人申請修改其運作規範時，應當遵守下列程式： (1) 代管人應當至少在計劃的運作規範修改生效日期前15天提交修改其運作規範的申請書。 (2) 申請書應當以局方規定的格式和方法向局方提交。 (3) 在考慮了提交的所有材料後，局方將作出下列決定之一併通知航空器代管人： (i) 接受所申請的全部修改； (ii) 接受所申請的部分修改； (iii) 拒絕所申請的修改。此時，代管人可按本條(d)款規定請求局方對其拒絕決定進行重新考慮。 (4) 如果局方批准了修改，在與代管人就其修改的貫徹問題進行協調後，修改項在局方批准的日期生效。 (d) 當代管人對局方關於運作規範修改項的決定提出重新考慮請求時，應當遵守下列程式： (1) 代管人應當在收到局方拒絕修改其運作規範的通知後，或在收到局方提出修改其運作規範的通知後30天之內，向民航總局提出對該決定進行重新考慮的請求。 (2) 如果重新考慮的請求是在30天之內提出的，則局方頒發的任何修改暫停生效，除非局方發現，根據本條(e)款，存在緊急情況，為了安全需要立即行動。 (3) 如果重新考慮的請求不是在30天之內提出的，那麼應當使用本條(c)款的程式。 (e) 如果局方發現，存在危及安全、需要立即行動的緊急情況，使得本條規定的程式不能實行，或按程式進行將違背公眾利益，則可採取下列措施： (1) 局方將修改運作規範，並使修改項在代管人收到該修改通知的日期立即生效。 (2) 在發給代管人的通知中，局方將説明原因，指出存在危及安全、需要立即行動的緊急情況，或者指出修改推遲生效將違背公眾利益的情況。 第91.919條 航空器所有權人和航空器代管人之間的代管協議 航空器所有權人和航空器代管人之間應當簽署一份包含以下內容的協議： (a) 要求航空器代管人確保其在實施完全産權項目或部分産權項目時遵守本章所有適用規定。 (b) 航空器所有權人或其委派的代表有權檢查代管人與運作安全有關的各種記錄。 (c) 航空器所有權人或其委派的代表有適當的權力進行運作安全方面的審核。 (d) 委託航空器代管人作為航空器所有權人的代理機構。對於局方發送給航空器所有權人的與項目有關的通告，指定代管人為接收這些通告的唯一機構，並且同意局方只將這些通告發送給作為産權所有權人代理人的航空器代管人。代管人有義務將該通告轉告航空器所有權人。 第91.921條 航空器所有權人使用代管航空器 (a) 航空器所有權人不得使用代管航空器從事以取酬或出租為目的的公共航空運輸飛行。從事公共航空運輸飛行之外的商用飛行時，航空器所有權人必須持有商業非運輸運營人運作合格證。 (b) 航空器所有權人使用代管航空器實施私用飛行時，不得收取本規則第91.1001條(d)款規定之外的費用。 (c) 在部分産權項目中，部分産權所有權人擁有一架代管航空器的最低部分産權份額後，在整個多年有效的項目協議生效期間，所有權人使用代管航空器的小時數之和不得超出該所有權人所擁有的産權份額所對應的小時數。 第91.923條 航空器所有權人的航空器使用控制責任 (a) 如果滿足下列所有條件，局方即認為航空器所有權人對代管航空器具有使用控制權： (1) 航空器所有權人按照第91.919至第91.925條規定的限制，具有控制代管航空器的權利； (2) 航空器所有權人已經發出了使用代管航空器載運其指定的乘客或物品的指令； (3) 代管航空器正在載運前款所述的乘客或物品。 (b) 當代管航空器被用於管理目的，如進行演示飛行、調機飛行、維修飛行或訓練飛行，並且在航空器上未載運所有權人指定的乘客或物品時，航空器所有權人不具有運作控制權。 (c) 對代管航空器進行運作控制的航空器所有權人應當對遵守本規則的所有適用規定負責，包括所有與本次飛行有關的飛行和適航規定。航空器所有權人可以委託代管人來完成部分或所有實施航空器運作所需進行的工作，也可以借助代管人的航空專業技能和管理服務，在這種情況下，航空器所有權人和航空器代管人應當共同在遵守規章方面對局方負責。 第91.925條 航空器所有權人對運作控制責任的理解和確認 (a) 在航空器所有權人和航空器代管人之間首次簽訂項目代管服務協議，或者重新簽定或續簽了這一協議時，代管人應當向所有權人闡明其在運作控制方面的責任，航空器所有權人應當完全理解其責任範圍並簽注一份認可其責任的確認書。確認書應當與項目代管服務協議附在一起。航空器所有權人應當在確認書中聲明，所有權人在按照本規則的規定使用代管航空器時，認為其對所使用的航空器進行了控制，並且完全清楚其在該項目中的運作控制責任。確認書還應當包括下列內容的聲明： (1) 航空器所有權人有責任確保遵守運作規範和所有適用規定； (2) 如果違反規定，航空器所有權人有可能受到局方的處罰； (3) 如果發生傷害人身或財産的飛行事故，航空器所有權人有可能需要承擔重要責任。所有權人的簽字表明該所有權人已經閱讀、理解並接受確認書中所載的關於其運作控制責任的內容。 (b) 航空器代管人應當確保所有權人及其委任的代表能夠查閱確認書。航空器代管人還應當確保局方能夠查閱所有代管航空器的確認書。 第91.927條 航空器代管人在確保遵守規章方面的責任 航空器代管人應當提供良好的項目代管服務，以保證所有權人在進行運作控制的運作中遵守本規則中所有適用規定。 第91.929條 檢查和監察的實施 (a) 除航路監察外，局方可以在任何時間或地點對航空器代管人進行檢查或監察，以確定該代管人是否符合本規則和局方為其頒發的運作規範的有關要求。 (b) 航空器代管人必須應當遵守下列規定： (1) 在其主運作基地或局方可接受的其他地點保存運作規範，以備局方檢查； (2) 除航路監察外，應當能隨時接受局方的檢查或監察。如果預先得到局方進行航路監察的通知，應當在一個合理的期限內允許局方進行航路監察。 (c) 由航空器代管人指派的負責管理文件的人員必須保證能隨時向局方提供這些文件。 (d) 局方可以根據檢查或監察的結果，確定航空器代管人是否有資格繼續持有其運作規範。航空器代管人如不能應局方的要求向局方提供運作規範或任何規定的記錄、文件或報告，將成為局方暫扣、吊銷其運作規範或中止其部分運作規範批准的依據。 第91.931條 內部安全報告程式 (a) 航空器代管人應當建立一套內部安全報告程式，在代管人內部培養一種當事人不用過分擔心遭受懲罰的安全氛圍。 (b) 航空器代管人必須建立一套對航空器可能發生的事故或事故徵侯做出反應的程式。 第91.933條 運作手冊要求 (a) 航空器代管人應當為其實施運作的飛行、維修和其他地面工作人員制定運作手冊，並按照實際情況對手冊進行及時更新。運作手冊應當包括能被局方接受的政策和程式。如果局方認為由於代管人的運作規模較小，沒有必要為其飛行、維修或其他地面工作人員制定運作手冊或運作手冊的某些部分，則可以批准代管人偏離本條要求。 (b) 航空器代管人應當在其主運作基地或局方可接受的其他地點保存一份運作手冊。 (c) 按照本條(a)款制定的運作手冊中的規定不得違反任何適用的中國民用航空規章、在國外實施運作時涉及的外國法規和代管人的運作規範。 (d) 實施運作的飛行、維修和其他地面工作人員應當持有一套運作手冊或運作手冊中與其工作相關的部分，代管人還應當為負責管理該代管人的局方機構提供一套手冊。每位工作人員都必須用代管人新增的或更改的內容及時更新他們的運作手冊。 (e) 除本條(f)款規定的情況外，代管人的每架航空器在離開其主運作基地時應當攜帶運作手冊中供相應的飛行、維修和其他地面工作人員使用的相關部分。 (f) 如果對航空器的檢查或維修是在備有代管人運作手冊的指定維修站進行的，則在飛往這些指定維修站時不需要隨機攜帶運作手冊。 (g) 必須在作過更改的每個運作手冊頁面上標明最近一次更改的日期和版次。 第91.935條 代管人運作手冊的內容 除經局方批准外，航空器代管人必須按照其實際的運作情況，在運作手冊中包括以下內容： (a) 確保遵守航空器載重和平衡限制的程式； (b) 代管人的運作規範或運作規範相關部分的摘錄，包括經批准的運作區域、批准使用的航空器、機組的組成以及批准的運作種類； (c) 事故報告程式； (d) 確保機長了解航空器已經完成要求的適航檢查、符合相關維修要求並得到重返運作批准的程式； (e) 報告和記錄機長在飛行前、飛行中和飛行後發現的機械不正常情況的程式； (f) 機長確認上次飛行中發現的機械不正常情況或缺陷是否修復或推遲修復的程式； (g) 機長在航空器需要的非計劃地點進行維修、預防性維修和獲取服務時需要遵守的程式； (h) 儀錶或設備不工作時的運作程式，以及特定類型的運作所需的設備在航路上發生故障或失效時，判斷是否放行或繼續飛行的程式； (i) 航空器加油、清除燃油污染、防火（包括靜電防護），以及加油期間管理和保護乘客所需遵守的程式； (j) 機長按第91.1019條的要求對乘客進行安全講解時需遵守的程式； (k) 確保遵守應急程式的程式，包括在緊急情況下每個機組必需成員的職責分工和應急撤離時的職責分工； (l) 如適用，經批准的航空器檢查大綱； (m) 緊急情況下將需要他人協助的乘客撤離至出口所需遵守的程式； (n) 考慮起飛、著陸和航路等條件因素進行性能計劃的程式； (o) 如果代管人使用本規則91.947(c)款規定的縮短的跑道使用長度，則應當包含經批准的目的地機場分析，該機場分析應當包含建立超過本規則91.947(b)款允許範圍的目的地機場跑道余度的程式。該程式必須依據航空器製造商為相應的跑道條件公佈的航空器性能數據，並考慮以下因素的影響： (1) 駕駛員的資格和經歷； (2) 由航空器製造商提供的包括正常、非正常和緊急程式的性能數據； (3) 機場設施和地形； (4) 跑道狀況(包括污染狀況)； (5) 機場或地區氣象報告； (6) 需要時，適當增加的跑道余度。 (p) 以局方能夠接受的方式建立的保存和查詢維修記錄的合適系統（可以使用電子系統），該系統可以提供下列資訊： (1) 對所進行的維修工作的描述（或當局方認可時，完成工作的日期）； (2) 如果維修是由運營人單位以外的人員實施的，需包括維修人員的姓名； (3) 批准該維修工作的人員的姓名或其他有效身份證明。 (q) 飛行定位和排班程式； (r) 由代管人發出的或局方要求的有關運作的其他程式和政策指令。 第91.937條 記錄保存 (a) 航空器代管人必須在其主運作基地或局方批准的其他地方保存以下資料，並處於能隨時接受局方檢查的狀態： (1) 航空器代管人的運作規範； (2) 一份最新的清單，列出局方按照本章審定後批准其在運作中使用的航空器、每架航空器經裝備可以實施的運作（如MNPS、RNP5/10、RVSM等）以及每架航空器的所有權人； (3) 航空器代管人為運作中所使用的每位駕駛員單獨建立的記錄，該記錄應當包括下列內容： (i) 駕駛員的姓名； (ii) 駕駛員持有的執照（類別和編號）和等級； (iii) 詳盡的駕駛員航空經歷，包括各種訓練、考試和檢查的實施時間和結果，以用於判斷駕駛員在本規則運作中駕駛航空器的資格； (iv) 駕駛員當前的職責和被委派執行該職責的日期； (v) 駕駛員持有的體檢合格證的有效期限和級別。 (b) 對於使用本規則91.901(b)款所述航空器的航空器代管人，還需保存下列資料： (1) 對於運作中所使用的每位駕駛員的個人記錄，除本條(a)(3)項所列各項外，還應當包括以下內容： (i) 按照本章要求進行資格檢查與熟練檢查的日期和結果，以及在這些檢查和考試中所飛的航空器的型號； (ii) 對駕駛員飛行時間的詳細記錄，以判斷該駕駛員是否遵守本章有關飛行時間限制的規定； (iii) 批准該駕駛員在該機型上擔任機組成員的由飛行檢查員簽字的證明； (iv) 任何由於健康原因或喪失職業資格而解除駕駛員職責的行為； (v) 按照本章要求，針對駕駛員所執行的運作的類型所進行的初始、轉機型、升級訓練和定期復訓的完成日期。 (2) 對於運作中所使用的乘務員的個人記錄，應當包括下列內容： (i) 乘務員的姓名； (ii) 乘務員訓練的日期和結果。 (c) 航空器代管人必須將本條(a)(2)項要求的記錄保存至少6個月，必須將本條(a)(3)項和(b)款要求的記錄保存至少12個月。如果使用的飛行人員不再參與該航空器代管人的運作，本條(a)(3)項和(b)款要求的記錄從該飛行人員退出運作之日起保存至少12個月。 (d) 在航空器起飛前，航空器代管人應當制定裝載艙單，並對其準確性負責。機長在收到並核實裝載艙單後方可起飛。艙單應當包括下列內容： (1) 乘客人數； (2) 裝載後航空器的總重； (3) 該次飛行的最大允許起飛重量； (4) 重心限制； (5) 裝載後的航空器重心，但如果航空器根據裝載表或其他經局方批准的方法進行裝載，能夠確保裝載後的航空器重心不會超出批准的限制，則不需要計算真正的重心。在這種情況下，需在艙單上註明，根據裝載表或其他經批准的方法，該航空器的重心在限制之內； (6) 航空器的登記號； (7) 本次飛行的始發地和目的地； (8) 機組成員的姓名及其機組職位。 (e) 航空器的機長應當將一份完整的艙單隨飛機攜帶至目的地。代管人應當在其主運作基地或另一局方同意的地點保留艙單至少30個日曆日。 (f) 航空器代管人應當為每次飛行提供一份書面文件，在文件中聲明該次飛行由哪一方進行運作控制。機長應當將上述文件隨飛機攜帶至目的地。航空器代管人應當在其主運作基地或另一局方同意的地點保留該文件至少30個日曆日。 (g) 本條要求的記錄必須以書面或其他局方可接受的方式保存。 (h) 經局方按照CCAR-121部或其他公共航空運輸運作規章審定合格的的航空器代管人，可以使用符合CCAR-121部或其他相應公共航空運輸運作規章所要求的記錄來滿足用於本條和第91.995條的要求。 第91.939條 本章後續條款的適用性 本規則第91.941條至第91.997條僅適用於使用本規則91.901(b)款所述航空器的航空器代管人。 第91.941條 航空器排班和飛行定位要求 (a) 航空器代管人應當建立並使用航空器排班和放行系統。 (b) 航空器代管人應當按照下列要求建立一套確定運作中航空器位置的系統： (1) 該系統至少能夠為代管人提供目視飛行規則飛行計劃所要求的資訊； (2) 如果航空器失蹤或未能按預達時間到達目的地，能及時通知局方或相關搜尋救援機構； (3) 如果在無法保持通信聯絡的偏遠地區實施飛行，該系統能向代管人提供重新建立無線電或電話通信聯絡的地點、日期和預計時間。 (c) 有關飛行定位資料應當存放在代管人的主運作基地或代管人指定的其他地方，直至飛行結束。 第91.943條 必需的運作資訊 (a) 對於所有航空器代管人的飛行，代管人必須為駕駛員提供下列資料。這些資料必須保持最新有效的狀態，以恰當、適用的形式編制，並且放置在駕駛員可以從其駕駛座位上易於取用的地方： (1) 駕駛艙檢查單； (2) 對於多發航空器或帶可收放起落架的航空器，按適用情況包含本條(c)款要求的程式的駕駛艙應急檢查單； (3) 至少一套相關的航空圖表； (4) 對於儀錶飛行規則運作，至少一份適用的航路、終端區以及進近航圖。 (b) 本條(a)(1)項要求的駕駛艙檢查單中應當按照以下各個階段列出檢查項目： (1) 開車前； (2) 起飛前； (3) 起飛後； (4) 著陸前； (5) 著陸後； (6) 關車。 (c) 本條(a)(2)項要求的駕駛艙應急檢查單應當按適用情況包含以下方面的程式： (1) 對燃油、液壓、電氣和機械系統的應急操作； (2) 儀錶和控制系統的應急操作； (3) 發動機失效程式； (4) 其他保證安全所需的應急程式。 第91.945條 對乘客的安全簡介 (a) 除本條(f)款規定的情況外，在載運乘客的代管航空器起飛之前，機長應確保航空器上所有乘客得到下列內容的口頭簡介： (1) 何時、何地和在何種情況下禁止吸煙。該簡介應當包含如下申明：中國民用航空規章要求乘客遵守信號燈和標牌給出的禁止吸煙信號，禁止在廁所內吸煙，並聽從機組成員的相關指令； (2) 何時、何地和何種情況下應當繫緊安全帶和肩帶（如配備）。該簡介應當包括如下申明：中國民用航空規章要求乘客遵守信號燈給出的繫緊安全帶的信號，並聽從機組成員的相關指令； (3) 在起飛和降落前調直椅背； (4) 乘客登機門和緊急出口的位置和打開方法； (5) 救生設備的位置； (6) 本規則第91.1009條對跨水飛行要求的漂浮裝置的使用和迫降程式； (7) 航空器上氧氣設備的正常和應急使用方法； (8) 手提滅火器的位置和使用方法。 (b) 除本條(f)款規定的情況外，在載運乘客的代管航空器起飛之前，機長應確保每一位需要別人幫助才能迅速到達出口的人員和該人員的護理人員都被清楚地告知在發生緊急情況時撤離航空器的程式。 (c) 本條(a)和(b)款要求的口頭簡介應當由機長或其他機組成員作出。 (d) 本條(a)款要求的口頭簡介可以用經批准的錄音播放裝置播放，但必須使每位乘客在正常噪音水準環境下能清晰地聽到。 (e) 航空器代管人應當將本條(a)款要求的口頭簡介的內容印製在卡片上，這些卡片必須放置在航空器上方便每位乘客取用閱讀的地方。卡片的製作應當滿足下列要求： (1) 適用於所使用的航空器； (2) 包括緊急出口的示意圖和使用方法； (3) 包括緊急設備的使用方法。 (f) 對於在該架航空器的上一航程中已接受此簡介的乘客，可以不再進行本條(a)和(b)款要求的口頭簡介。 第91.947條 大型運輸類渦輪飛機的著陸限制 (a) 在大型運輸類渦輪飛機起飛前，應當在考慮到至目的地機場或備降機場的飛行中正常的燃油和滑油消耗後，使飛機到達時的重量不超過該飛機飛行手冊中針對該目的地機場或備降機場的標高以及著陸時預計的環境溫度所確定的著陸重量。 (b) 除本條(c)款規定外，大型運輸類渦輪飛機起飛前，應當在考慮到飛行中正常的燃油和滑油消耗後，使該飛機到達目的地時的重量，根據飛機飛行手冊中針對該目的地機場的標高和預計著陸時刻當地風的情況所規定的著陸距離，允許其在預定的目的地機場的著陸跑道上，由超障面與該跑道交點上方15米（50英尺）處算起，在跑道有效長度的85％以內作全停著陸。為確定在目的地機場的允許著陸重量，作以下假定： (1) 飛機在靜止大氣中在最理想的跑道上以最理想的方向著陸； (2) 考慮到可能的風速、風向和該飛機的地面操縱特性，以及考慮到諸如著陸助航設備和地形等其他條件，飛機在最適宜的跑道上著陸。 (c) 可以允許飛機低於按照本條(b)款規定的跑道余度確定的起飛重量起飛，但這樣的運作必須在代管人運作手冊內的目的地機場分析中得到許可，並選取一個符合本條(d)款標準的備降機場。 (d) 對於為大型運輸類渦淪飛機選擇的備降機場，飛機在該機場的著陸跑道著陸時，按照本條(b)款的假設，由超障面與跑道交點上方15米（50英尺）處算起，應當能夠在跑道有效長度的85％以內作全停著陸。 (e) 在有關的氣象報告和預報表明目的地機場跑道在預計著陸時刻可能處於濕滑狀態時，該目的地機場的有效跑道長度應當至少為本條(b)款所要求的跑道長度的115％，否則該飛機不得起飛。如果在濕滑跑道上的實際著陸技術證明，對特定型號的飛機，已經批准了某一較短但決不小于本條(b)款要求的著陸距離，並且已經載入飛機飛行手冊，則可以按照手冊的要求執行。 第91.949條 儀錶飛行規則的起飛、進近和著陸最低標準 (a) 在代管航空器上實施飛行的駕駛員必須確認符合下列條件，方可在所飛機場實施儀錶進近程式： (1) 該機場具有由局方批准的氣象服務機構管理的氣象報告設施，或者由局方批准的其他氣象資訊源； (2) 由前款所述的氣象報告設施發佈的最新天氣報告中，包括了目的地機場當前的當地高度表設定值。如果不能提供當地高度表設定值，駕駛員可以使用進近圖上標明的可替代使用的高度表設定值。 (b) 製作飛行計劃時，如果目的地機場沒有本條(a)(1)項所述的氣象報告設施，駕駛員必須指定一個設有符合本條(a)(1)項標準的氣象報告設施的機場作為備降機場。 (c) 對於渦輪動力的航空器，如果航空器的機長在該型別航空器上擔任機長的飛行經歷時間不足100小時，則其MDA（或DH）和能見度最低標準應當是在局方公佈的或代管人運作規範中規定的最低標準之上增加30米和800米。但對於用作備降機場的機場，該標準不超過該機場規定的雲底高度和能見度最低標準。 (d) 如果機場天氣條件達到或高於起飛最低標準但低於儀錶飛行規則著陸最低標準，則必須在離該機場一小時飛行時間(正常巡航速度和靜風條件下)的距離範圍內選擇起飛備降機場，否則不得從該機場起飛。 (e) 進行儀錶飛行規則起飛、進近和著陸的駕駛員必須遵守所飛機場的儀錶進近程式和最低天氣標準。 第91.951條 某些航空器的運作驗證試飛 (a) 航空器代管人在首次使用適航合格審定為雙駕駛員的航空器實施運作之前，應當使用該航空器在按本規則實施的運作中進行至少25小時的運作驗證試飛。該試飛應當包括下列各項試飛內容： (1) 如需獲得夜間飛行的批准，需進行5小時夜間飛行； (2) 如需獲得儀錶飛行的批准，需進行5次在模擬或真實條件下的儀錶進近程式飛行； (3) 按照局方要求，進入一定數量的航路機場。 (b) 對於首次引進渦淪噴氣飛機的航空器代管人，應當使用渦輪噴氣飛機在按本規則實施的運作中進行至少25小時的運作驗證試飛。該試飛應當包括下列各項試飛內容： (1) 如需獲得夜間飛行的批准，需進行5小時夜間飛行； (2) 如需獲得儀錶飛行的批准，需進行5次在模擬或真實條件下的儀錶進近程式飛行； (3) 按照局方要求，進入一定數量的航路機場。 (c) 除試飛必需的人員或局方指定的觀察人員外，航空器代管人不得在進行運作驗證試飛的航空器上載運乘客。進行運作驗證試飛的航空器可以同時用於訓練飛行。 (d) 當局方認定在特定的環境下代管人無需完全遵守本條要求時，局方可以批准代管人偏離本條要求。 第91.953條 控制運作人員濫用藥物或酒精的方法 (a) 航空器代管人應當向為其服務的飛行機組成員、乘務員、飛行教員和維修人員提供關於藥物和酒精攝入方面的培訓，否則不得允許這些人員參加運作工作。 (b) 航空器代管人應當向航空器所有權人表明，代管人對運作人員進行了藥物和酒精攝入方面的培訓，並實施了相關的檢測計劃。在代管人實施檢測計劃後，應當定期向航空器所有權人公佈檢測的內容，包括被檢測的藥物或酒精的名稱、被檢人員的姓名、檢測的類型(如雇傭前檢測、抽樣檢測、嫌疑檢測、事故後檢測、復職檢測和跟蹤檢測等)和檢測的結果。 第91.955條 航空人員配備和使用要求 (a) 參加代管航空器運作的機組成員，應當符合本規則第91.959條的要求和其他相關中國民用航空規章的要求。代管人必須對所使用的機組人員進行管理和監督。 (b) 航空器代管人應當考慮下列因素，為代管航空器配備數量充足的駕駛員。如果局方認為代管人所配備的駕駛員數量不能滿足安全運作的要求，可以要求代管人增加駕駛員或限制其飛行頻次： (1) 代管航空器的數量； (2) 代管人對飛行、值勤和休息時間的規定，必須保證駕駛員滿足本規則 第91.963到第91.967條的要求； (3) 駕駛員的假期； (4) 實施運作的效率； (5) 訓練時間。 (c) 航空器代管人應當提前公佈駕駛員和乘務員的排班計劃，以確保機組成員遵守第91.963和第91.965條中關於飛行、值勤和休息時間的要求。 (d) 除經局方特殊批准外，航空器代管人在使用代管航空器進行私用載客飛行時，應當在機組成員中配備兩名合格的駕駛員，包括一名航空器機長和一名副駕駛。 (e) 在代管航空器運作期間，應當由訓練合格的飛行排班或飛行放行人員履行排班和放行職責。 第91.957條 新雇傭駕駛員的安全記錄審查 在駕駛員參加代管航空器的運作之前，航空器代管人應當得到下列資料： (a) 有關下列方面的局方記錄： (1) 有效的駕駛員執照和相應的型別等級； (2) 有效的體檢合格證； (3) 違反民用航空法規後受到處罰的情況。 (b) 如果該駕駛員在前五年期間在其他單位擔任過駕駛員，由該單位為其建立的個人記錄。該記錄應當包括： (1) 機組成員記錄； (2) 關於使用藥物方面的記錄和疾病康復記錄； (3) 關於攝入酒精方面的記錄； (4) 其他個人記錄，包括各種證書、等級、航空經歷、體檢合格證的有效日期和級別等。 第91.959條 飛行機組的經歷和資格要求 (a) 在代管航空器的私用載客運作中擔任機長、副駕駛和客艙乘務員的人員應當滿足以下技術和經驗要求： (1) 在VFR飛行中擔任機長的駕駛員，其總飛行經歷時間應當不少於500小時；在IFR飛行中擔任機長的駕駛員，其總飛行經歷時間應當不少於1200小時。 (2) 代管航空器的機長和副駕駛應當至少持有商用駕駛員執照、相應的航空器等級和儀錶等級。對於具備型別等級的航空器，航空器的機長應當持有型別等級。 (3) 對於航空器代管人在運作中使用的乘務員，應當接受代管人提供的適當訓練。 (b) 如果局方在考慮航空器代管人的運作規模和範圍之後，認為其機組成員能有效履行與其職位相應的職責，局方可以批准代管人偏離本條(a)款的要求。 第91.961條 駕駛員的使用限制和搭配要求 (a) 如果副駕駛在所飛機型上的飛行經歷時間少於100小時，並且機長不具備飛行檢查員或飛行教員資格，則在下列情況下，應當由機長完成所有起飛和著陸： (1) 在局方或代管人規定的特殊機場； (2) 機場的最新氣象報告中有效能見度值等於或小于1200米(3/4英里)，或跑道視程(RVR)等於或小于1200米(4000英尺)。 (3) 所用跑道有水、雪、雪漿或嚴重影響飛機性能的情況； (4) 所用跑道的剎車效應據報告低於“好”的水準； (5) 所用跑道的側風分量超過7米/秒(15海裏/小時)； (6) 在機場附近據報告有風切變； (7) 機長認為需謹慎行使機長權力的任何其他情況。 (b) 在安排飛行機組搭配時，應當至少有一名駕駛員在該型飛機上具有75小時的飛行經歷時間。但在下列情況下，局方可根據航空器代管人的申請，使用對其運作規範作適當增補的方法，批准偏離本款的要求： (1) 新審定合格的航空器代管人沒有雇傭任何符合本款最低要求的駕駛員； (2) 航空器代管人在其機群中增加了以前未在其運作中使用過的某種型別飛機； (3) 航空器代管人建立了新的基地，指派到該基地的駕駛員需要在該基地運作的飛機上取得資格。 第91.963條 飛行、值勤和休息時間要求 (a) 對於有關飛行、值勤和休息時間要求的條款，使用下列術語解釋： (1) 擴編飛行機組，是指配備三名駕駛員的機組。 (2) 日曆日，是指按世界協調時或當地時間劃分的一個時間段，從當日零點到次日零點之間的24小時。 (3) 值勤期，是指機組成員在接受代管人安排的飛行任務後，從報到時刻開始，到解除任務時刻為止的連續時間段。 (4) 運作延誤，是指由於出現惡劣的氣象條件、飛機設備故障、空中交通管制不暢等代管人或飛行機組無法控制且預先沒有得知的客觀原因而導致的延誤。 (5) 多時區飛行，在北緯60度和南緯60度之間，連續向東或向西跨越不少於5個時區的飛行。 (6) 休息期，是指從機組成員到達休息地點起，到為執行下一次任務離開休息地點為止的連續時間段，在該段時間內，航空器代管人不得為該員安排任何工作和給予任何干擾。代管人將機組成員運送到執行飛行任務的機場，或將其從解除任務的機場運送回駐地，這些路途上所耗費的時間不應當被認為是休息期的組成部分。 (b) 參加代管航空器飛行的飛行機組成員應當符合本規則第91.963和第91.965條對飛行、值勤和休息時間的規定。 (c) 在飛行任務預計結束時間之前24小時內，應當為飛行機組成員提供至少10個連續小時的休息期。 (d) 由於運作延誤需延長值勤時間或飛行時間時，應當得到代管人的批准並得到飛行機組的同意，且不得超出本規則第91.965條規定的最高限制。 (e) 當待命執行飛行任務的飛行機組成員認為執行該次飛行將違反本規則的飛行、值勤和休息要求時，飛行機組成員可以拒絕執行該次飛行任務。 第91.965條 飛行機組的飛行、值勤和休息時間要求 (a) 航空器代管人為飛行機組成員安排飛行時，應當保證飛行機組成員的總飛行時間(含所有飛行時間，如訓練、調機飛行等)滿足下列要求： (1) 任何7個連續日曆日內不得超過40小時； (2) 任一日曆月內不得超過120小時； (3) 任一日曆年內不得超過1400小時。 (b) 對於含一名或兩名駕駛員的飛行機組，其飛行、值勤和休息時間安排應當滿足下列表格中的要求： 正常排班 運作延誤後 飛行前休息時間 不少於10小時 不少於10小時 值勤時間 不超過14小時 可超過14小時 不超過16小時 飛行時間 不超過10小時 可超過10小時 不超過12小時 飛行後休息時間 不少於10小時 不少於12小時 多時區飛行後的休息時間 不少於14小時 不少於18小時 (c) 對於含三名駕駛員的擴編飛行機組，其飛行、值勤和休息時間安排應當滿足下列表格中的要求： 正常排班 運作延誤後 飛行前休息時間 不少於10小時 不少於10小時 值勤時間 不超過18小時 可超過18小時 不超過20小時 飛行時間 不超過14小時 不超過16小時 飛行後休息時間 不少於14小時 不少於18小時 多時區飛行後的休息時間 不少於18小時 不少於24小時 第91.967條 駕駛員的理論檢查和熟練檢查要求 (a) 參加代管航空器運作的駕駛員，應當在前12個日曆月內通過局方監察員、局方委任代表或代管人內部經局方批准的飛行檢查員實施的關於下列內容的理論檢查(筆試或口試)： (1) 本規則、CCAR-61部和其他適用的中國民用航空規章的內容； (2) 航空器代管人的運作規範和運作手冊； (3) 駕駛員所飛機型的動力裝置、主要部件和系統、主要附件、性能和操作限制、標準和緊急操作程式以及經批准的操作手冊或等效資料中的內容； (4) 針對駕駛員所飛機型，保證駕駛員遵守起飛、著陸和巡航過程中的重量和平衡限制的方法； (5) 與運作的實際情況和駕駛員被批准的權利相適應的導航方法和導航設備的使用，包括在適用時，對儀錶進近設施和程式的熟悉； (6) 空中交通管製程序，包括在適用時，對儀錶飛行規則程式的熟悉； (7) 一般氣象學知識，包括關於鋒面系統、結冰、霧、雷暴和風切變的知識，以及在適用於代管人的運作時，關於高空天氣的知識； (8) 關於下列各項的程式： (i) 識別和避讓惡劣天氣； (ii) 進入惡劣天氣時的脫離方法，包括脫離低空風切變的方法(對旋翼機駕駛員不作要求)； (iii) 靠近雷暴或穿越雷暴區(包括最佳穿越高度)，顛簸(包括晴空顛簸)，結冰，冰雹和其他危險天氣環境； (9) 在適用時，新的設備、程式和技術。 (b) 在前12個日曆月內，代管航空器的駕駛員應當在其所飛級別或型別(如有型別)的航空器上通過由局方監察員、局方委任代表或代管人內部經局方批准的飛行檢查員實施的熟練檢查，以確定駕駛員是否具備駕駛該型別或級別航空器的實際能力。熟練檢查的內容包括初始頒發相應的駕駛員執照和等級所需進行的實踐考試中要求的動作和程式。 (c) 實施理論檢查或熟練檢查的人員必須能夠確信，接受檢查的駕駛員已熟練掌握相應的知識、程式和動作，沒有遺留任何可能危及航空器安全的缺陷。 (d) 實施檢查的局方監察員、局方委任代表或代管人內部經局方批准的飛行檢查員負責為通過檢查的駕駛員作出能力證明，並將之記錄在航空器代管人的駕駛員個人記錄中。 (e) 經局方批准後，全部或部分熟練檢查項目可以在飛行模擬機或其他相應的飛行訓練器中完成。對於有飛行模擬機的航空器，航空器代管人應當確保駕駛員每年至少接受一次在飛行模擬機上完成的訓練課程。 第91.969條 客艙乘務員的檢查要求 參加代管航空器運作的客艙乘務員，應當在前12個日曆月內通過由航空器代管人組織的檢查，表明其在下述方面具備足夠的知識和能力： (a) 機長的權力； (b) 處理乘客事務，包括處理神經錯亂的或其行為可能危及安全的乘客時需遵守的程式； (c) 在航空器迫降和緊急撤離時，如需幫助那些需要他人幫助方可快速撤至出口的人員，機組成員的責任和分工； (d) 對乘客所作的安全講解； (e) 手提滅火器與其他緊急設備的位置和使用方法； (f) 客艙中的設備和控制開關的正確使用方法； (g) 乘客氧氣裝置的位置和使用方法； (h) 所有正常和緊急出口的位置和使用方法，包括撤離滑梯和繩索的使用方法； (i) 航空器代管人的運作手冊中規定的，在緊急情況時需他人幫助方可快速撤至出口的人員的就座方法。 第91.971條 關於機組成員檢查的補充規定 (a) 航空器代管人應當嚴格控制機組成員參加本章要求的檢查的週期，檢查應當按照檢查週期在固定的日曆月內完成。對於在要求進行檢查的那個日曆月之前一個或之後一個日曆月內完成檢查的駕駛員，可被視為在所要求的那個日曆月完成了檢查。 (b) 如果參加熟練檢查的駕駛員未能圓滿完成規定的動作，實施檢查的人員可以在實施檢查飛行的同時對該駕駛員進行附加訓練。除了需要重復先前未通過的動作外，檢查人員可以要求該駕駛員重復其他認為有必要實施的動作，以判斷該駕駛員的真實水準。如果參加檢查的駕駛員不能通過檢查，航空器代管人不得允許該駕駛員參加運作，直至其通過下一次同樣的檢查。 第91.973條 對航空器代管人實施人員訓練的基本要求 (a) 航空器代管人應當符合下列關於其人員訓練的基本要求： (1) 訓練大綱的制定、使用和修訂需滿足本章相應條款的要求，確保機組成員、飛行教員、飛行檢查員和經指派擔負危險品運輸和處理職責的人員能得到充分的訓練。訓練大綱應當得到局方的批准。 (2) 為訓練提供足夠的地面訓練設施和飛行訓練設施。 (3) 對於每一型別飛機以及在該飛機型別範圍內的各種改型，提供實施本規則訓練和檢查所需的合適的訓練資料、試題、表格、指南、程式，並使其保持現行有效。 (4) 提供足夠的地面教員、飛行教員、飛行模擬機教員和航空檢查人員，以實施所要求的訓練和檢查。 (b) 對應當進行定期復訓的機組成員，在要求進行訓練的那個日曆月之前一個或之後一個日曆月中完成訓練的，被視為在所要求的那個日曆月中完成了訓練。 (c) 負責每一階段訓練或檢查的每個教員或航空檢查人員，在完成這些訓練或檢查後，應當對訓練或檢查合格的機組成員、飛行教員或航空檢查人員的技術熟練程度和知識水準作出合格證明。這種合格證明應當作為該人員個人記錄的一部分。 (d) 適用於一個以上飛機型別或機組成員位置的訓練科目，如果已在其中某一型別或某一機組成員位置上完成了該訓練科目，則這些科目在以後的訓練中，除定期復訓之外，不需要重復訓練。 (e) 經局方批准後，航空器代管人可以在其按訓練大綱實施的訓練中使用飛行模擬機和飛行訓練器。 (f) 航空器代管人應當為飛行的每個階段建立有效的機組管理方法，包括保證機組成員完成所有適用於機組成員的機組資源管理訓練。 第91.975條 關於人員訓練的特殊規定 (a) 經局方批准後，航空器代管人可以根據訓練合同，使用下列訓練中心為其人員提供本章所要求的訓練、考試和檢查： (1) 按CCAR-121部審定合格的公共航空運輸承運人或其他經局方審定合格的從事公共航空運輸的航空運營人運作的訓練中心； (2) 其他航空器代管人運作的訓練中心； (3) 經局方批准的其他訓練中心。 (b) 本條(a)款所述的訓練中心應當經局方審定合格，並得到局方同意其為其他單位提供訓練服務的批准。訓練中心應當具備符合本章要求的訓練設施、設備和訓練課程，並具有足夠的教員和航空檢查人員，能為航空器代管人提供本章規定的訓練、考試和檢查。 第91.977條 訓練大綱及其修訂的批准 (a) 申請訓練大綱及其修訂的批准時，航空器代管人應當向局方提交按本章要求制訂或修訂的訓練大綱，以及局方要求的相關資料。 (b) 對於符合本章要求的訓練大綱或其修訂，局方以書面形式作出批准後，航空器代管人即可依照該大綱進行訓練。局方在訓練過程中對該訓練大綱的訓練效果作出評估，並指出應當予以糾正的缺陷。 (c) 當局方認為，為了使已經獲得批准的訓練大綱繼續保持良好訓練效果，應當對其作某些修訂時，則航空器代管人在接到局方的通知之後，應當對大綱進行相應的修訂。航空器代管人在接到這種通知後30天之內，可向局方提出重新考慮的請求。在對重新考慮的請求未作出決定的期間，上述局方通知暫停生效。但是，如果局方認為出於安全考慮應當使修訂立即生效，局方可以在向航空器代管人説明原因後，要求其立即對訓練大綱作出修改。 第91.981條 對機組成員的總體訓練要求 (a) 航空器代管人應當制定、使用和修訂駕駛員訓練大綱並得到局方批准，當在運作中使用客艙乘務員時，還應當制定、使用和修訂客艙乘務員訓練大綱並得到局方批准。訓練大綱應當與每個駕駛員和客艙乘務員被指派參加的運作相適應，並且保證駕駛員和客艙乘務員經適當訓練後能夠達到本規則第91.967條至第91.971條中對理論知識和飛行技能的要求。 (b) 機組成員在參加運作前12個日曆月內，應當針對所飛航空器的型別或級別、該成員在航空器上的職位和運作的實際情況，按照訓練大綱完成首次訓練或定期復訓，否則不得作為機組必需成員參加實際飛行。 (c) 航空器代管人應當根據機組成員的具體任務，在訓練大綱中為其提供下列地面訓練： (1) 對於新招聘的機組成員，提供至少包括下列內容的基礎教育地面訓練： (i) 機組成員的職責； (ii) 中國民用航空規章的相應內容； (iii) 航空器代管人的運作規範中的內容； (iv) 航空器代管人的運作手冊中的相應部分。 (2) 按照適用情況，本規則第91.987條和第91.989條規定的地面訓練。 (3) 本規則第91.983條規定的應急生存訓練。 (d) 訓練大綱中應當按照適用情況，為機組成員提供本規則91.987(b)款規定的飛行訓練。 (e) 訓練大綱中應當提供本規則第91.991條規定的定期復訓地面和飛行訓練。 (f) 航空器代管人應當為參訓的駕駛員和客艙乘務員提供適應實際運作的現行有效的學習材料。 (g) 除本條以上規定的訓練內容外，航空器代管人應當根據本單位的具體情況，在訓練大綱中增加必要的地面和飛行訓練內容，以確保每一機組成員達到下列要求： (1) 對於所服務的每架航空器、每個機組成員工作位置、每種運作，持續保持充分的訓練和近期熟練水準； (2) 對新的設備、設施、程式和技術，包括對航空器的改裝，具有合格的知識和技術水準。 第91.983條 機組成員的應急生存訓練 (a) 機組必需成員應當針對所飛飛機的型別、佈局及所實施的每種運作，完成本條規定的應急生存訓練。 (b) 應急生存訓練應當包括下列內容： (1) 講解應急工作的任務分派和程式，包括機組成員之間的協調配合。 (2) 逐個講解下列應急設備的所在位置、功能和使用方法： (i) 用於水上迫降和撤離的設備； (ii) 急救設備； (iii) 手提滅火瓶，重點是適用不同類型失火的滅火瓶型號； (3) 講解緊急情況的處理，包括下列內容： (i) 急劇釋壓； (ii) 空中或地面的失火和煙霧控製程序，重點是找到客艙區域（包括所有廚房、服務艙、升降機、盥洗室和放置電影螢幕處）內的電氣設備和相關的斷路器； (iii) 水上迫降或其他形式的撤離，包括在緊急情況下，撤離那些需要由別人幫助才能迅速撤至某一齣口的人員； (iv) 乘客或機組人員生病、受傷等非正常情況的處置； (v) 劫機和其他非法干擾情況的處理。 (4) 回顧和討論以前與實際緊急情況有關的飛行事故和事件。 (c) 每一個機組成員應當使用適當的應急設備和程式進行以下幾種應急演練。但對於某些特定的演練，如果局方通過機組成員的演示發現其已經得到足夠的訓練，則可以同意其免除這些演練： (1) 當適用時，水上迫降； (2) 緊急撤離； (3) 滅火和煙霧控制； (4) 操作和使用緊急出口，包括在適用時，展開和使用撤離滑梯； (5) 機組和乘客氧氣的使用方法； (6) 當適用時，從航空器上放下救生筏，充氣，使用救生繩索，以及乘客和機組的登筏； (7) 救生衣的穿戴和充氣，以及在適用時，其他漂浮裝置的使用。 (d) 在7600米(25000英尺)以上高度的飛行中服務的機組成員，應當通過教學了解以下知識： (1) 呼吸原理； (2) 生理組織缺氧； (3) 高空不供氧情況下的有知覺持續時間； (4) 氣體膨脹； (5) 氣泡的形成； (6) 減壓的物理現象和事件。 第91.985條 危險品識別訓練 航空器代管人的駕駛員應當接受識別危險品的訓練，否則不得進行任何分派、運送和處理國際民用航空公約附件18《危險品的安全航空運輸》中列明的危險品的工作。 第91.987條 駕駛員訓練內容 (a) 駕駛員訓練中的地面訓練，至少應當包括適用於其指定職位的下列內容： (1) 一般科目，包括下列內容： (i) 航空器代管人的飛行定位程式； (ii) 確定重量與平衡、起飛與著陸跑道限制的基本原則與方法； (iii) 足夠的氣象學知識，以保證掌握有關天氣現象的實用知識，包括鋒面系統、結冰、霧、雷暴及各種高空氣象情況的原理； (iv) 空中交通管制系統、程式和用語； (v) 導航和導航設備的使用，包括儀錶進近程式； (vi) 正常和應急通信程式； (vii) 下降到決斷高度（DA）/決斷高（DH）或最低下降高度（MDA）/最低下降高（MDH）之前，以及在其後下降過程中的目視參考； (viii) 對於噴氣飛機，噴氣發動機的工作原理及使用特點，高速空氣動力學和現代大型客機的操縱特性，包括噴氣飛機失速、飄擺原理及其改出方法； (ix) 機組資源管理； (x) 確保其勝任工作所必需講授的其他內容。 (2) 對於每一航空器型別，應講授下列內容： (i) 一般介紹； (ii) 性能特徵； (iii) 發動機和螺旋槳； (iv) 主要部件； (v) 飛機主要系統（如飛行操縱、電氣、液壓）和其他有關的系統； (vi) 正常、非正常和應急操作的原則以及相應的程式和限制； (vii) 識別和避開危險天氣的程式，包括意外遭遇危險天氣時（包括低空風切變）從中脫離的程式，以及靠近雷暴或穿越雷暴區（包括最佳穿越高度）、顛簸（包括晴空顛簸）、結冰、冰雹和其他危險天氣環境中的操作程式； (viii) 使用限制； (ix) 燃油消耗和巡航控制； (x) 飛行的計劃； (xi) 每一正常和應急程式； (xii) 經批准的飛行手冊。 (b) 駕駛員的的飛行訓練，應當包含CCAR-61部對初始頒發相應的駕駛員執照和等級所要求的實踐考試中要求的動作和程式，對這些動作和程式的描述應當包括在航空器代管人經批准訓練大綱的訓練課程中。飛行訓練應當在實際飛行中完成。但經局方批准後，也可以在飛行模擬機或適當的飛行訓練器上完成全部或部分飛行訓練科目。 第91.989條 客艙乘務員訓練內容 客艙乘務員訓練只包含地面訓練，該訓練應當至少包括下列內容： (a) 一般課目，包括下列內容： (1) 機長的權力； (2) 處理乘客事務，包括處理神經錯亂的或其行為可能危及安全的乘客時需遵守的程式； (b) 對於每一航空器型別，包括下列內容： (1) 關於航空器的一般介紹，應著重介紹與實施水上迫降、緊急撤離、飛行中的應急程式和其他相關職責相關的物理特性； (2) 客艙廣播系統的使用以及與其他飛行機組成員之間的聯繫方法，包括出現劫機或其他非法干擾時的應急聯絡方法； (3) 廚房電器設備和客艙加溫、通風設備的正確使用。 第91.991條 復訓的訓練內容 (a) 航空器代管人應當為每一機組成員提供定期復訓，保證其在所飛航空器和機組成員工作位置上獲得充分訓練並保持熟練水準。 (b) 機組成員的定期復訓地面訓練課程應當至少包括下列內容： (1) 一次問答或其他形式的考查，以確認機組成員對所飛航空器和工作位置的了解； (2) 根據需要，包括本規則第91.987條要求的地面訓練課程中的適當內容。 (c) 定期復訓的飛行訓練課程中，應當包含CCAR-61部對初始頒發相應的駕駛員執照和等級所要求的實踐考試中要求的動作和程式。 (d) 本規則第91.967條中要求的駕駛員理論檢查和熟練檢查可以代替駕駛員的定期復訓。 第91.993條 最低設備清單和批准函 最低設備清單、批准函、簽派偏離指南、保留項目清單或其他適用於代管航空器的批准文件應當頒發給代表航空器所有權人的航空器代管人。只要某一航空器持續使用航空器代管人的代管服務，則最低設備清單、批准函、簽派偏離指南，保留項目清單等文件不得因為航空器所有者的改變受到影響。 L章 大型和渦輪動力多發動機飛機 第91.1001條 適用範圍 (a) 在中華人民共和國國籍登記的大型和渦輪動力多發民用飛機的運營人除應當遵守本規則其他章適用的條款外，還應當遵守本章的規定。本章的運作規則不適用於按照CCAR-121部和其他公共運輸運作規章實施的運作。 (b) 在不涉及公共航空運輸時，按照CCAR-121部和其他公共運輸運作規章實施運作的運營人可按照本章規則實施下列運作： (1) 調機或訓練飛行； (2) 航空作業飛行，如航空攝影、航空測量或管道巡邏等，但不包括農林噴灑作業飛行； (3) 向客戶進行不收費（除本條(d)款規定的費用外）的飛機演示飛行； (4) 飛機運營人為其個人或者客人實施的不收取任何費用和報酬的運輸飛行； (5) 由於業務需要，載運本公司或其母公司、子公司的人員、客人和財物的飛行，運載的收費不超過該飛機的運作成本。當載運的客人與該公司業務無關時，不對客人收取任何費用； (6) 在按本條(c)款所定義的時間分享協議、交換協議或者共同所有權協議下運營的飛機上載運公司人員和客人； (7) 在飛機上載運運動隊、體育團體、合唱團或者具有共同目的類似團體，該項載運不收取任何收費和報酬； (c) 在本條中使用下列定義： (1) “時間分享協議”是指一個人將其飛機連同飛行機組租給另一個人的一種協議，此協議下進行的飛行不收取本條(d)款規定之外的費用； (2) “交換協議”指一個人將其飛機租給另一個人，換取相等地使用另一個人的飛機的時間的一種協議，並且除收取不超過運作這兩架飛機的成本差額的費用外，不另收費； (3) “共同所有權協議”指飛機的共同所有者之一雇用和提供該飛機的飛行機組，並且每一個共同所有者按協議交付規定份額費用的一種協議。 (d) 對於本條(b)(3)和(c)(1)款准許的運輸，可以收取該次飛行的下列費用： (1) 燃油、滑油和其他輔助添加劑。 (2) 機組成員的旅行費用，包括食宿和地面運輸。 (3) 在飛機運作基地以外的機庫和停留費用。 (4) 該次飛行的保險費用。 (5) 航路費、起降費、機場費以及類似的費用。 (6) 海關費、外國的準入費以及與該次飛行直接有關的類似費用。 (7) 飛行中的食物和飲料費用。 (8) 乘客的地面運輸費用。 (9) 制定飛行計劃和氣象合同服務費用。 (10) 等於本條(d)(1)款中所列花費的100%的附加費用。 第91.1003條 飛行設備和運作資料 (a) 飛機的機長應當確保下列設備和航行圖表及資料放置在飛行機組成員在其值勤位置上易於取用的位置上： (1) 工作良好的手電筒或等效的照明設備。 (2) 包含本條(b)款要求程式的駕駛艙檢查單。 (3) 相關的航行圖表。 (4) 對於儀錶飛行規則、雲上目視飛行規則或夜間的運作，有關航路、終端區和進近的圖表。 (5) 多發動機飛機一發停車時的爬升性能數據。 (b) 飛行機組成員在操作飛機時應當使用駕駛艙檢查單，該檢查單應當包括下列程式： (1) 發動機起動前。 (2) 起飛前。 (3) 巡航。 (4) 著陸前。 (5) 著陸後。 (6) 發動機關車。 (7) 各種緊急情況。 (c) 本條(b)(7)款要求的駕駛艙應急檢查單應當根據適用情況包括下列程式： (1) 燃油、液壓、電氣和機械系統的應急操作。 (2) 儀錶和操縱裝置的應急操作。 (3) 發動機失效後的程式。 (4) 安全所需的任何其他程式。 (d) 機長和飛行機組其他成員應當正確使用本條規定的設備、圖表和資料。 第91.1005條 熟悉操作限制和應急設備 (a) 機長在飛行前應當熟悉該飛機的飛機飛行手冊(如果該飛機要求具備)、標牌、清單、儀錶標誌（包括91.11(b)款中規定的材料）所包含的局方為該飛機規定的每個操作限制。 (b) 每個機組必需成員在飛行前應當按照其擔負的職責，熟悉飛機上相應的應急設備和在緊急情況下使用該設備的程式。 第91.1007條 雲上或夜間目視飛行規則運作的設備要求 按照雲上或夜間目視飛行規則實施運作的飛機，應當按照91.403(d)款的規定在該飛機上裝備儀錶飛行規則運作所必需的儀錶和設備，對於夜間運作還應當安裝著陸燈。所需的每個儀錶和設備應當處於良好的工作狀態。 第91.1009條 跨水運作的救生設備 (a) 駕駛飛機在離最近海岸超過93千米（50海裏）的水面上空飛行時，應當在該飛機上為每一乘員裝備救生衣或經批准的漂浮裝置。 (b) 駕駛飛機在離最近海岸超過186千米（100海裏）或超過30分鐘飛行時間的水面上空飛行時，應當在機上裝備下列救生設備： (1) 為該飛機的每個乘員配備裝有經批准的救生定位燈的救生衣。 (2) 額定容量和浮力能夠容納全部飛機乘員的足夠數量的救生筏，每只救生筏上裝有經批准的救生定位燈。 (3) 每只救生筏上至少裝有一個煙火信號裝置。 (4) 一台防水、自浮、攜帶型應急無線電信號裝置，它可以在一個或幾個適用的應急頻率上進行發射，並且其工作不依賴於飛機電源。 (5) 按CCAR-25部25.1411(g)款要求存放的救生索。 (c) 所需的救生筏、救生衣和信號裝置應當裝在有明顯標誌且在水上迫降時易於迅速取用的位置。 (d) 所需的每只救生筏應當配備與所飛航線相適應的救生包。 第91.1011條 跨水運作中使用的無線電設備 (a) 除本條(c)和(d)款規定外，駕駛飛機在離最近海岸超過186千米（100海裏）或超過30分鐘飛行時間的水面上空飛行時，飛機上應當裝備下列工作良好的無線電設備： (1) 與地面設施相對應的下列無線電通信設備，能夠在航路上任何地方，至少可與一個地面站建立雙向通信聯繫： (i) 兩台發射機。 (ii) 兩個話筒。 (iii) 兩付耳機或一付耳機和一個揚聲器。 (iv) 兩台獨立的接收機。 (2) 適當的電子導航設備，包括至少兩台獨立的電子導航裝置，能夠向駕駛員提供空中交通管制指定空域內導航所需的資訊。但是一台可以同時接收通信和所需導航信號的接收機，可以用來代替一台獨立的通信接收機和一台獨立的導航信號接收機。 (b) 對於本條(a)(1)(iv)和(a)(2)款的接收機或電子導航設備，如果其任何部分的功能都不依賴於另一台接收機或電子導航設備，則認為其是獨立的。 (c) 如果本條(a)(1)(i)至(iv)和(a)(2)款中要求的雙套無線電通信和導航設備不超過一套設備發生故障或不能工作，飛機仍可從不能修理或更換零部件的地點飛到能夠修理或更換零部件的地點，但不允許載運旅客。 (d) 當在航路上需要甚高頻和高頻兩種通信設備，並且飛機上有供通信用的兩台甚高頻發射機和兩台甚高頻接收機時，則只要求一台高頻發射機和一台高頻接收機。 第91.1013條 應急設備 (a) 任何人不得運作沒有裝備本條所列應急設備的飛機。 (b) 本條要求的每項應急設備應當符合下列要求： (1) 按照第91.309進行檢查，確保其處於良好的隨時可用狀態； (2) 易於機組成員隨時取用； (3) 清楚地標明其使用方法； (4) 如果裝在隔艙或容器內，應當在隔艙或容器上標明其所裝設備和上一次檢查日期。 (c) 在駕駛艙、客艙和貨艙內，應當按照下列要求配備手提滅火器： (1) 滅火劑的類型和數量應當適用於預計使用該滅火器的艙內可能發生的火災的種類。 (2) 駕駛艙內或駕駛艙附近應當裝備至少一個手提滅火器，並應放置在飛行機組成員易於取用的位置。 (3) 容納7至30名乘客的每架飛機的客艙內，應當在便於取用的適當地點配備至少一個滅火器；容納多於30名乘客的每架飛機的客艙內，應當在便於取用的適當地點配備至少兩個滅火器。 (4) 手提滅火器應當恰當地固定，以免妨礙飛機的安全運作或對機組成員和乘客的安全産生不利影響。手提滅火器還應當存放在易於取用的位置，如果存放位置不是明顯可見，則應當有明顯的指示標誌。 (d) 應當配備急救箱，用於處理飛行期間或小事故中可能發生的人員傷害。 (e) 容納19名（不含）以上乘客的飛機應當配備應急斧。 (f) 載客飛機應當按照下列要求配備由電池供電的攜帶型擴音器，並且方便負責指導緊急撤離的機組成員取用： (1) 旅客座位數在61座至99座之間的飛機應當配備一個擴音器，放置在客艙最後部位飛行乘務員在正常座位上易於取用的位置，但是，如果局方認為放置在其他部位更有利於緊急狀態下人員的撤離，則可批准偏離本款的要求。 (2) 旅客座位數大於99座的飛機，在客艙前端和最後部位乘務員在正常座位易於取用的位置各放置一個擴音器。 第91.1015條 飛行高度規則 (a) 儘管本規則第91.119條已有規定，但是除本條(b)款規定外，按本章運作的飛機在實施目視飛行規則運作時還應當遵守下列規定： (1) 對於晝間運作，不得低於離地面高度300米(1000英尺)，或者距任何山地、丘陵或其他障礙物距離小于300米(1000英尺)； (2) 對於夜間運作，不得低於本規則第91.177中規定的高度。 (b) 本條不適用於下列情況： (1) 飛機處於起飛或著陸階段； (2) 按照本規則P章的規定，被批准偏離本條要求而使用更低的高度； (3) 按照本規則第91.157條的規定，使用特殊目視飛行規則天氣最低標準，並獲得空中交通管制的許可。 第91.1017條 乘客資訊 (a) 除本條(b)款規定外，載運乘客的飛機應當裝備乘客和客艙乘務員清晰可見的禁止吸煙和繫緊安全帶的信號燈。信號燈的設計應當便於飛行機組成員接通和關斷。飛機在地面移動期間、每次起飛、每次著陸以及機長認為必要時，應當接通信號燈。 (b) 對於根據其他規章的適用要求可不安裝本條(a)款規定的信號燈的飛機，機長應當確保乘客在每次需要繫緊安全帶或禁止吸煙時，得到口頭通知。 (c) 如果安裝有信號燈，則任何乘客或機組人員不得在“禁止吸煙”信號燈亮時吸煙。任何人不得在廁所內吸煙。 (d) 按照91.107(a)(3)款要求佔有座位或鋪位的每位乘客，在“繫緊安全帶”信號燈亮時，應當繫緊安全帶。 (e) 每位乘客應當服從機組成員依據本條(b)、(c)和(d)款要求而給予的指令。 第91.1019條 對乘客的安全簡介 (a) 每次起飛前，載運乘客飛機的機長應當確保所有乘客已經得到下列方面的口頭簡介： (1) 何時、何地和在何種情況下禁止吸煙。該簡介應當包含如下申明：中國民用航空規章要求乘客遵守信號燈和標牌給出的禁止吸煙信號，禁止在廁所內吸煙，並聽從機組成員的相關指令； (2) 何時、何地和在何種情況下應當繫緊安全帶和肩帶(如配備)。該簡介應當包括如下申明：中國民用航空規章要求乘客遵守信號燈給出的繫緊安全帶的信號，並聽從機組成員的相關指令； (3) 乘客登機門和應急出口的位置和打開的方法； (4) 救生設備的位置； (5) 本規則第91.1009條對跨水飛行要求的漂浮裝置的使用和迫降程式； (6) 飛機上氧氣設備的正常和應急使用方法。 (b) 本條(a)款所要求的口頭簡介應當由機長或其他機組成員進行，但如機長確定乘客熟悉簡介內容，則可以不做簡介。可用印製的卡片供乘客使用，以補充口頭簡介。卡片內容包括： (1) 應急出口的圖示和使用方法； (2) 使用應急設備的其他必要説明。 (c) 本條(b)款要求的卡片應當放置在乘客方便使用的位置，並且只能包括使用該卡片的飛機型號的有關資料。 第91.1021條 肩帶 (a) 型號合格審定為運輸類的飛機應當在駕駛艙內每個座位上配備符合CCAR-25部25.785條要求的組合式安全帶和肩帶裝置。 (b) 型號合格審定為運輸類的飛機應當在客艙內所需的每個乘務員的座位上配備符合CCAR-25部25.785條要求的組合式安全帶和肩帶裝置。 第91.1023條 手提行李 對於旅客座位數19座（不含）以上的飛機，乘客的行李只能放置在下列位置： (a) 合適的行李艙或貨艙內，或者按照本規則第91.1025條規定存放； (b) 乘客的座椅下方，但應當保證飛機受到碰撞時，在CCAR-25部25.561(b)(3)款規定的極限慣性力或側向力作用下，所放行李不會向前滑動或橫向移動。 第91.1025條 裝載貨物 (a) 機長應當確保在飛機上的每件貨物以下列方式之一裝載： (1) 裝載在飛機內經批准的貨架、貨箱或貨艙內； (2) 以局方批准的方式固定在飛機內； (3) 以滿足下列全部要求的方式裝載在客艙內： (i) 用安全帶或其他有足夠強度的係留裝置予以固定，在正常可預見的飛行與地麵條件下不會産生移動。 (ii) 對貨物進行包裝或遮蓋，以避免傷害乘客。 (iii) 貨物重量不超過座椅或地板結構的載荷限制。 (iv) 貨物不能放在妨礙通達或使用應急出口和正常出口的位置，或者妨礙使用駕駛艙和客艙之間過道的位置。 (v) 貨物不能放置在就座乘客的正上方。 (b) 如果裝載貨物的貨艙在設計上要求飛行機組成員在飛行中發生火災時進入貨艙滅火，則貨物的 裝載應當保證機組成員能夠使用手提式滅火器將滅火劑噴射到貨艙所有部位。 第91.1027條 結冰條件下的運作 (a) 在下列情況下，駕駛員不得駕駛飛機起飛： (1) 霜、雪或冰粘附在螺旋槳、風檔或動力裝置上，或者粘附在空速、高度、升降率或飛行姿態儀錶系統的機外部件上； (2) 霜、雪或冰粘附在機翼、安定面或操縱面上。 (b) 除了具有符合運輸類飛機型號合格審定要求或其他有關規定的防冰裝置的飛機外，任何駕駛員不得： (1) 按照儀錶飛行規則飛入已知或預報的中度結冰區域； (2) 按照目視飛行規則飛入已知的輕度或中度結冰區域，除非該飛機具有工作良好的除冰或防冰設備，能夠保護螺旋槳、風檔、機翼、安定面或操縱面以及空速、高度、升降率或飛行姿態儀錶系統的機外部件。 (c) 除了具有符合運輸類飛機型號合格審定要求或其他有關規定的防冰裝置的飛機外，任何駕駛員不得駕駛飛機進入已知或預報的嚴重結冰區域。 (d) 如果機長所依靠的現行天氣報告和簡介資料表明，預報禁止飛行的結冰條件因天氣條件的變化在飛行期間將不存在，則本條(b)和(c)款基於預報條件的限制不再適用。 第91.1029條 飛行機械員的要求 (a) 對於型號合格審定要求配備飛行機械員的飛機，如果飛機上沒有持有現行飛行機械員執照的飛行機組成員，則不能運作該飛機。 (b) 飛機上擔任飛行機械員的人員應當在前6個日曆月內，在該型別飛機上至少擔任飛行機械員飛行了50小時，或者局方在該型別飛機上對其進行了檢查，並且認為其熟悉且掌握了所有現行重要資訊和操作程式。 第91.1031條 對副駕駛的要求 (a) 除本條(b)款規定外，下列飛機實施運作時應當配備副駕駛： (1) 型號合格審定要求兩名駕駛員的所有飛機。 (2) 所有大型飛機，但是，如果飛機型號合格審定要求一名駕駛員，並且通過了以一名駕駛員實施運作的合格審定，則可不配備副駕駛運作該飛機。 (3) 所有通勤類飛機，但是，如果飛機的旅客座位佈局（除駕駛員座位外）為9座（含）以下，且型號合格審定要求一名駕駛員，則可不配備副駕駛員運作該飛機。 (b) 如果飛機設計成只有一個駕駛員位置並且取得了型號合格證，則局方可批准不符合本條(a)款要求的此類飛機實施運作。該批准應當包括局方認為安全運作所必需的任何條件。 (c) 擔任本條要求的副駕駛的人員應當具備CCAR-61部中規定的副駕駛資格。 第91.1033條 對乘務員的要求 (a) 按本章規則運作的飛機應當按照下列要求配備乘務員： (1) 對於機上乘客數量為20至50名的飛機，配備一名乘務員。 (2) 對於機上乘客數量為51至100名的飛機，配備兩名乘務員。 (3) 對於機上乘客數量超過100名的飛機，在配備兩名乘務員的基礎上按每增加50名乘客數量增加一名乘務員的方法配備，不足50的余數部分按50計算。 (b) 擔任本條(a)款要求的乘務員，應當向機長演示其熟悉在緊急情況下或者應急撤離時需要履行的職責，並且能夠使用機上應急設備。 第91.1035條 飛機地面移動、起飛、著陸期間食品、飲料及旅客服務設施的固定 (a) 當處於下列情形之一時，運營人不得使飛機在地面移動、起飛和著陸： (1) 乘客座位上放有飛機運營人提供的食品、飲料或食具時；。 (2) 在每個乘客的食品和飲料盤及每個椅背餐桌均被固定在其收藏位置之前； (3) 在每個乘客服務車被固定在其收藏位置之前； (4) 在每個可伸展至過道的電影螢幕被收上之前。 (b) 每個乘客均應當遵守乘務員按本條規定提出的要求。 第91.1037條 運營人的記錄保存 (a) 對於運作大型和渦輪多發飛機的運營人，除應當遵守本規則第91.721條或第91.819條的規定外，還需在其主運作基地或其他經局方批准的地點存放本條規定的記錄，並能隨時提供給局方檢查。 (b) 當運營人使用乘務員參加運作時，應當為其建立個人記錄，記錄的內容包括乘務員的姓名和所接受訓練的日期、內容和結果。該項記錄應當保存至少12個日曆月，如果使用的乘務員不再參與該運營人的運作，該記錄應當從該乘務員退出運作之日起保存至少12個日曆月。 (c) 在飛機起飛前，運營人應當制定裝載艙單，並對其準確性負責。機長在收到並核實裝載艙單後方可起飛。艙單應當包括下列內容： (1) 乘客人數； (2) 裝載後飛機的總重； (3) 該次飛行的最大允許起飛重量； (4) 重心限制； (5) 裝載後的飛機重心，但如果飛機根據裝載表或其他經局方批准的方法進行裝載，能夠確保裝載後的飛機重心不會超出批准的限制，則不需要計算真正的重心。在該種情況下，需在艙單上註明，根據裝載表或其他經批准的方法，該飛機的重心在限制之內； (6) 飛機的登記號； (7) 本次飛行的始發地和目的地； (8) 機組成員的姓名及其機組職位。 (d) 飛機的機長應當將一份按本條(c)款制定的完整艙單隨飛機攜帶至目的地。運營人應當在其主運作基地或另一局方同意的地點保留艙單至少30個日曆日。 (e) 上述記錄可以用書面形式或局方可接受的其他形式保存。 第91.1039條 飛行定位要求 (a) 大型和渦輪動力多發飛機的運營人應當建立並使用飛機排班和放行系統。 (b) 運營人應當按照下列要求建立一套確定運作中航空器位置的系統： (1) 該系統至少能夠為運營人提供目視飛行規則飛行計劃所要求的資訊； (2) 如果飛機失蹤或未能按預達時間到達目的地，能及時通知局方或相關搜尋救援機構； (3) 如果在無法保持通信聯絡的偏遠地區實施飛行，該系統能向運營人提供重新建立無線電或電話通信聯絡的地點、日期和預計時間。 (c) 有關飛行定位資料應當存放在運營人的主運作基地或運營人指定的其他地方，直至飛行結束。 M章 農林噴灑作業飛行 第91.1101條 適用範圍 (a) 使用民用航空器在中華人民共和國境內實施農林噴灑作業飛行，除應遵守本規則其他章中的適用條款外，還應當遵守本章的規定。 (b) 進行農林噴灑作業飛行的商業非運輸運營人、私用大型航空器運營人和航空器代管人，應當按照本規則H章、J章或K章的要求，在其運作合格證或運作規範中得到局方允許其進行農林噴灑作業飛行的運作種類批准，進行農林噴灑作業的其他運營人應當獲得局方的批准。 (c) 按照本章的規定使用帶有機外噴灑設備的旋翼機實施農林噴灑作業飛行時，無需符合本規則N章的規定。對於已經得到局方頒發的農林噴灑作業飛行運作種類批准的商業非運輸運營人和私用大型航空器運營人，無需得到局方頒發的旋翼機機外載荷作業飛行的運作種類批准，即可使用帶有外挂噴灑設備的旋翼機實施農林噴灑作業飛行。 (d) 按照本規則N章的規定使用帶有機外載荷設備的旋翼機進行森林滅火作業飛行時，無需符合本章的規定。對於已經得到局方頒發的旋翼機機外載荷作業飛行運作種類批准的商業非運輸運營人、私用大型航空器運營人或航空器代管人，無需得到局方頒發的農林噴灑作業飛行運作種類批准，即可使用帶有機外載荷設備的旋翼機實施森林滅火作業飛行。 (e) 本章農林噴灑作業飛行是指航空器進行下述飛行： (1) 噴灑農藥； (2) 噴灑用於作物養料、土壤處理、作物生命繁殖或蟲害控制的任何其他物質； (3) 從事直接影響農業、園藝或森林保護的噴灑任務，但不包括播撒活的昆蟲。 其中農藥是指用於預防、消滅、抑制或減輕農業部門宣佈為有害的任何昆蟲、嚙齒類動物、線蟲類動物、黴菌、雜草和其他形式的植物或生物或病毒的任何物質或混合物（但不包括人和動物身上或體內的病毒），或任何用作為作物調節劑、除葉劑或乾燥劑的物質或混合物。 第91.1103條 人員要求 (a) 運營人指定的作業負責人（可為運營人本人）應當接受下列知識和技術的考試，當所實施的農林噴灑作業飛行不包括藥品噴灑作業時，考試內容可不包括本條(a)(1)(ii)至(iv)款所規定的知識： (1) 理論知識： (i) 開始作業飛行前應當完成的工作步驟，包括作業區的勘察； (ii) 安全處理有毒藥品的知識及要領和正確處理使用過的有毒藥品容器的方法； (iii) 農藥與化學藥品對植物、動物和人員的影響和作用，重點在計劃運作中常用的藥物以及使用有毒藥品時應當採取的預防措施； (iv) 人體在中毒後的主要症狀，應當採取的緊急措施和醫療機構的位置； (v) 所用航空器的飛行性能和操作限制； (vi) 安全飛行和作業程式。 (2) 飛行技能，以航空器的最大起飛全重完成下列操作動作： (i) 在短跑道或鬆軟跑道起飛(僅對飛機和自轉旋翼機)； (ii) 飛至作業區； (iii) 進入噴灑作業； (iv) 作業線飛行； (v) 拉升轉彎； (vi) 旋翼機快速減速。 (b) 運營人應當確保實施農林噴灑作業飛行的每一人員明確自己在作業飛行中的任務和職責。 (c) 實施農林噴灑作業飛行的民用航空器機長應當持有適合於其所飛航空器和所實施的作業飛行的執照和等級，並且應當符合本條(a)款中關於理論知識和飛行技能的要求。作業負責人應當保證航空器機長符合本條(a)款的要求。航空器機長在首次執行農林噴灑作業飛行任務之前，應當向作業負責人演示其為符合本條(a)款要求所具備的能力，但當作業負責人得到了該機長以往的作業飛行記錄，了解到該機長在安全作業飛行方面和噴灑農藥或化學藥劑方面不存在技能問題時，可不要求該機長進行知識和技能的演示。 第91.1105條 航空器要求 進行農林噴灑作業飛行的航空器應當滿足下列要求： (a) 裝備農林噴灑作業設備並通過適航審定，處於適航狀態； (b) 為每一駕駛員裝備合適可用的肩帶。 第91.1107條 私用農林噴灑作業飛行的限制 實施私用農林噴灑作業飛行應當遵守下列限制： (a) 不得為取酬而運作； (b) 不得在人口稠密區上空作業； (c) 除非得到允許，不得在其他人員或單位擁有、支配或管理的財産或土地上空作業。 第91.1109條 噴灑限制 實施噴灑作業時，應當採取適當措施，避免噴灑的物體對地面的人員和財産安全造成危害。 第91.1111條 安全帶和肩帶的使用 按本章進行農林噴灑作業飛行的駕駛員應當係好安全帶和肩帶，但當肩帶的使用影響該員履行作業飛行的職責時可不受上述限制。 第91.1113條 偏離機場起落航線的飛行 對於農林噴灑作業飛行的航空器，機長在取得管制塔臺同意後，可以偏離該機場正常起落航線進行起飛和著陸，但是應當避讓該機場正常飛行的航空器。 第91.1115條 在非人口稠密區的作業飛行 在非人口稠密區實施農林噴灑作業飛行時，當航空器機長確認作業飛行不會對地面人員和財産造成危害時，可以駕駛航空器進行低於離地高度150米，或接近人員、船隻、車輛和建築物少於150米的飛行。 第91.1117條 在人口稠密區的作業飛行 (a) 只有滿足下列條件時，航空器機長方可駕駛航空器以農林噴灑作業所需的飛行高度在人口稠密區上空進行農林噴灑作業飛行： (1) 對地面人員和財産的安全採取了足夠的保護措施； (2) 符合本條(b)款的要求。 (b) 在人口稠密區上空進行農林噴灑作業飛行應當符合下列要求： (1) 應當取得作業飛行區域的政府部門的書面批准； (2) 通過有效的方式，如報紙、電視或電臺等，向公眾發出作業飛行通知； (3) 應當向對作業區域有管轄權的地方飛行標準部門遞交完整的作業飛行計劃並獲得批准。該計劃應當包括障礙物對飛行的影響、航空器緊急降落能力和與空中交通管制的協調等方面內容； (4) 單發航空器應當遵守下列規定： (i) 除旋翼機外，任何人不得在人口稠密區上空做載重起飛和拉升轉彎； (ii) 除實際噴灑作業（包括進入和離開作業區）需要外，在人口稠密區上空不得低於第91.119(b)款規定的飛行高度飛行； (iii) 在人口稠密區上空作業飛行（包括進入和離開作業區）時應當保持適當的航跡和高度，使航空器在應急著陸時不會危及地面人員和財産安全。 (5) 多發航空器應當遵守下列規定： (i) 在人口稠密地區駕駛多發飛機起飛時應當符合下述條件，在該條件下，當飛機以所有發動機工作在正常起飛功率起飛時，從起飛開始到某一時刻的任何一點，都能使飛機在跑道的有效長度之內完全停止，如加速─停止距離數據所證明。上述某一時刻是指飛機到達105％的一台關鍵發動機停車最小操縱速度，或者115％的起飛形態無動力失速速度，兩者中較大者這一時刻。為滿足上述要求，起飛數據可以基於靜風條件，並且在跑道上坡坡度小于1％（含）時，可以不作修正。此處跑道坡度是指跑道兩端標高的差值除以跑道總長度所得的值。當跑道上坡坡度超過1％時，跑道的有效長度應當按每1％的上坡坡度減少20％計算。 (ii) 在人口稠密地區駕駛多發飛機起飛時的重量不得大於下述重量，在該重量下，當一台關鍵發動機失效時，在高於作業地區最高地面或最高障礙物之上至少300米（1000英尺），或修正海平面氣壓高度1500米（5000英尺），兩者中取大值，還能以至少0.254米/秒（50英尺/分）的上升率上升。在進行上述計算時，可以假定失效發動機的螺旋槳處於最小阻力位置，襟翼和起落架處在最有利位置，失效之外的其他發動機以可用的最大連續功率工作。 (iii) 除進行實際噴灑作業（包括拉升轉彎、進入和離開作業區）的需要外，任何人不得操作多發航空器在人口稠密地區上空以低於第91.119(b)款規定的高度飛行。 第91.1119條 對在人口稠密區上空作業飛行的駕駛員和航空器的要求 (a) 在人口稠密區上空實施作業飛行的駕駛員和航空器應當滿足本條的要求。 (b) 航空器的機長應當至少具備以下飛行經歷： (1) 在該型號航空器上作為機長已至少飛行25小時，其中至少10小時飛行時間是在前12個日曆月內獲得的； (2) 已有100小時作為機長實施噴灑作業的飛行經歷。 (c) 除旋翼機之外的航空器，應當裝備可以在45秒內將最大裝載量的農用物質至少釋放一半的設備。如果航空器裝備了料箱或漏斗的整體釋放裝置，還應當安裝防止駕駛員或其他機組成員無意將料箱或漏斗釋放的預防裝置。 第91.1121條 商業非運輸運營人的記錄保存 實施農林噴灑作業的商業非運輸運營人應當在其主運作基地保存關於下列內容的記錄： (a) 服務對象的名稱和地址； (b) 服務日期； (c) 每次作業飛行所噴灑物質的量和名稱； (d) 每位執行農林噴灑作業飛行任務的駕駛員的姓名、地址和執照編號，及其按本規則第91.1103(a)款的要求通過知識和技術檢查的日期。 N章 旋翼機機外載荷作業飛行 第91.1201條 適用範圍 (a) 本章規定了對實施機外載荷運作的旋翼機的特殊適航審定要求和對旋翼機機外載荷作業飛行的運作要求。使用旋翼機在中華人民共和國境內實施機外載荷作業飛行，除應遵守本規則其他章中的適用條款外，還應當遵守本章的規定。 (b) 進行旋翼機機外載荷作業飛行的商業非運輸運營人、私用大型航空器運營人和航空器代管人，應當按照本規則H章、J章或K章的要求，在其運作合格證或運作規範中得到局方允許其進行旋翼機機外載荷作業飛行的運作種類批准。此外，還應當根據第91.1217、第91.1221、第91.1223條要求，在其運作規範中取得局方對旋翼機/載荷組合級別的批准。進行旋翼機機外載荷作業運作的的其他運營人應當獲得局方的批准。 (c) 本章不適用於下列情況： (1) 旋翼機製造廠家研製機外載荷構件時； (2) 製造廠家依照本章要求、CCAR-27部或CCAR-29部的相關規定對所使用的設備進行符合性演示； (3) 依照本章要求實施運作的單位和個人為滿足本章要求進行的符合性演示； (4) 為準備符合性演示所進行的飛行訓練。 第91.1203條 旋翼機 實施機外載荷作業飛行的旋翼機應當符合下列要求： (a) 滿足CCAR-27部或CCAR-29部要求並通過型號合格審定(可不安裝機外載荷裝載設備)； (b) 符合本章第91.1217、第91.1221、第91.1223條適用的對旋翼機/載荷組合要求的規定； (c) 持有有效的適航證。 第91.1205條 人員要求 (a) 實施旋翼機機外載荷作業運作的運營人至少有一名駕駛員（可為運營人本人）持有商用或航線運輸駕駛員執照，並具有適合於本規則第91.1203條所述旋翼機的航空器等級。 (b) 運營人應當指定一名駕駛員作為總飛行師（可為運營人本人）負責實施旋翼機機外載荷作業運作，還可以在必要時指定一名副總飛行師，以便在總飛行師不在時行使總飛行師的職責。總飛行師和副總飛行師應當經局方認可、持有本條(a)款所述的執照和等級並且滿足本規則第91.1207條的要求。 (c) 實施旋翼機機外載荷作業運作的運營人在更換總飛行師和副總飛行師時，應當及時向飛行標準部門報告。總飛行師或副總飛行師停止工作後，除非得到局方特殊批准，應當在30天之內指定新的符合(b)款要求的總飛行師或副總飛行師，否則應當停止旋翼機機外載荷作業運作。 第91.1207條 知識和技能要求 (a) 除本條(d)款規定外，按照本規則第91.1205(b)款指定的總飛行師和副總飛行師應當具備本條(b)和(c)款要求的知識和技能，並通過局方的考試。 (b) 需考試的理論知識（口試或筆試）包括下列各項： (1) 作業飛行前應當完成的工作步驟，包括作業區的勘察； (2) 物體裝載、索係、固定的正確方法； (3) 所用旋翼機按經批准的操作程式和限制實施運作時的性能； (4) 飛行機組和地面人員操作指南； (5) 相應的旋翼機/載荷組合飛行手冊。 (c) 飛行技能的考試應當包括運營人申請的每一載荷級別的旋翼機的下列機動動作： (1) 起飛和著陸； (2) 懸停時的方向控制； (3) 從懸停狀態下增速； (4) 在作業速度下的飛行； (5) 進入著陸或作業區； (6) 將機外載荷物移至投放位置的操作； (7) 如安裝絞車用於升降載荷，應演示絞車的操作。 (d) 如果局方根據總飛行師或副總飛行師在旋翼機機外載荷作業的先前經驗和安全記錄，認為其具有足夠的知識和技能，則可不要求其參加本條(a)款要求的考試。 第91.1209條 旋翼機與載荷組合的級別劃分 旋翼機與載荷組合(包括外部載荷固定裝置)，按下列規定分為A、B、C、D級： (a) A級旋翼機與載荷組合：外部載荷物不能被自由移動和投放，並且不能低於起落架而觸地； (b) B級旋翼機與載荷組合：外部載荷物可以被投放，在旋翼機作業飛行期間載荷物可以從地面或水面被自由提起； (c) C級旋翼機與載荷組合：外部載荷物可以被投放，在旋翼機作業飛行期間外部載荷物與地面或水面保持接觸； (d) D級旋翼機與載荷組合：局方特別批准的不屬於A、B、C任何一級的組合。 第91.1211條 操作規則 (a) 任何人不準在沒有旋翼機與載荷組合手冊或違反第91.1223條規定的內容的情況下實施旋翼機機外載荷作業飛行。 (b) 進行旋翼機機外載荷作業飛行應當滿足下列要求： (1) 使用的旋翼機符合第91.1203條要求； (2) 旋翼機和旋翼機/載荷組合在運營人合格證或運作規範中得到批准。 (c) 當操作人員使用同一級別旋翼機，但外部載荷物的構型與該操作人員以前操作過的構型有極大區別時(無論旋翼機/載荷組合是否級別相同)，該操作人員應當謹慎操作，避免對地面人員和財産造成危害。由局方確定是否對此類操作的旋翼機/載荷組合實行跟蹤檢查，如檢查，內容應包括： (1) 確定旋翼機/載荷組合的重量和重心位置在批准的限制之內，外部載荷安全係牢，外部載荷物不影響緊急設備的釋放功能； (2) 做一次起飛，確認操作性是否滿意； (3) 懸停時確認有足夠的方向控制； (4) 向前做一次加速飛行來確定旋翼機不會出現無法控制或危險的姿態； (5) 向前飛行時，檢查外部載荷物是否有危險的擺動，當駕駛員看不到機外載荷物時，其他機組成員或地面人員可以進行此項檢查並向駕駛員發出信號； (6) 增加前飛速度，確認在操作速度上不會出現危險擺動或危險氣動抖動。 (d) 儘管本規則有限制，如果實施的機外載荷作業飛行不會對地面人員和財産造成危害並且滿足下列條件，仍可在人口稠密地區進行作業飛行： (1) 實施作業飛行的人員應當做出作業飛行的完整計劃，並與有管轄權的地方飛行標準機構進行協調並得到批准。計劃中應當包括與人口稠密地區負責單位簽署的飛行期間禁止人員入內的協議，空中交通管制的協調和詳細的飛行線路和高度圖； (2) 每次飛行應當按照一定的高度和航跡，在緊急情況下保證可釋放物得到釋放、旋翼機可著陸並且對地面人員和財産不造成危害。 (e) 除第91.1217條規定外，如果機外載荷作業飛行不會造成對地面人員和財産的危害，仍可以進行低於地表高度150米和接近人員、船隻、車輛和建築物少於150米的機外載荷作業飛行必要的進離場、作業必需的載荷物體位移的操作。 (f) 除經局方特殊批准外，任何人不得在IFR下實施旋翼機機外載荷的作業飛行。任何時候，不準許將人員作為外部載荷物挾帶，在IFR下飛行。 第91.1213條 運載人員 (a) 在進行旋翼機機外載荷作業飛行時，不得運載下列人員之外的人員： (1) 飛行機組成員； (2) 接受訓練的機組成員； (3) 完成機外載荷作業有關任務所必需的乘員。 (b) 起飛前，機長應當確保機上所有乘員接受了有關機外載荷作業飛行期間所遵循的程式（包括正常、非正常、應急程式）和所使用的設備的簡介。 第91.1215條 機組成員訓練、近期經歷和檢查的要求 (a) 實施旋翼機機外載荷作業的飛行機組成員應當滿足下列要求： (1) 根據第91.1207條的要求，通過局方有關旋翼機/載荷組合的相關知識和技能的考試(總飛行師和副總飛行師以外的駕駛員的考試，可由總飛行師或副總飛行師進行)； (2) 隨身攜帶證明其符合本條(a)(1)款要求的證明或飛行經歷記錄本。 (b) 實施D級旋翼機與載荷組合的旋翼機機外載荷作業飛行的飛行機組成員，應當在前12個日曆月內成功完成經批准的初始或復訓訓練大綱的訓練。 (c) 飛行機組成員如果在前12個日曆月內，在相同旋翼機與載荷組合的相同型別旋翼機上作過旋翼機機外載荷操作，則可免除本條(b)款要求的復訓。 第91.1217條 飛行特性要求 (a) 實施旋翼機機外載荷作業飛行的運營人應當按照本條(b)、(c)和(d)款的相應要求接受飛行操作檢查，向局方證明其所用的旋翼機與載荷組合具有良好的飛行特性。在進行飛行操作檢查時，外部載荷物(包括外部載荷連接裝置)的重量應當是運營人申請批准的最大重量。 (b) 對於A級旋翼機與載荷組合，飛行操作檢查應當至少包括下列飛行動作： (1) 起飛和著陸； (2) 懸停時具有足夠的方向操縱性； (3) 從懸停狀態下增速； (4) 在多個空速上平飛，直至申請批准的最大空速。 (c) 對於B和D級旋翼機與載荷組合，飛行操作檢查應當至少包括下列動作： (1) 外部載荷物挂接的操作； (2) 懸停時具有足夠的方向操縱性； (3) 從懸停狀態下增速； (4) 在多個空速上平飛，直至申請批准的最大空速； (5) 相應提升設備的使用； (6) 在可能遇見的飛行操作條件下，機動飛行至外部載荷物釋放位置，使用每一種快速機載釋放裝置釋放外部載荷物。 (d) 對於使用C級旋翼機與載荷組合進行布設電纜、電線的類似作業飛行，飛行操作檢查應當包括本條(c)款相應的動作。 第91.1219條 結構和設計 (a) 機外載荷連接裝置和快速釋放裝置應當按照CCAR-27、CCAR-29或CCAR-21部的相應規定獲得批准。 (b) 旋翼機與載荷組合的總重量不得超過該旋翼機型號合格審定批准的最大重量。在所有的載荷條件下，重心的位置應當位於該旋翼機型號合格審定確定的範圍之內。對於C級旋翼機與載荷組合，應當確定載荷力的大小和方向，在該力的作用之下，重心位置仍能保持在規定的範圍之內。 第91.1221條 操作極限 除旋翼機飛行手冊和局方規定的操作極限外，實施旋翼機機外載荷作業飛行的運營人應當在旋翼機與載荷組合飛行手冊中至少規定下列限制： (a) 該旋翼機與載荷組合只能在按照第91.1219(b)款制定的重量和重心限制之內方可運作。 (b) 當機外載荷的重量超過了為證明符合第91.1217條和第91.1219條所用的重量時，該旋翼機與載荷組合不得運作。 (c) 該旋翼機與載荷組合的空速不得超過根據第91.1217(b)、(c)和(d)款確定的最大空速 。 (d) 任何人不得使用 適航審定為限制類的旋翼機在人口稠密地區、繁忙航路和公共航空運輸機場附近進行旋翼機機外載荷作業飛行。 (e) 只有符合下列條件時方可實施D級旋翼機與載荷組合的運作 ： (1) 所用旋翼機的操作重量應當符合A類運輸類旋翼機型號合格審定要求，並且在該操作重量和高度上，一台發動機失效後，仍然具有懸停能力； (2) 該旋翼機應當裝備可供機組必需成員之間直接進行雙向無線電通話的設備； (3) 人員升降設備應當經局方批准； (4) 升降設備應當具有應急釋放裝置，該裝置的釋放操作應當由兩個完全不同的動作組成。 第91.1223條 旋翼機與載荷組合飛行手冊 實施旋翼機機外載荷作業飛行的運營人應當制定旋翼機與載荷組合飛行手冊並呈送局方批准。該手冊應當根據CCAR-27和CCAR-29部中有關旋翼機飛行手冊的規定進行編寫。無需將高度—速度包線數據列為操作限制。手冊應當包括以下內容： (a) 操作限制、程式(正常和應急)、性能和本章要求的其他資訊； (b) 根據第91.1217條、第91.1219條證實適航的旋翼機與載荷組合的級別； (c) 在旋翼機與載荷組合飛行手冊的有關資訊章節中應包括下列內容： (1) 操作特定旋翼機與載荷組合時發現的獨有特性； (2) B、C、D級旋翼機與載荷組合的靜電防護措施； (3) 旋翼機機外載荷安全運作的其他必要資訊。 第91.1225條 標誌和標牌 下列標誌和標牌應當固定在醒目的位置，並且不易被擦損和遮蓋： (a) 在駕駛艙或機艙內的標牌應載明該旋翼機被批准的旋翼機與載荷組合的級別和第91.1221(a)所規定的載運限制； (b) 處於機外載荷連接裝置旁的標牌、標誌或説明應載明第91.1221(c)作為操作限制所確定的最大機外載荷重量。 O章 超輕型飛行器 第91.1301條 適用範圍 本章規定了管理超輕型飛行器在中華人民共和國境內運作的規則。在本章中，超輕型飛行器是指由單人駕駛、僅用於娛樂或體育活動、不需要任何適航證的空中飛行器具，並且符合下列條件之一： (a) 如無動力驅動，空機重量小于71千克（155磅）； (b) 如有動力驅動，應當滿足下列限制： (1) 空機重量小于116千克（254磅），不包括在遇險時使用的飄浮和安全器械； (2) 燃油容量不超過20升（5美制加侖）； (3) 全馬力平飛中，校正空速小于100千米/小時（55海裏/小時）； (4) 發動機停車後的失速速度不超過校正空速45千米/小時（24海裏/小時）。 第91.1303條 檢查的要求 (a) 在局方要求時，按照本章運作超輕型飛行器的任何人應當允許局方檢查其飛行器是否適用於本章的規定。 (b) 在局方要求時，超輕型飛行器的駕駛員或運營人應當提供表明該超輕型飛行器只遵守本章規定的可靠證據。 第91.1305條 偏離 需要偏離本章要求實施運作的任何人應當持有局方頒發的書面偏離批准文件。 第91.1307條 合格證和登記 (a) 超輕型飛行器及其部件和設備不要求按航空器適航審定標準進行審定，也不要求具有適航證。 (b) 局方對駕駛超輕型飛行器的人員沒有航空知識、年齡及經歷的具體要求，也不要求其具有航空人員執照及體檢合格證。 (c) 超輕型飛行器不要求國籍登記或噴塗任何標誌。 第91.1309條 有危害的運作 (a) 任何人不得以可能對他人人身或財産産生危害的方式運作超輕型飛行器。 (b) 任何人不得允許從超輕型飛行器上以對他人人身或財産産生危害的方式投放物體。 第91.1311條 晝間運作 (a) 超輕型飛行器只允許在日出至日落之間運作。 (b) 如果超輕型飛行器裝有工作良好的防撞燈，且至少在5公里可見，仍可在公佈的日出時間前30分鐘和公佈的日落時間後30分鐘的黎明和黃昏運作該飛行器。 第91.1313條 在航空器附近運作的規則 (a) 運作超輕型飛行器的人員應當保持警覺，觀察並避開其他航空器，並且將航行優先權讓給所有航空器。 (b) 任何人不得以可能對其他航空器産生碰撞危險的方式運作超輕型飛行器。 (c) 有動力的超輕型飛行器應當將航行優先權讓給無動力的超輕型飛行器。 第91.1315條 在人口稠密區上空運作 任何人不得在城市、集鎮、居民區的人口稠密區或任何露天人群集會上空運作超輕型飛行器。 第91.1317條 在特定空域裏的運作 未經空中交通管制事先批准，任何人不得在管制空域內運作超輕型飛行器。 第91.1319條 在空中危險區、空中禁區或空中限制區的運作 未經使用或控制空中危險區、禁區或限制區機構的批准，任何人不得在空中危險區、禁區或限制區內運作超輕型飛行器。 第91.1323條 地面目視參考 在不能看清地面目視參考的情況下，任何人不得運作超輕型飛行器。 第91.1325條 飛行能見度和距離雲的要求 任何人不得在飛行能見度或距雲距離小于本規則第91.155條要求的基本目視飛行規則最低天氣標準時運作超輕型飛行器。 P章 跳傘 第91.1401條 適用範圍 本章適用於在中華人民共和國境內除因飛行緊急情況必需跳傘外的跳傘活動。 第91.1403條 總則 在可能對空中交通安全，或地面的人員和財産安全造成危害的情況下，任何人不得從航空器上跳傘，航空器的機長也不得允許其跳傘。 第91.1405條 跳傘計劃的申請與批准 (a) 跳傘活動實施前1天應當向空中交通管制部門提交跳傘計劃，獲得批准後方可實施。 (b) 跳傘計劃中應當包括下列資訊： (1) 跳傘開始的日期和時間； (2) 以距離跳傘目標的半徑（千米）表示的跳傘區域的大小； (3) 以下列方式錶示的跳傘區域中心的位置： (i) 當最近的VOR臺距跳傘目標的距離小于55千米時，相對於該VOR臺的徑向方位和距離； (ii) 當最近的VOR臺距跳傘目標的距離大於55千米時，相對於最近的機場、城鎮或城市的方位和距離。 (4) 跳傘開始的修正海平面氣壓高度； (5) 預計跳傘持續的時間； (6) 申請人的姓名、地址和電話號碼； (7) 所用航空器的標識。 (c) 申請人在需要取消或推遲所申請的跳傘活動時，應當及時通知空中交通管制部門。 第91.1407條 無線電通信要求 (a) 除經空中交通管制批准外，實施跳傘的航空器機長應當按照下列要求與空中交通管制建立無線電通信聯繫： (1) 在跳傘活動開始前至少5分鐘，與最近的空中交通管制建立無線電通信，以便接收跳傘活動區域附近的空中交通資訊； (2) 機長和跳傘員收到本條(a)(1)款要求的資訊並經空中交通管制同意後，方可實施跳傘； (3) 機長應當在空中交通管制指定頻率上保持守聽，直到最後一個跳傘者抵達地面，並通知空中交通管制該次跳傘活動結束。 (b) 如果飛行中無線電通信系統失效，應當放棄跳傘活動。但是，如果在飛行中通信系統是在收到空中交通管制批准跳傘指令後才失效的，跳傘活動仍可繼續進行。 第91.1409條 在人口稠密區或露天人群集會區上空的跳傘 (a) 在城市、集鎮、居民區的人口稠密區或露天的人群集會區上空實施跳傘活動應當獲得局方批准。但是，如果跳傘員具有足夠的高度，在傘全部打開並正常工作時能飄過該人口稠密區或露天人群集會區上空，不會對地面上的人員和財産造成危害，則可不必獲得局方批准。 (b) 為獲得本條(a)款要求的局方批准，申請人應當按局方規定的格式和方法在跳傘之日前至少4天向局方提出申請。 第91.1411條 在空中危險區、限制區或禁區的跳傘 在空中危險區、限制區或禁區實施跳傘活動應當獲得有關區域的控制機關的批准。 第91.1413條 飛行能見度和離雲距離的要求 在下列情況下，任何人不得從航空器上開始跳傘，機長也不得允許其跳傘： (a) 可能進入或穿過雲； (b) 飛行能見度或離雲距離低於下表規定值： 高度 飛行能見度 離雲距離 離地面高度350米或以下，不考慮修正海平面氣壓高度 5千米 雲下150米 雲上300米 水準距離600米 高於地面350米，但低於修正海平面氣壓3千米 5千米 雲下150米 雲上300米 水準距離600米 高於地面350米，並且高於修正海平面氣壓3千米 8千米 雲下300米 雲上300米 水準距離2千米 第91.1415條 日落至日出之間的跳傘 (a) 在日落至日出之間進行跳傘活動的跳傘員應當裝備在5千米外可見的發光裝置。 (b) 在日落至日出之間跳傘應當在跳離航空器直至抵達地面前一直打開本條(a)款要求的發光裝置。 第91.1417條 酒精和藥物 在下列情況下，任何人不得從航空器上實施跳傘，航空器的機長也不得允許其跳傘： (a) 該員正處於酒精作用下； (b) 該員使用了影響人體官能並可能影響安全的藥物。 第91.1419條 檢查 局方可以檢查本章適用範圍內的任何跳傘活動(包括檢查跳傘場地)，以確定其是否遵守本章的規定。 第91.1423條 跳傘裝置和疊傘要求 (a) 從航空器上實施跳傘的人員應當配挂跳傘用的背帶系統及兩具傘，即一具主傘和一具可靠的備份傘，傘的包裝應符合下列要求： (1) 主傘應當由專業包傘人員或跳傘者本人包傘，包好的傘應在120天內使用。 (2) 備份傘應由專業包傘人員包傘，包裝好的傘的有效期視材料而定： (i) 由尼龍、人造絲或其他類似合成纖維，或由抗霉損與抗腐蝕材料製成的傘衣、傘繩和背帶而組成的降落傘系統的包裝有效期為120天，並應由專業包傘人員包傘； (ii) 由絲織綢、柞絲綢或其他天然纖維以及本條(a)(2)(i)款規定之外的材料製成的降落傘系統，其包裝有效期為60天，並由專業人包傘人員包傘。 (b) 當用開傘拉繩進行強制開傘時，連接方法為：開傘拉繩由掛鉤的一端與飛機相連，另一端與降落傘相連，且應使用拉斷繩。拉斷繩是用來幫助拉出傘包裏的引導傘，從而使引導傘充氣拉出主傘。如果不使用引導傘幫助開傘，可將拉斷繩直接連在主傘頂部，以幫助拉出主傘衣，使主傘充氣： (1) 拉斷繩應有足夠的長度，以確保開傘拉繩打開主傘包後，拉斷繩再受力工作。 (2) 拉斷繩的靜載荷強度要求如下： (i) 對於使用引導傘來幫助拉出主傘的，拉斷繩的靜載荷強度應不小于13千克(28磅)，但不得大於73千克（160磅）； (ii) 對於直接用拉斷繩拉出主傘的，拉斷繩的靜載荷強度應不小于25千克（56磅），但不得大於145千克（320磅）。 (3) 拉斷繩的一端應係在開傘拉繩上有封包插銷的一端。如果開傘繩上無封包插銷，則拉斷繩應當係在開傘拉繩與主傘包鎖錐連接處。拉斷繩的另一端係在引導傘頂部限位帶或限位環上；如果沒有使用引導傘，則應直接係在主傘衣頂部。 (c) 本條(b)款要求的拉斷繩應當由跳傘者本人或專業人員連接。 (d) 本章中的降落傘是指按型號鑒定試驗合格或按技術標準規定生産出來的降落傘，或軍方批准生産的降落傘。 Q章 偏離 第91.1501條 政策和程式 (a) 局方可以在保證安全的前提下為運作航空器的人員簽發偏離證書，批准其按照偏離證書中所列的條件偏離本規則第91.1503條中所列的任一條款的規定。 (b) 申請偏離的人員應當按照局方規定的格式和方法向局方提交偏離申請書。 (c) 局方可以在偏離證書中規定偏離的生效條件和時間。 第91.1503條 可進行偏離申請的條款 對於下列條款，局方可以接受偏離申請： 條款號 條款標題 91.107 安全帶、肩帶和兒童限制裝置的使用 91.111 在其他航空器附近的運作 91.113 除水面運作外的航行優先權規則 91.115 水面航行優先權規則 91.117 航空器速度 91.119 最低安全高度 91.121 高度表撥正程式 91.123 空中交通管制許可和指令的遵守 91.125 空中交通管制燈光信號 91.129 在一般國內運輸機場空域的運作 91.131 在一般國際運輸機場空域的運作 91.133 在特別繁忙運輸機場空域的運作 91.135 空中危險區、限制區和禁區 91.137 在高空空域內的運作 91.139 臨時的飛行限制 91.153(a) 目視飛行規則飛行計劃 91.155 基本目視飛行規則的最低天氣標準 91.157 特殊目視飛行規則的最低天氣標準 91.159 目視飛行規則的巡航高度和飛行高度層 91.169(a) 儀錶飛行規則的飛行計劃 91.173 空中交通管制許可和飛行計劃 91.175 按儀錶飛行規則的起飛和著陸 91.177 按儀錶飛行規則運作的最低高度 91.179 儀錶飛行規則的巡航高度和飛行高度層 91.181 飛行航道 91.183 儀錶飛行規則的無線電通信 91.185 雙向無線電通信失效 91.187 按儀錶飛行規則運作時的故障報告 91.201 特技飛行 91.203 飛行試驗區域 91.207 牽引滑翔機 91.407 航空器燈光 91.607 在最低導航性能規範空域內的運作 91.1015 飛行高度規則 R章 法律責任 第91.1601條 概則 (a) 違反本規則規定實施民用航空器運作的個人或單位，應當按照本規則的要求承擔相應的法律責任。 (b) 申請獲取按照本規則頒發的運作合格證或運作規範並處於運作合格審定過程中的申請人，如存在弄虛作假情況，局方可以終止其運作合格審定過程；情節嚴重的，局方可以決定在一年以上三年以下的期限內不再受理該申請人的相應申請。 第91.1603條 涉及妨礙和干擾機組成員的處罰 對於違反91.13條的任何人員，局方可以對其處以一千元以下的罰款，並根據《中華人民共和國民用航空法》第一百九十二條和第二百條的規定進行處罰。 第91.1605條 涉及空投物體的處罰 對於違反91.17條規定，民用航空器在飛行中投擲物品的，局方根據《中華人民共和國民用航空法》第二百零九條的規定對直接責任人進行處罰。 第91.1607條 涉及酒精或藥物的違禁行為的處罰 (a) 違反91.19條(a)款的規定擔任或試圖擔任民用航空器的機組成員，或違反91.19條(c)款的規定拒絕接受酒精測試或拒絕將測試結果提供給局方的，局方根據《中華人民共和國民用航空法》第二百零八條的規定給予警告、暫扣執照一至六個月的處罰。情節嚴重的，可給予吊銷執照的處罰。 (b) 對於受到本條(a)處罰的人員，自違法行為發生之日起一年內，局方將不接受該人員提出的任何按CCAR-61部頒發執照或等級的申請。 第91.1609條 涉及違反相關規定的處罰 (a) 對於違反本規則B章（飛行規則）、C章（特殊飛行規則）、D章（維修要求）、E章（設備、儀錶和合格證要求）、F章（大型和運輸類航空器的設備和運作的附加要求）、L章（大型和渦輪動力多發飛機）、M章（農林噴灑作業）、N章（旋翼機機外載荷作業運作）中有關規定的，局方應責令立即停止違規活動，並可給予下列處罰： (1) 如果直接責任人是航空人員執照持有人，局方可給予其警告或一千元以下的罰款；情節嚴重的，可給予其暫扣執照一至六個月或吊銷執照的處罰。 (2) 如果直接責任人是航空器所有權人或運營人，局方可給予其警告或罰款的處罰，有違法所得的，給予違法所得的三倍但最高不超過三萬元的罰款，沒有違法所得的，給予一萬元以下的罰款。 第91.1611條 運作合格證或運作規範的暫扣和吊銷 (a) 對於按照本規則H章（商業非運輸運營人的運作合格審定要求）、J章（私用大型航空器運營人的運作合格審定要求）、K章（航空器代管人的運作合格審定和運作規則）中取得運作合格證或運作規範的所有權人或運營人，存在下列行為的，應當按照(b)款給予處罰： (1) 在運作合格審定過程中弄虛作假，獲取運作合格證或運作規範的； (2) 違反運作合格證或運作規範的規定實施運作的； (3) 其他違反本規則各章中相應條款規定的行為。 (b) 對於存在(a)款所列違法行為的，局方可給予下列處罰： (1) 警告； (2) 對於直接責任人給予一千元以下的罰款；對於單位，給予違法所得三倍但最高不超過三萬元的罰款，沒有違法所得的，給予一萬元以下的罰款； (3) 暫扣其運作合格證或運作規範一至六個月； (4) 吊銷其運作合格證或運作規範。 (c) 運作合格證或運作規範被暫扣或吊銷後，當事的個人或單位應當將運作合格證和運作規範上交給相應的局方機構。 第91.1613條 涉及無有效適航證實施飛行的處罰 如果航空器在運作期間機上未攜帶現行有效的適航證，局方可根據《中華人民共和國民用航空法》第二百零一條對運營人進行處罰。 第91.1615條 涉及違反超輕型飛行器的運作規定的處罰 違反本規則O章（超輕型航空器）規定的任何人，局方可對直接責任人給予警告或一千元以下的罰款，有違法所得的，給予違法所得三倍但最高不超過三萬元的罰款。 第91.1617條 涉及違反跳傘的運作規定的處罰 違反本規則P章（跳傘）規定的任何人，局方可對直接責任人給予警告或一千元以下的罰款，有違法所得的，給予違法所得三倍但最高不超過三萬元的罰款。 S章 附 則 第91.2011條 施行 本規則自2007年6月1日起施行。 第91.2013條 廢止的規章 自本規則施行之日起，民航總局2004年1月14日公佈、2004年6月1日施行的《一般運作與飛行規則》（民航總局令第120號）同時廢止。 附錄A 術語解釋 通用航空機場：是指無公共航空運輸定期航班到達的民用機場。 一般國內運輸機場：是指有公共航空運輸定期航班到達的運輸類機場。 一般國際運輸機場：是指除局方指定的特別繁忙機場之外的國際機場。 特別繁忙運輸機場：是指由局方指定的交通流量較大的國際機場，包括北京首都機場、上海虹橋機場、上海浦東機場和廣州新白雲機場。 商業非運輸運營人：是指經局方按照本規則審定合格並獲得局方頒發的商業非運輸運營人運作合格證和運作規範，使用民用航空器實施公共航空運輸之外的以取酬或出租為目的的商業航空飛行的航空器運營人。 私用大型航空器運營人：是指經局方按照本規則審定合格並獲得局方頒發的私用大型航空器運營人運作規範實施私用飛行的航空器運營人。 大型航空器：是指符合下述任一情況的航空器： (1) 最大起飛全重5700千克以上的大型飛機； (2) 渦輪多發飛機； (3) 最大起飛全重3180千克以上的大型旋翼機。 航空器代管人：是指為航空器所有權人代管航空器，按照與所有權人之間簽定的協議為所有權人提供航空器的運作管理服務，經局方審定取得局方頒發的運作規範的航空器運營人。 部分産權項目：是航空器代管人管理航空器的一種組織方式，必須滿足以下所有條件： (1) 代管航空器由一個或一個以上部分産權所有權人擁有，並且至少有一架航空器由不止一個所有權人擁有； (2) 每個所有權人在一架或一架以上代管航空器上擁有至少一個最低部分産權份額； (3) 所有代管服務僅由一個航空器代管人提供； (4) 在所有部分産權所有權人之間簽有相互幹租交換航空器的協議； (5) 簽定了多年有效的部分産權項目協議，包括部分財産所有權、部分産權項目的代管服務和代管航空器幹租交換協議等方面的內容。 完全産權項目：是航空器代管人管理航空器的一種組織方式，必須滿足以下所有條件： (1) 代管航空器的所有權人對航空器擁有完全産權； (2) 所有代管服務僅由一個航空器代管人提供； (3) 簽定了多年有效的完全産權項目協議，包括財産所有權、完全産權項目的代管服務等方面的內容。 航空器幹租交換協議：是在部分産權項目中包含的一種用於解決航空器調配問題的協議。按照該協議，參加部分産權項目的每個部分産權所有權人，在需要時可以按照規定的條件使用其他所有權人的航空器。 最低部分産權份額：是指在部分産權項目中按下列要求確定的産權份額： (1) 對於項目所屬的固定翼亞音速飛機，等於或大於飛機價值的十六分之一； (2) 對於項目所屬的旋翼機，等於或大於旋翼機價值的三十二分之一。 代管航空器：是指參加完全産權或部分産權項目並在航空器代管人運作規範中列出的航空器。在完全産權項目中，所有權人對航空器擁有全部産權；在部分産權項目中，應當有部分産權所有權人對其擁有至少一個最低部分産權份額，並將之包括在該項目的航空器幹租交換協議中。 代管服務：是指航空器代管人按照本規則中的適用要求向所有權人提供的管理及航空專業服務，該種服務工作至少包括航空器運作安全指導材料的建立和修訂工作，以及針對以下各項所提供的服務： (1) 代管航空器及機組人員的排班； (2) 代管航空器的維修； (3) 為所有權人或代管人所使用的機組人員提供訓練； (4) 建立和保持記錄； (5) 制定和使用運作手冊和維修手冊。 附錄B II類運作的手冊、儀錶、設備和維修 1 II類手冊 (a) 手冊批准的申請。申請批准II類手冊或其修訂的申請人，應當向局方提交建議的手冊或修改頁。當該申請同時要求對其II類運作進行評審時，申請書應當包括下列內容： (1) 航空器的位置和進行演示的地點； (2) 開始演示的日期(至少要在提交申請書10天以後)。 (b) 手冊的內容。II類手冊應當包括下列內容： (1) 申請II類運作的航空器的登記號、廠家和型號； (2) 本附錄第4條規定的維修方案； (3) 有關下列方面的程式和指南： (i) 決斷高的識別； (ii) 跑道視程的使用； (iii) 進近的監控； (iv) 決斷區(在中指點標和決斷高之間的區域)； (v) 在決斷區內ILS指示的最大允許偏差； (vi) 復飛； (vii) 機載低能見進近設備的使用； (viii) 使用自動駕駛儀的最低高度； (ix) 儀錶和設備故障警告系統； (x) 局方認為必要的其他程式、指令和限制。 2 要求的儀錶和設備 進行II類運作的航空器應當安裝本條所列的儀錶和設備。如果本條要求的儀錶和設備與91.403條或其他規定所要求的相同，則不要求重復配備。 (a) 第一組 (1) 兩套航向道和下滑道信號接收系統。每套系統應當有一個基本的ILS螢幕，並且儀錶板的每一側應當有一個基本的ILS螢幕。但是，可以採用單一的航向道天線和單一的下滑道天線。 (2) 至少不會影響一套ILS工作的通信系統。 (3) 能提供視覺和聽覺信號的外指點標和中指點標信號接收機。 (4) 兩個陀螺俯仰和滾轉指示系統。 (5) 兩個陀螺方向指示系統。 (6) 兩個空速表。 (7) 兩個可調節氣壓的靈敏高度表，每一個都有標牌，標出高度表刻度誤差和該航空器機輪高的修正表。 (8) 兩個升降速度表。 (9) 一套由自動進近耦合器或飛行指引系統組成的飛行控制引導系統。飛行指引系統應當依據計算的資訊顯示出相對於ILS航向道的方向操縱指令，並且在同一儀錶上還要依據計算的資訊顯示出相對於ILS下滑道的俯仰指令，或者顯示基本ILS下滑道資訊。自動進近耦合器應當提供至少相對於ILS航向道的自動方向操縱。飛行控制引導系統可由本條(1)款要求的接收系統之一提供信號。 (10) 對於決斷高低於45米（150英尺）的II類運作，能提供視覺和聽覺信號的內指點標接收機，或者無線電高度表。 (b) 第二組 (1) 能使駕駛員立即發現第一組中第(1)(4)(5)和(9)款儀錶和設備故障的警告系統，以及對於III類運作，無線電高度表和自動油門系統。 (2) 雙套操縱裝置。 (3) 帶有備用靜壓源的外部通氣的靜壓系統。 (4) 風擋雨刷或等效裝置，能提供足夠的駕駛艙外視可見度，以便每一駕駛員安全地目視操作航空器至接地和滑跑。 (5) 每個空速系統的空速管加溫裝置或等效裝置，能防止空速管因結冰而失效。 3 儀錶和設備的批准 (a) 本附錄第2條要求的儀錶和設備，在供II類運作使用之前，應當按本條規定得到批准。在提交飛機以取得儀錶和設備的批准之前，它應當表明，自提交日期之前的第12個日曆月內： (1) 儀錶著陸系統航向和下滑道設備，曾按照製造商説明進行了臺架校驗。 (2) 高度表和靜壓系統曾按照CCAR-43部附錄D進行了試驗和檢查。 (3) 列在維修方案中，本附錄第2條(a)規定的所有其他儀錶與設備項目，都進行了臺架校驗並認為是符合製造商的規範。 (b) 飛行控制引導系統的所有部件，如果尚未按照有關的型號合格審定程式或補充型號合格審定程式取得供III類運作的批准，應當用本條(e)規定的評審大綱進行在安裝狀態下的批准。此外，後來對部件廠號、型號或設計的更改也應當按本款批准。有關的系統或裝置，如自動油門和復飛引導計算系統，如在 II 類運作中使用，應當以同樣方式取得批准。 (c) 對最初的批准及在後來每次的更改，無線電高度表應當符合本條的性能要求： (1) 應當向飛行機組成員清晰地、正確地顯示主起落架機輪離地面的高度。 (2) 在下列條件下，顯示主起落架機輪離地面的高度，其精確度達到±5英尺或5%(取較大者)： (i) 對於平均進近姿態俯仰角為零至±5°。 (ii) 在每一方向滾轉角為零到20度。 (iii) 前進速度從最低進近速度到200海裏/小時。 (iv) 在高度30米至60米(100至200英尺)，下降率從零至4.5米/秒 (15英尺/秒)。 (3) 飛越平地時，應當顯示追蹤航空器飛行的真實高度而無明顯的滯後或擺動。 (4) 航空器飛行高度在60米(200英尺)或以下，對於地形不大於航空器飛行高度 10%的突然改變，應當不致使高度表不能及時顯示，並且高度表對這種改變的反應應當不超過0.1秒。此外，如遇較大的改變，該系統不能及時顯示時，應當至少在1秒鐘內，獲得真實信號。 (5) 帶有“按下測試”特性的系統，應當在模擬高度150米(500英尺)以下，對整個系統進行測試(帶或不帶天線)。 (6) 當任何時間失去電源或在設計的使用高度範圍內失去地面回波信號時，該系統應當向飛行機組成員提供確切的故障警告顯示。 (d) 本附錄第2條所要求的所有其他儀錶和設備項目，應當具備完成II類運作所需的功能。在隨後每次對這些儀錶和設備項目更改之後，應當得到批准。 (e) 評審大綱 (1) 作為II類手冊申請的一部分，要首先通過評審大綱的評審。 (2) 除非局方另有批准，每架航空器的評審大綱要求進行本款規定的演示，至少應當飛行50次儀錶著陸系統進近，其中至少用三個不同的儀錶著陸系統設施各做5次，而且對於任一儀錶著陸系統設施所做的次數不得超過進近總次數的一半。所有的進近應當在模擬儀錶條件下至30米(100英尺)決斷高，並且所做進近的總次數的90%應當是成功的。成功的進近是指： (i) 在30米(100英尺)決斷高，指示空速和航向對於進行正常的拉平和著陸是令人滿意的。(速度應當在大綱規定的空速??5節範圍之內，但如果使用了自動油門，則不得低於計算的入口速度)。 (ii) 航空器在30米(100英尺)決斷高時進行的航跡修正，使其駕駛艙位置始終處於跑道兩側邊界延長線範圍之內。 (iii) 在飛離外指點標後，離開下滑道的偏差不大於在儀錶著陸系統指示器上顯示的滿刻度偏差的50%。 (iv) 在飛離中指點標後，沒有不正常的劇烈起伏或過度的姿態改變； (v) 對於裝有進近耦合器的航空器，當耦合器在決斷高斷開以便繼續進行正常的進近和著陸時，航空器處於充分的配平狀態。 (3) 在執行評審大綱期間，申請人應當保留下列有關航空器每次進近的資料，並按要求提供給局方。 (i) 妨礙開始進近的機載儀錶和設備的每項缺陷。 (ii) 中斷進近的原因，包括在跑道上方中斷進近時的高度。 (iii) 如使用了自動油門，在30米（100英尺）決斷高的速度控制。 (iv) 在自動耦合器斷開時，航空器對於繼續拉平和著陸的配平狀態。 (v) 在基本儀錶著陸系統螢幕的圖像上和跑道延伸到中指點標的圖上都予以標示航空器在中指點標和決斷高的位置，估計的接地點應當在跑道圖上標出。 (vi) 飛行指引儀與自動耦合器的相容性，如適用時。 (vii) 系統總體性能品質。 (4) 飛行控制引導系統最終評審的依據是完成演示的成功率。如未顯示危險傾向或通過其他途徑了解到不存在危險傾向，則該系統即按安裝狀態獲得批准。 4 維修方案 (a) 維修方案應當包括以下內容： (1) 在本附錄第2條中規定的在航空器上安裝並經批准供II類運作使用的每一儀錶和設備項目清單，清單中包括2(a)規定的那些儀錶和設備的製造商和型號。 (2) 在前一次檢查日期之後3個日曆月內安排按照本款(5)的檢查活動的進度計劃表。檢查應當由CCAR-43部批准的人員實施，但是每隔一次的檢查可以由功能飛行檢查來代替。這項功能飛行檢查應當由持有受檢查的航空器II類儀錶運作許可的駕駛員實施。 (3) 對於在前一次臺架校驗日期之後12個日曆月內，對第2條(a)中規定的每一儀錶和設備項目進行臺架校驗作出規定的進度計劃表。 (4) 對於在前一次試驗與檢查日期之後12個日曆月內，按照CCAR-43部附錄D對每一靜壓系統進行試驗與檢查作出規定的進度計劃表。 (5) 實施定期檢查和功能飛行校驗的程式，用以確定本附錄第2條(a)中規定的每一儀錶和設備項目按所批准的供II類儀錶運作使用的能力，包括記錄功能飛行校驗結果的程式。 (6) 確保將每一列出的儀錶和設備項目的所有缺陷通知駕駛員的程式。 (7) 對於已實施維修的每一列出的儀錶和設備項目，確保在恢復II類運作使用之前，使其狀態至少相當於已批准的II類狀態的程式。 (8) 填寫CCAR-43部第43.19條所需的維修記錄的程式，表明由於列出的儀錶或設備項目故障而每次中斷II類運作的日期、機場和原因。 (b) 本條需要的臺架校驗應當符合下列要求： (1) 校驗應當由持有相應等級的合格修理站實施。 (2) 校準應當包括拆下儀錶或設備並實施以下工作： (i) 目視檢查：清潔度、可能發生的故障以及零件是否需要潤滑、修理、或更換； (ii) 該次目視檢查中發現的問題的糾正； (iii) 除非在裝有該儀錶或設備項目的飛機經批准的II類手冊中另有規定，校準至少要達到製造商的規範。 (c) 在12個日曆月的一個維修週期之後，如果某些設備的性能表明有理由申請延長，可以批准延長校驗、測試和檢查週期的申請。 附錄C 在最低導航性能規範空域內的運作 1 在指定為最低導航性能規範（MNPS）的空域內運作的航空器所需的導航行性能能力如下： (a) 側向航跡誤差的標準偏差應當低於11.7千米（6.3海裏）。標準偏差是對於平均值的數據的統計量度。平均值為零千米（海裏）。對於該平均值?1的標準偏差包括了大約68%的數據，?2的標準偏差包括了大約95%的數據。 (b) 航空器偏離已放行的航跡55.6千米 (30海裏)或以上的飛行時間佔飛行時間的比例應當低於5.3×10-4 (在1887飛行小時中不到1小時)。 (c) 航空器偏離已放行的航跡92.6千米與129.6千米(50海裏與70海裏)之間的飛行時間佔總飛行時間的比例應低於13×10-5(在7693飛行小時中不到1小時)。 2 申報飛行計劃時，如果空中交通管制能夠確認可以為該航空器配備適當的間隔，而使該次飛行不會干擾其他符合第91.607條要求的航空器運作或增加它們的負擔時，空中交通管制可以允許航空器運營人對於該次特定的飛行偏離第91.607條的要求。 附錄D 在縮小垂直間隔標準空域內的運作 1 定義 縮小垂直間隔標準(RVSM)空域：是指在飛行高度8700米（29000英尺）和飛行高度12300米（41000英尺）之間使用300米（1000英尺）最小垂直間隔的任何空域。RVSM空域是特殊資格空域，運營人及其運營的航空器應當得到局方的批准方可進入。空中交通管制機構通過提供航線計劃資訊告知RVSM的運營人。本附錄第8條規定了RVSM適用的空域。 RVSM航空器組：經局方批准的一組航空器，其中每架航空器都滿足下列條件： (a) 航空器按相同的設計製造，並按相同的型號合格證、型號合格證更改或補充型號合格證批准。 (b) 每架航空器的靜壓源按相同的方式和位置安裝。同組的航空器應使用同樣的靜壓源誤差校正裝置。 (c) 為滿足本附錄對RVSM設備的最低要求，每架航空器上安裝的航空電子組件應當： (1) 按同一製造商的規範製造，並具有同樣的件號； (2) 如果申請人證明該設備能達到同樣的系統性能，可以是不同的製造商或件號。 沒有歸組的RVSM航空器：獲得批准進行RVSM運作的單個航空器。 RVSM飛行包線：RVSM飛行包線包括航空器在RVSM空域內進行巡航飛行使用的馬赫數範圍、重量/大氣氣壓比和高度值的範圍。RVSM飛行包線的定義如下： (a) 完全RVSM飛行包線的範圍限定如下： (1) 高度飛行包線從飛行高度8700米（29000英尺）向上擴展至下列高度中的最低值： (i) 飛行高度12300米（41000英尺）(RVSM高度的高限)； (ii) 航空器的最大審定高度； (iii) 由巡航推力、抖顫或其他飛行限制的高度。 (2) 空速飛行包線擴展範圍： (i) 從縫翼和襟翼收起的最大續航(等待)空速或機動飛行空速，二者中的較低值； (ii) 至最大的運作空速（Vmo/Mmo）或由巡航推力、抖顫或其他飛行限制的空速，二者中的較低值。 (3) 本定義的(1)和(2)規定的飛行包線範圍內，各種可允許的總重。 (b) 基本RVSM飛行包線的邊界與完全RVSM飛行包線相同，但空速飛行包線不同；空速飛行包線的範圍： (1) 從縫翼和襟翼收起的最大續航(等待)空速或機動飛行空速，二者中的較低值； (2) 至完全RVSM飛行包線規定的馬赫/空速上限，或者某一特定的較低值，但不低於遠端巡航馬赫數加0.04馬赫，除非又進一步受到現有巡航推力、抖顫或其他飛行因素的限制。 2 航空器的批准 (a) 如果局方認為航空器符合本節的規定，可以批准該航空器的運營人進行RVSM運作。 (b) 申請人應提交適當的數據包以取得航空器的批准。數據包至少應包括如下內容： (1) RVSM航空器組或沒有歸組航空器的識別； (2) 適用於該航空器的RVSM飛行包線的定義； (3) 用於表明符合本節所適用的RVSM航空器要求的文件； (4) 為確保獲准使用該數據包的航空器滿足RVSM航空器要求而進行的合格性檢測。 (c) 所有航空器的高度保持設備。為了批准一個航空器組或者一個沒有歸組的航空器進行RVSM運作，局方應當確認該航空器符合下列要求： (1) 該航空器應當裝備二個獨立的高度測量系統； (2) 該航空器應當裝備至少一個自動高度控制系統： (i) 當該航空器在無顛簸、無陣風的條件下進行直飛或平飛時，該高度自動控制系統可以控制高度在要求的高度?20米（65英尺）的偏差範圍內； (ii) 如果航空器在1997年4月9日之前（含）申請型號合格證，裝有高度自動控制系統，並帶有管理/性能系統數據輸入，該高度自動控制系統可以在無顛簸、無陣風的條件下，控制高度在要求的高度?40米 (130英尺)的偏差範圍內。 (3) 航空器應當裝備有高度警告系統，當顯示給機組人員的高度偏離選定的高度超過下列值時，系統告警： (i) 1997年4月9日之前（含）申請型號合格證的航空器為?90米（300英尺）； (ii) 1997年4月9日之後申請型號合格證的航空器為?60米（200英尺）； (d) 高度測量系統誤差。1997年4月9日之前（含）申請型號合格證的航空器組，局方應當確認高度測量系統誤差被控制在下列範圍內： (1) 在基本RVSM飛行包線內某點，當平均高度系統誤差值達到最大絕對值時，該絕對值不得大於25米（80英尺）。 (2) 在基本RVSM飛行包線內某點，當平均高度系統誤差值加上3個標準偏差達到其最大絕對值時，該絕對值不得大於40米（120英尺）。 (3) 在完全RVSM飛行包線內某點，當平均高度系統誤差值達到其最大絕對值時，該絕對值不得大於40米（120英尺）。 (4) 在完全RVSM飛行包線內某點，當平均高度系統誤差值加上3個標準偏差達到其最大絕對值時，該絕對值不得大於75米（245英尺）。 (5) 必要的運作限制。如果申請人表明，其航空器以其他方式符合高度系統誤差限制要求，局方則可以對申請人的航空器做出運作限制，在高度系統誤差平均值的絕對值大於25米（80英尺）時，和/或在高度系統誤差平均值加上3個標準偏差值的絕對值大於40米（120英尺）時，限制該航空器在有關的基本RVSM飛行包線區域內的運作，或者在高度系統誤差平均值的絕對值大於40米（120英尺）時，和/或在高度系統誤差平均值加上3個標準偏差值的絕對值大於75米（245英尺）時，限制該航空器在有關的完全RVSM飛行包線區域內的運作。 (e) 高度系統誤差限制。為了批准在 1997年4月9日之後申請型號合格證的航空器組，局方應當確認其高度系統誤差值被限制在下列範圍內： (1) 在完全RVSM飛行包線內某點，當高度系統誤差平均值達到其最大絕對值時，該絕對值不得大於25米（80英尺）。 (2) 在完全RVSM飛行包線內某點，在高度系統誤差平均值加上3個標準偏差值達到其最大絕對值時，該絕對值不得大於60米（200英尺）。 (f) 沒有歸組航空器的高度測量系統誤差限制。局方批准沒有歸組航空器時，應當確認其高度測量系統誤差值被限制在下列範圍內： (1) 對於基本RVSM飛行包線裏的每種情況，其殘余靜壓源誤差值加上航空電子設備誤差最大絕對值，不得大於49米（160英尺）。 (2) 對於完全RVSM飛行包線裏的每種情況，其殘余靜壓源誤差值加上航空電子設備誤差的最大絕對值，不得大於60米（200英尺）。 (g) 如果局方核實申請人的航空器滿足本節的要求，應當以書面形式通知申請人。 3 運營人批准 (a) 以運作規範或批准書的形式，批准運營人在RVSM空域內運作。在批准RVSM運作之前，局方應當核實運營人的航空器已按照第2節或本附錄的規定得到批准，該運營人應當遵守本節的規定。 (b) 申請人應當以局方規定的形式和方式提出在RVSM空域內批准運作的申請。 (c) 申請應當包括下列內容： (1) 經批准的RVSM維修大綱，根據本附錄的要求列出了RVSM航空器的維修程式。每個大綱應當包括下列內容： (i) 定期檢查、功能飛行試驗和維修檢查程式，並有可接受的維修方法，以保證持續達到RVSM航空器的要求。 (ii) 品質保證大綱，旨在確保航空器檢測設備持續的精度和可靠性，以確定其符合RVSM航空器的要求。 (iii) 航空器重新達到RVSM要求的程式。 (2) 對按照CCAR-121部和其他公共航空運輸運作規章運作的申請人，應提交駕駛員初始和復訓訓練大綱。 (3) 政策和程式。按照CCAR-121部和其他公共航空運輸運作規章實施運作的申請人，應提交能確保安全運作RVSM的政策和程式。 (d) 驗證和演示。運營人以局方規定的方式，提供證據證明： (1) 有能力運作和維修其申請批准的在RVSM空域裏運作的各航空器或航空器組。 (2) 每個駕駛員充分了解RVSM要求、政策和程式。 4 RVSM的運作 (a) 申請批准在RVSM空域裏運作的人員，應當在發給空中交通管制的飛行計劃裏説明有關RVSM運營人和航空器的狀況。各運營人應當通過適當的飛行計劃，證明其對所飛航線的RVSM適用性。 (b) 應當滿足下列條件方可在發給空中交通管制的飛行計劃裏説明運營人或航空器已獲准進行 RVSM運作，或能在要求批准RVSM的航線或地區運作： (1) 運營人已得到局方的批准允許進行此類運作； (2) 該航空器已獲批准，並符合本附錄第2條的要求。 5 偏離的批准 局方可以批准航空器的運營人偏離第91.607條對RVSM空域內特定飛行的要求，當運營人未能按照本附錄第3條的規定獲得批准，並且如果： (a) 運營人向管制空域的空中交通管制中心提出了適當的要求(此要求應在運作前至少 48小時提出，除非由於特殊情況的限制而無法提出)； (b) 在發出該次飛行的飛行計劃時，空中交通管制機構應當確定向航空器提供適當的飛行間隔，確定該飛行不會干擾或影響已根據本附錄第3條獲准進行RVSM運作的運營人的運作。 6 高度保持誤差的報告 當航空器出現下列高度保持狀況時，應當向局方報告情況： (a) 垂直誤差總值達到或超過90米（300英尺）； (b) 高度系統誤差總值達到或超過74米（245英尺）； (c) 偏離指定的高度達到或超過90米（300英尺）。 7 批准的取消或修改 局方認為運營人沒有遵守或無法遵守本附錄或本規章G章裏的規定，局方可以修改運作規範以取消或限制RSVM批准。例如，提出修改、取消或限制的理由可以包括（但不限于）運營人： (a) 在RVSM空域內高度保持誤差方面出現一次或多次超限； (b) 未及時地做出有效的反應，查出並修正高度保持誤差； (c) 未報告高度保持誤差。 8 空域的劃定 (a) 北大西洋空域的RVSM (1) 在北大西洋空域的RVSM可適用於下列的國際民航組織飛行情報區：紐約海上飛行情報區、甘德海上飛行情報區、桑德斯特羅姆飛行情報區、雷克雅未克海上飛行情報區、香威克海上飛行情報區和聖馬麗亞海上飛行情報區。 (2) 在北大西洋地區最低導航性能規範（MNPS)空域裏，RVSM可以生效。在北大西洋地區的最低導航性能規範空域是按照飛行高度950米（28500英尺）和飛行高度1400米（42000英尺）(包括在內)之間空域容量劃定的，此區域位於北緯27度和北極之間，東臨聖馬麗亞海上空中交通管制中心、香威克海上空中交通管制中心和雷克雅未克海上空中交通管制中心控制區的東部邊界，西接雷克雅未克海上空中交通管制中心、甘德海上空中交通管制中心和紐約海上空中交通管制中心控制區的西部邊界，不包括西經60度以西和北緯38度30分以南的地區。 (b) 太平洋空域的RVSM (1) 太平洋空域的RVSM可適用於下列的國際民航組織飛行情報區：安克雷奇極地飛行情報區、安克雷奇大陸飛行情報區、安克雷奇海上飛行情報區、(紐西蘭)奧克蘭海上飛行情報區、布裏斯班、埃德蒙頓、霍尼亞拉、洛杉磯、墨爾本、訥迪、那壩、諾魯、紐西蘭、(美國)奧克蘭、(美國)奧克蘭海上飛行情報區、莫爾茲比港、西雅圖、塔希提、東京、望加錫和溫哥華。 附錄E 飛機飛行數據記錄器規範 1 飛機的I和II型飛行數據記錄器規範 序 號 參數名稱 測量範圍 記錄間隔 (秒) 精度限制 (感測器輸入與記錄器的讀出相比較) 1 時間(能得到時用世界協調時，否則用經過的時間) 24小時 4 ±0.125%每小時 2 氣壓高度 -300米(-1000英尺)～飛機最大審定高度+1500米(+5000英尺) 1 ±30米～±200米(±100英尺～±700英尺) 3 指示空速 95千米/小時(50海裏/小時)～最大VS0(注1) VS0～1.2 VD(注2) 1 ±5% ±3% 4 航向 360° 1 ±2° 5 垂直加速度 -3g～+6g 0.125 最大範圍的±1%，不包括原始數據誤差的5% 6 俯仰姿態 ±75° 1 ±2° 7 橫滾姿態 ±180° 1 ±2° 8 無線電發送鍵 通-斷(離散量) 1 9 每台發動機功率(注3) 全程 1(每台發動機) ±2% 10 後緣襟翼或駕駛艙的控制選擇 全程或每一離散位置 2 ±5%或按照駕駛員指示器的讀數 11 前緣縫翼或駕駛艙的控制選擇 全程或每一離散位置 2 ±5%或按照駕駛員指示器的讀數 12 反推位置 收回、過渡和展開 1(每台發動機) 13 地面擾流板/速度剎車選擇 全程或每一離散位置 1 ±2%，除非要求更高的精度 14 外界大氣溫度 感測器範圍 2 ±2℃ 15 自動駕駛儀/自動油門/自動飛行控制系統方式和銜接狀態 離散量的適當組合 1 注：上述15個參數滿足II型飛行數據記錄器的規範。 16 縱向加速度 ±1g 0.25 最大範圍的±1.5%，不包括原始數據誤差±5% 17 橫向加速度 ±1g 0.25 最大範圍的±1.5%，不包括原始數據誤差±5% 18 駕駛員的輸入和/或控制舵面位置－主控制(俯仰、橫滾、偏航)(注4) 全程範圍 1 ±2°，除非要求更高的精度 19 俯仰配平位置 全程範圍 1 ±3%，除非要求更高的精度 20 無線電高度 -6米～750米(-20英尺～2500英尺) 1 在低於150米(500英尺)時，±0.6米(±2英尺)或±3% (取較大值)；在高於150米(500英尺)，±5% 21 下滑道偏離 信號作用範圍 1 ±3％ 22 航向道偏離 信號作用範圍 1 ±3％ 23 通過指點信標 離散量 1 24 主警告 離散量 1 25 導航1和2的頻率選擇(注5) 全程 4 按照安裝情況 26 測距機1和2的距離(注5和注6) 0～370千米 4 按照安裝情況 27 起落架鄰近電門狀態 離散量 1 28 GPWS(近地警告系統) 離散量 1 29 迎角 全程 0.5 按照安裝情況 30 每一液壓系統(低壓) 離散量 2 31 導航數據(經度/緯度、地速和偏流角)(注7) 按照安裝情況 1 按照安裝情況 32 起落架或起落架選擇手柄位置 離散量 4 按照安裝情況 注：上述32個參數滿足I型飛行數據記錄器的規範。 注1：VS0是指著陸構型下的失速速度或最小穩定飛行速度。 注2：VD是指設計俯衝速度。 注3：記錄足夠的輸入資訊來確定功率。 注4：對於傳統控制系統的飛機，採用“或”關係。對於非機械控制系統的飛機，則採用“和”關係。對於採用了分裂式舵面的飛機，可以採用輸入資訊的適當組合來替代分別記錄每一舵面的位置。 注5：如果有可用的數字形式信號。 注6：首選應記錄來自慣性導航系統或其他導航系統的經度和緯度。 注7：如果信號易於採用。 如果有更多的記錄容量，應當考慮記錄下述附加資訊： (a) 來自於電子顯示系統如電子飛行儀錶系統(EFIS)、航空器中央電子監視系統(ECAM)和發動機指示和機組告警系統(EICAS) 的工作資訊。採用下列優先順序： (1) 如果沒有記錄來自其他資訊源的相關資訊，則應記錄由飛行機組選擇的與預期飛行航跡相關的參數，如：氣壓高度設定，選擇高度，選擇空速、決斷高以及自動飛行系統銜接和方式的指示。 (2) 顯示系統的選擇/狀態，如航段（SECTOR）、計劃（PLAN）、360o羅盤（ROSE）、導航（NAV）、氣象（WXR）、複合（COMPOSITE）、拷貝（COPY）等。 (3) 警告和告警。 (4) 在執行應急程式和檢查單情況下，所顯示頁面的識別。 (b) 包括有關所施加剎車的制動資訊，用於著陸時衝出跑道和中斷起飛的調查。 (c) 附加發動機資訊(發動機壓力比、高壓渦輪轉速、排氣溫度、燃油流量等) 2 飛機的I A型飛行數據記錄器規範 (在下述規範中，沒有()標記的參數是強制要求記錄的， 對於有()標記的參數，如果飛機系統或操縱飛機的飛行 機組使用了該參數的資訊數據源，則要求記錄該參數。) 1、氣壓高度 2、指示空速或校準空速 3、空-地狀態和每一起落架的空地感測器，如適用 4、全溫或外部大氣溫度 5、航向 (飛行機組主參考) 6、垂直加速度 7、橫向加速度 8、縱向加速度(機軸) 9、時間或相對時間計算 10、導航數據*：偏流角、風速、風向、緯度/經度 11、地速* 12、無線電高度* 13、俯仰姿態 14、橫滾姿態 15、偏航或側滑角* 16、迎角* 17、發動機推力/功率：每台發動機的推力/功率，駕駛艙油門/推力桿位置 18、反推狀態* 19、發動機推力指令* 20、發動機推力目標* 21、發動機引氣活門位置* 22、附加發動機參數*：發動機壓氣比(EPR), N1, 指示的震動級別, N2, 發動機排氣溫度(EGT), 油門桿角度(TLA), 燃油流量, 燃油關斷手柄位置，N3 23、俯仰配平舵面位置 24、襟翼*：後緣襟翼位置，駕駛艙控制選擇 25、縫翼*：前緣襟翼(縫翼)位置, 駕駛艙控制選擇 26、起落架*：起落架或起落架選擇手柄的位置 27、偏航配平舵面位置* 28、橫滾配平舵面位置* 29、駕駛艙俯仰配平控制輸入的位置 * 30、駕駛艙橫滾配平控制輸入的位置 * 31、駕駛艙偏航配平控制輸入的位置 * 32、地面擾流板和速度剎車*：地面擾流板位置，地面擾流板的選擇，速度剎車位置，速度剎車的選擇 33、除冰和/或防冰系統的選擇* 34、液壓壓力(每一系統)* 35、燃油量* 36、交流電匯流條狀態* 37、直流電匯流條狀態* 38、輔助動力裝置引氣活門位置* 39、計算重心* 40、警告 41、主飛行控制舵面和駕駛員的主飛行控制輸入：俯仰軸，橫滾軸，偏航軸 42、通過指點信標 43、每一導航接收機的頻率選擇 44、人工無線電發射鍵控和駕駛艙話音記錄器/飛行數據記錄器同步基準 45、自動駕駛儀/自動油門/自動飛行控制系統(AFCS)方式和接通狀態* 46、選擇的大氣壓力設定*：機長、副駕駛 47、選擇高度(駕駛員可選擇的所有工作模式)* 48、選擇速度(駕駛員可選擇的所有工作模式)* 49、選擇馬赫數(駕駛員可選擇的所有工作模式)* 50、選擇垂直速度(駕駛員可選擇的所有工作模式)* 51、選擇航向(駕駛員可選擇的所有工作模式)* 52、選擇航跡(駕駛員可選擇的所有工作模式)：航線/預期航跡, 航跡角 53、選擇決斷高 54、電子飛行儀錶系統(EFIS)顯示格式*：機長，副駕駛 55、多功能/發動機/告警顯示模式* 56、 近地警告系統(GPWS)/地形提示和警告系統(TAWS)/地面避撞系統(GCAS)狀態*： 地形顯示模式的選擇(包括自動顯示狀態)，地形告警，警戒和警告，以及諮詢，開關電門位置 57、低壓警告*：液壓壓力，氣壓壓力 58、電腦失效* 59、客艙失壓* 60、空中交通防撞系統(TCAS)/機載防撞系統(ACAS)* 61、結冰探測* 62、每台發動機的震動警告* 63、每台發動機的超溫警告* 64、每台發動機的滑油低壓警告* 65、每台發動機的超速警告* 66、風切變警告* 67、操縱失速保護，抖桿器和推桿器的觸發* 68、駕駛艙內所有的飛行控制輸入力*：方向盤，操縱桿，方向舵腳蹬的駕駛艙輸入力 69、垂直偏差*：儀錶著陸系統(ILS)下滑道，微波著陸系統(MLS)傾角,全球導航衛星系統(GNSS)近進航道 70、水準偏差*：儀錶著陸系統(ILS)航向道, 微波著陸系統(MLS)方位角,全球導航衛星系統(GNSS)近進航道 71、測距裝置(DME)1和2的距離* 72、主導航系統參照*：全球導航衛星系統(GNSS), 慣性導航系統(INS),全向信標/測距裝置(VOR/DME), 微波著陸系統(MLS), 羅蘭 C(Loran C), 儀錶著陸系統(ILS) 73、剎車*: 左、右剎車壓力，左、右剎車腳蹬位置 74、日期* 75、事件記錄標誌* 76、平視顯示使用中* 77、輔助目視顯示工作中* 附錄F 旋翼機飛行數據記錄器規範 1 旋翼機IV和V型飛行數據記錄器規範 序 號 參數名稱 測量範圍 記錄間隔 (秒) 精度限制(感測器輸入 與記錄器的讀出相比較) 1 時間(能得到時用世界協調時，否則用經過的時間) 24小時 4 ±0.125%每小時 2 氣壓高度 -300米(-1000英尺)～航空器最大審定高度+1500米(+5000英尺) 1 ±30米～±200米 (±100英尺～±700英尺) 3 指示空速 同安裝的測量系統 1 ±3％ 4 航向 360° 1 ±2° 5 垂直加速度 -3g～+6g 0.125 ±1％ 6 俯仰姿態 ±75° 0.5 ±2° 7 橫滾姿態 ±180° 0.5 ±2° 8 無線電發送鍵 通-斷(離散量) 1 9 每台發動機功率(注1) 全程 1(每台發動機) ±2％ 10 主旋翼轉速 50～130％ 0.5 ±2％ 11 駕駛員的輸入和/或控制舵面位置－主控制(總槳距、縱向槳距、橫向槳距、尾槳腳蹬)(注2) 全程範圍 1 ±2％，除非要求更高的精度 12 每一液壓系統(低壓) 離散量 2 13 外界大氣溫度 感測器範圍 2 ±2℃ 14 自動駕駛儀/自動油門/自動飛行控制系統方式和銜接狀態 離散量的適當組合 1 15 增穩系統的接通 離散量 1 注：上述15個參數滿足V型飛行數據記錄器的規範。 16 主減速箱的滑油壓力 按照安裝情況 1 按照安裝情況 17 主減速箱的滑油溫度 按照安裝情況 2 按照安裝情況 18 偏航加速度(或偏航速率) ±1g 0.25 最大範圍的±1.5％，不包括原始數據誤差±5％ 19 吊挂負載力 審定負載的0～200％ 0.5 最大範圍的±3％ 20 縱向加速度 ±1g 0.25 最大範圍的±1.5％，不包括原始數據誤差±5％ 21 橫向加速度 ±1g 0.25 最大範圍的±1.5％，不包括原始數據誤差±5％ 22 無線電高度 -6米～750米(-20英尺～2500英尺) 1 在低於150米(500英尺)時，±0.6米(±2英尺)或±3％(取較大值)；在高於150米(500英尺)，±5％ 23 下滑道偏離 信號作用範圍 1 ±3％ 24 航向道偏離 信號作用範圍 1 ±3％ 25 通過指點信標 離散量 1 26 主警告 離散量 1 27 導航1和2的頻率選擇(注3) 全程 4 按照安裝情況 28 測距機1和2的距離(注3和注4) 0～370千米 4 按照安裝情況 29 導航數據(經度、緯度、地速)(注5) 按照安裝情況 2 按照安裝情況 30 起落架或起落架選擇手柄位置 離散量 4 按照安裝情況 注：上述30個參數滿足IV型飛行數據記錄器的規範。 注1：記錄足夠的輸入資訊來確定功率。 注2：對於傳統控制系統的旋翼機，採用“或”關係。對於非機械控制系統的旋翼機，則採用“和”關係。 注3：如果有可用的數字形式信號。 注4：首選應記錄來自慣性導航系統或其他導航系統的經度和緯度。 注5：如果信號易於採用。 如果有更多的記錄容量，應當考慮記錄下述附加資訊： (a) 來自於電子顯示系統如電子飛行儀錶系統(EFIS)、航空器中央電子監視系統(ECAM)和發動機指示和機組告警系統(EICAS) 的工作資訊。採用下列優先順序： (1) 如果沒有記錄來自其他資訊源的相關資訊，則應記錄由飛行機組選擇的與預期飛行航跡相關的參數，如：氣壓高度設定，選擇高度，選擇空速、決斷高以及自動飛行系統銜接和方式的指示。 (2) 顯示系統的選擇/狀態，如航段（SECTOR）、計劃（PLAN）、360o羅盤（ROSE）、導航（NAV）、氣象（WXR）、複合（POSITE）、拷貝（COPY）等。 (3) 警告和告警的數據。 (4) 在執行應急程式和檢查單情況下，所顯示頁面的識別。 (c) 附加發動機資訊(發動機壓力比、高壓渦輪轉速、排氣溫度、燃油流量等) 2 旋翼機IVA型飛行數據記錄器規範 (在下述規範中，沒有()標記的參數是強制要求記錄的， 對於有()標記的參數，如果旋翼機系統或操縱旋翼機的 飛行機組使用了該參數的資訊數據源，則要求記錄該參數) 1、氣壓高度 2、指示空速 3、外部大氣溫度 4、航向 5、垂直加速度 6、橫向加速度 7、縱向加速度(機軸) 8、時間或相對時間計算 9、導航數據*： 偏流角、風速、風向、緯度/經度 10、無線電高度* 11、俯仰姿態 12、橫滾姿態 13、偏航率 14、每台發動機的功率：自由動力渦輪轉速(Nf)，發動機扭距，發動機燃氣發生器轉速(Ng)，駕駛艙功率控制的位置 15、旋翼：主旋翼轉速，旋翼剎車 16、主減速箱滑油壓力* 17、減速箱滑油溫度*：主減速箱滑油溫度，中間減速箱滑油溫度，尾槳減速箱滑油溫度 18、發動機的排氣溫度(T4)* 19、渦輪入口溫度（TIT）* 20、起落架或起落架選擇手柄的位置* 21、燃油含量* 22、結冰感測器含水量* 23、液壓壓力低 24、警告 25、主飛行控制：駕駛員輸入和/或操縱輸出位置：總槳距，縱向槳距，橫向槳距，尾槳腳蹬，可控全動式水準尾翼，液壓選擇 26、通過指點信標 27、每一導航接收機的頻率選擇 28、自動飛行控制系統的方式和銜接狀態* 29、增穩系統的銜接* 30、指示的吊挂負載力* 31、垂直偏差*：儀錶著陸系統(ILS)下滑道，微波著陸系統(MLS)標高,全球導航衛星系統(GNSS) 進近航道 32、水準偏差*：儀錶著陸系統(ILS)航向道, 微波著陸系統(MLS)方位角,全球導航衛星系統(GNSS) 進近航道 33、測距裝置(DME)1和2的測量距離* 34、高度變化率* 35、旋翼機狀況和使用監視系統(HUMS)*：發動機數據，金屬屑探測器，槳葉同步，離散的超限值、寬頻平均發動機振動 附件： 一般運作和飛行規則

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