DOCSLIB.ORG

Federal Aviation Administration, DOT § 25.1457

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Federal Aviation Administration, DOT § 25.1457 Federal Aviation Administration, DOT § 25.1457 pressure breathing regulator) type with the surface temperature cannot exceed mask-mounted regulator, or other ap- 100 degrees F. proved oxygen equipment shown to [Amdt. 25–41, 42 FR 36971, July 18, 1977] provide the same degree of protection, for airplanes operated at altitudes § 25.1453 Protection of oxygen equip- where decompressions that are not ex- ment from rupture. tremely improbable may expose the flightcrew to cabin pressure altitudes Oxygen pressure tanks, and lines be- in excess of 34,000 feet. tween tanks and the shutoff means, (4) Portable oxygen equipment must must be— be immediately available for each (a) Protected from unsafe tempera- cabin attendant. The portable oxygen tures; and equipment must have the oxygen dis- (b) Located where the probability and pensing unit connected to the portable hazards of rupture in a crash landing oxygen supply. are minimized. [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as § 25.1455 Draining of fluids subject to amended by Amdt. 25–41, 42 FR 36971, July 18, freezing. 1977; Amdt. 25–87, 61 FR 28696, June 5, 1996; Amdt. 25–116, 69 FR 62789, Oct. 27, 2004] If fluids subject to freezing may be drained overboard in flight or during § 25.1449 Means for determining use of ground operation, the drains must be oxygen. designed and located to prevent the formation of hazardous quantities of There must be a means to allow the ice on the airplane as a result of the crew to determine whether oxygen is drainage. being delivered to the dispensing equip- ment. [Amdt. 25–23, 35 FR 5680, Apr. 8, 1970] § 25.1450 Chemical oxygen generators. § 25.1457 Cockpit voice recorders. (a) For the purpose of this section, a (a) Each cockpit voice recorder re- chemical oxygen generator is defined quired by the operating rules of this as a device which produces oxygen by chapter must be approved and must be chemical reaction. installed so that it will record the fol- (b) Each chemical oxygen generator lowing: must be designed and installed in ac- (1) Voice communications trans- cordance with the following require- mitted from or received in the airplane ments: by radio. (1) Surface temperature developed by (2) Voice communications of flight the generator during operation may crewmembers on the flight deck. not create a hazard to the airplane or (3) Voice communications of flight to its occupants. crewmembers on the flight deck, using (2) Means must be provided to relieve the airplane’s interphone system. any internal pressure that may be haz- (4) Voice or audio signals identifying ardous. navigation or approach aids introduced (c) In addition to meeting the re- into a headset or speaker. quirements in paragraph (b) of this sec- (5) Voice communications of flight tion, each portable chemical oxygen crewmembers using the passenger loud- generator that is capable of sustained speaker system, if there is such a sys- operation by successive replacement of tem and if the fourth channel is avail- a generator element must be placarded able in accordance with the require- to show— ments of paragraph (c)(4)(ii) of this sec- (1) The rate of oxygen flow, in liters tion. per minute; (6) If datalink communication equip- (2) The duration of oxygen flow, in ment is installed, all datalink commu- minutes, for the replaceable generator nications, using an approved data mes- element; and sage set. Datalink messages must be (3) A warning that the replaceable recorded as the output signal from the generator element may be hot, unless communications unit that translates the element construction is such that the signal into usable data. 517 VerDate Mar<15>2010 10:12 Mar 18, 2014 Jkt 232046 PO 00000 Frm 00527 Fmt 8010 Sfmt 8010 Y:\SGML\232046.XXX 232046 pmangrum on DSK3VPTVN1PROD with CFR § 25.1457 14 CFR Ch. I (1–1–14 Edition) (b) The recording requirements of dress system, or radio transmitters are paragraph (a)(2) of this section must be in use. met by installing a cockpit-mounted (d) Each cockpit voice recorder must area microphone, located in the best be installed so that— position for recording voice commu- (1)(i) It receives its electrical power nications originating at the first and from the bus that provides the max- second pilot stations and voice commu- imum reliability for operation of the nications of other crewmembers on the cockpit voice recorder without jeopard- flight deck when directed to those sta- izing service to essential or emergency tions. The microphone must be so lo- loads. cated and, if necessary, the pre- (ii) It remains powered for as long as amplifiers and filters of the recorder possible without jeopardizing emer- must be so adjusted or supplemented, gency operation of the airplane. that the intelligibility of the recorded (2) There is an automatic means to communications is as high as prac- simultaneously stop the recorder and ticable when recorded under flight prevent each erasure feature from func- cockpit noise conditions and played tioning, within 10 minutes after crash back. Repeated aural or visual play- impact; back of the record may be used in eval- (3) There is an aural or visual means uating intelligibility. for preflight checking of the recorder (c) Each cockpit voice recorder must for proper operation; be installed so that the part of the (4) Any single electrical failure exter- communication or audio signals speci- nal to the recorder does not disable fied in paragraph (a) of this section ob- both the cockpit voice recorder and the tained from each of the following flight data recorder; sources is recorded on a separate chan- (5) It has an independent power nel: source— (1) For the first channel, from each (i) That provides 10 ±1 minutes of boom, mask, or hand-held microphone, electrical power to operate both the headset, or speaker used at the first cockpit voice recorder and cockpit- pilot station. mounted area microphone; (2) For the second channel from each (ii) That is located as close as prac- boom, mask, or hand-held microphone, ticable to the cockpit voice recorder; headset, or speaker used at the second and pilot station. (iii) To which the cockpit voice re- (3) For the third channel—from the corder and cockpit-mounted area cockpit-mounted area microphone. microphone are switched automati- (4) For the fourth channel, from— cally in the event that all other power (i) Each boom, mask, or hand-held to the cockpit voice recorder is inter- microphone, headset, or speaker used rupted either by normal shutdown or at the station for the third and fourth by any other loss of power to the elec- crew members; or trical power bus; and (ii) If the stations specified in para- (6) It is in a separate container from graph (c)(4)(i) of this section are not re- the flight data recorder when both are quired or if the signal at such a station required. If used to comply with only is picked up by another channel, each the cockpit voice recorder require- microphone on the flight deck that is ments, a combination unit may be in- used with the passenger loudspeaker stalled. system, if its signals are not picked up (e) The recorder container must be by another channel. located and mounted to minimize the (5) As far as is practicable all sounds probability of rupture of the container received by the microphone listed in as a result of crash impact and con- paragraphs (c)(1), (2), and (4) of this sequent heat damage to the recorder section must be recorded without from fire. interruption irrespective of the posi- (1) Except as provided in paragraph tion of the interphone-transmitter key (e)(2) of this section, the recorder con- switch. The design shall ensure that tainer must be located as far aft as sidetone for the flight crew is produced practicable, but need not be outside of only when the interphone, public ad- the pressurized compartment, and may 518 VerDate Mar<15>2010 10:12 Mar 18, 2014 Jkt 232046 PO 00000 Frm 00528 Fmt 8010 Sfmt 8010 Y:\SGML\232046.XXX 232046 pmangrum on DSK3VPTVN1PROD with CFR Federal Aviation Administration, DOT § 25.1459 not be located where aft-mounted en- izing service to essential or emergency gines may crush the container during loads. impact. (ii) It remains powered for as long as (2) If two separate combination dig- possible without jeopardizing emer- ital flight data recorder and cockpit gency operation of the airplane. voice recorder units are installed in- (4) There is an aural or visual means stead of one cockpit voice recorder and for preflight checking of the recorder one digital flight data recorder, the for proper recording of data in the stor- combination unit that is installed to age medium; comply with the cockpit voice recorder (5) Except for recorders powered sole- requirements may be located near the ly by the engine-driven electrical gen- cockpit. erator system, there is an automatic (f) If the cockpit voice recorder has a means to simultaneously stop a re- bulk erasure device, the installation corder that has a data erasure feature must be designed to minimize the prob- and prevent each erasure feature from ability of inadvertent operation and ac- functioning, within 10 minutes after tuation of the device during crash im- crash impact; pact. (6) There is a means to record data (g) Each recorder container must— from which the time of each radio (1) Be either bright orange or bright transmission either to or from ATC can yellow; be determined; (2) Have reflective tape affixed to its (7) Any single electrical failure exter- external surface to facilitate its loca- nal to the recorder does not disable tion under water; and both the cockpit voice recorder and the (3) Have an underwater locating de- flight data recorder; and vice, when required by the operating (8) It is in a separate container from rules of this chapter, on or adjacent to the cockpit voice recorder when both the container which is secured in such are required.
Load more

Recommended publications
  • Guide to Methods & Tools for Airline Flight Safety Analysis, Issue 2
    PAGE LEFT BLANK Guide to METHODS & TOOLS FOR AIRLINE FLIGHT SAFETY ANALYSIS Prepared by: GAIN Working Group B, Analytical Methods and Tools Second Edition – June 2003 THIS PAGE LEFT BLANK GAIN Guide to Methods & Tools for Airline Flight Safety Analysis Table of Contents Page Foreword...................................................................................................................................v Acknowledgements .................................................................................................................vi 1.0 Introduction.......................................................................................................................1 1.1 Purpose of Guide .........................................................................................................1 1.2 GAIN Overview ..........................................................................................................1 1.3 Working Group B: Analytical Methods and Tools .....................................................1 1.4 Scope ...........................................................................................................................2 1.5 Definitions ...................................................................................................................2 1.6 Review of Methods and Tools.....................................................................................2 1.7 Organization of this Guide ..........................................................................................3 1.8 Changes
    [Show full text]
  • FLYHT 2019 July Investor Presentation
    July 2019 FLYHT Aerospace Solutions Ltd. TSX.V: FLY OTCQX: FLYLF 1 TSX.V: FLY OTCQX: FLYLF Disclaimer www.flyht.com Forward Looking Statements This discussion includes certain statements that may be deemed “forward-looking statements” that are subject to risks and uncertainty. All statements, other than statements of historical facts included in this discussion, including, without limitation, those regarding the Company’s financial position, business strategy, projected costs, future plans, projected revenues, objectives of management for future operations, the Company’s ability to meet any repayment obligations, the use of non-GAAP financial measures, trends in the airline industry, the global financial outlook, expanding markets, research and development of next generation products and any government assistance in financing such developments, foreign exchange rate outlooks, new revenue streams and sales projections, cost increases as related to marketing, research and development (including AFIRS 228), administration expenses, and litigation matters, may be or include forward-looking statements. Although the Company believes the expectations expressed in such forward-looking statements are based on a number of reasonable assumptions regarding the Canadian, U.S., and global economic environments, local and foreign government policies/regulations and actions and assumptions made based upon discussions to date with the Company’s customers and advisers, such statements are not guarantees of future performance and actual results or developments may differ materially from those in the forward- looking statements. Factors that could cause actual results to differ materially from those in the forward-looking statements include production rates, timing for product deliveries and installations, Canadian, U.S., and foreign government activities, volatility of the aviation market for the Company’s products and services, factors that result in significant and prolonged disruption of air travel worldwide, U.S.
    [Show full text]
  • The Deadline for Airlines to Comply with the GADSS Mandate Is 1St of January 2021
    23 I AIRLINE & AIRCRAFT OPERATIONS The deadline for airlines to comply with the GADSS mandate is 1st of January 2021. The mandate requires aircraft operators to automate aircraft tracking capabilities. The hardware options available for operators are reviewed here. The avionic options to comply with GADSS he impetus for the International aircraft designs submitted after the updated to include new documents and Civil Aviation Organization’s introduction of the GADSS mandate must amendments pertaining to how data is (ICAO’s) Global Aeronautical be capable of timely FDR data recovery stored in distributed server networks, TDistress and Safety Systems in addition to having the standard flight such as a data-cloud and accessed and (GADSS) standards came from two high- recorders. used in an accident investigation. profile aircraft accidents. These were the The mandatory GADSS requirements Current Annex 13 legislation is based loss of Air France (AF) 447 in 2009 and will be effective from 1 January 2021. around flight data information, including the disappearance of Malaysian Airways its location during the post-flight location MH370 in 2014. and recovery (PFLR) phase. Despite flying in surveyed airspace at ICAO GADSS is defined as a performance- the time it went missing, AF447 was only A special multidisciplinary meeting on based approach, meaning the system is found about two years later. global flight tracking (MMGFT) was graded on functionality rather than In 2014 MH370 was lost in the convened in May 2014 to propose mandating a specific solution. Indian Ocean, which is very deep in recommendations for future actions. One parts. Usual methods of accurately of the main decisions taken was the need locating the wreckage have so far been for operators to pursue aircraft flight- Background unsuccessful.
    [Show full text]
  • Instrument and Equipment
    PCAR PART 7 Republic of the Philippines CIVIL AVIATION REGULATIONS (CAR) PART 7 INSTRUMENT AND EQUIPMENT July 2021 Edition i U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 INTENTIONALLY LEFT BLANK PAGE July 2021 Edition ii U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition iii U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition iv U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 July 2021 Edition v U N C O N T R O L L E D C O P Y W H E N D O W N L O A D E D PCAR PART 7 RECORD OF AMENDMENTS Amendment No. Date Subject Incorporated By Original Issue 23 June 2008 Ruben F. Ciron First Amendment 21 March 2011 1. 7.2.9 Navigation Equipment Ramon S. Gutierrez Second Amendment 01 August 2013 Inserted vertical bars on the LT GEN William K previous amendments Hotchkiss III AFP (Ret) Third Amendment 31 October 2013 1.
    [Show full text]
  • Aircraft Accident Report: American Airlines, Inc., Mcdonnell Douglas
    Explosive decompression, American Airlines, Inc., McDonnell Douglas DC-10-10, N103AA, Near Windsor, Ontario, Canada, June 12, 1972 Micro-summary: On climb, this McDonnell Douglas DC-10-10 experienced an opening of a cargo door, explosive decompression, and a main cabin floor collapse, disrupting the flight control system. Event Date: 1972-06-12 at 1925 EST Investigative Body: National Transportation Safety Board (NTSB), USA Investigative Body's Web Site: http://www.ntsb.gov/ Cautions: 1. Accident reports can be and sometimes are revised. Be sure to consult the investigative agency for the latest version before basing anything significant on content (e.g., thesis, research, etc). 2. Readers are advised that each report is a glimpse of events at specific points in time. While broad themes permeate the causal events leading up to crashes, and we can learn from those, the specific regulatory and technological environments can and do change. Your company's flight operations manual is the final authority as to the safe operation of your aircraft! 3. Reports may or may not represent reality. Many many non-scientific factors go into an investigation, including the magnitude of the event, the experience of the investigator, the political climate, relationship with the regulatory authority, technological and recovery capabilities, etc. It is recommended that the reader review all reports analytically. Even a "bad" report can be a very useful launching point for learning. 4. Contact us before reproducing or redistributing a report from this anthology. Individual countries have very differing views on copyright! We can advise you on the steps to follow.
    [Show full text]
  • 6 10 13 35 28 16 37 20 24 4 Message from The
    THE ICAO JOURNAL Contents Volume 70, Number 3, 2015 ETHEditorial ICAO JOURNAL Message from the ICAO Council President ICAOVolume Communications 69, Number Unit 1, 2014 4 Tel: +1 (514) 954-8221 Editorialwww.icao.int Landmark World Aviation Forum to Address Sustainable Development ICAO [email protected] Unit twitter.com/icaoTel: +1 (514) 954-8221 6 Challenges www.icao.int The ICAO World Aviation Forum (IWAF) in Montréal will bring together States Editor: [email protected] Rick Adams and the donor/development community to help optimize air transport AeroPerspectivestwitter.com/icao Tel: (33) 434 10 77 05 partnerships and opportunities. Photography [email protected] Photography Website: of AeroPerspectives.com official ICAO events and signings provided by: Aviation Training: Responding to State and Industry Needs Vanda D’Alonzo Photography 10 The annual ICAO Council Off-site Strategy Meeting (COSM 2015) sharply Bang E-mail:Marketing [email protected] StéphanieWebsite: Kennan www.vandaphoto.com focused a short list of new training priorities. Tel: +1 (514) 849-2264 B ang E-mail:Marketing [email protected] Stéphanie Website: Kennan www.bang-marketing.com A Framework for Aviation Capacity Building Tel: +1 (514) 849-2264 13 The key concepts and principles which guide ICAO’s aviation security AdvertisingE-mail: [email protected] assistance and capacity-building through No Country Left Behind. FCM Website:Communications www.bang-marketing.com Inc. Yves Allard Advertising Tel: +1 (450) 677-3535 “Fostering the Conversation” FCM Fax:Communications +1 (450) 677-4445 Inc. Yves E-mail:Allard [email protected] 16 An interview with Stephen Creamer, Director, ICAO Air Navigation Bureau (ANB).
    [Show full text]
  • Federal Aviation Administration, DOT Pt. 135, App. F
    Federal Aviation Administration, DOT Pt. 135, App. F APPENDIX F TO PART 135—AIRPLANE FLIGHT RECORDER SPECIFICATION The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic condi- tions. Dynamic condition means the parameter is experiencing change at the maximum rate attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within one second. Accuracy (sensor Seconds per Parameters Range input) sampling interval Resolution Remarks 1. Time or Rel- 24 Hrs, 0 to ±0.125% Per 4 ........................ 1 sec ................. UTC time preferred when ative Time 4095. Hour. available. Counter incre- Counts 1. ments each 4 seconds of system operation. 2. Pressure Alti- ¥1000 ft to max ±100 to ±700 ft 1 ........................ 5′ to 35″ ............. Data should be obtained tude. certificated alti- (see table, from the air data computer tude of aircraft. TSO C124a or when practicable. +5000 ft. TSO C51a). 3. Indicated air- 50 KIAS or min- ±5% and ±3% .... 1 ........................ 1 kt .................... Data should be obtained speed or Cali- imum value to from the air data computer brated airspeed. Max Vsoü and when practicable. Vso to 1.2 V.D. 4. Heading (Pri- 0¥360° and Dis- ±2° ..................... 1 ........................ 0.5° .................... When true or magnetic head- mary flight crew crete ‘‘true’’ or ing can be selected as the reference). ‘‘mag’’. primary heading reference, a discrete indicating selec- tion must be recorded. 5. Normal Accel- ¥3g to +6g ....... ±1% of max 0.125 ................. 0.004g eration range exclud- (Vertical) 9. ing datum error of ±5%. 6. Pitch Attitude .
    [Show full text]
  • Mcdonnell Douglas DC 10-30, PP-VMD
    McDonnell Douglas DC 10-30, PP-VMD AAIB Bulletin No: 7/97 Ref: EW/C97/2/1Category: 1.1 Aircraft Type and Registration: McDonnell Douglas DC 10-30, PP-VMD No & Type of Engines: 3 CF6 turbofan engines Year of Manufacture: 1975 Date & Time (UTC): 8 February 1997 at 2227 hrs Location: London Heathrow Airport Type of Flight: Scheduled Passenger Persons on Board: Crew - 18 - Passengers - 127 Injuries: Crew - None - Passengers - None Nature of Damage: No 7 and 8 wheels and tyres badly damaged Commander's Licence: Airline Transport Pilot's Licence Commander's Age: 50 years (approximately) Commander's Flying Experience: 14,000 hours (of which 4,500 were on type) Last 90 days - 60 hours Last 28 days - 20 hours Information Source: AAIB Field Investigation History of Flight The aircraft involved in this accident arrived at London HeathrowAirport from Rio de Janeiro earlier the same day at 1233 hrs. On arrival it was parked at Gate H30 and later towed to its departureGate H5 at 1945 hrs. At 2207 hrs the flight was cleared for enginestart and push-back and it commenced taxiing to Runway 27R nineminutes later. The taxi route to the runway took the aircraftdirectly onto the outer taxiway and then onto Runway 23 whichit backtracked. The total time spent taxiing was approximatelynine minutes. The flight destination was São Paulo, Brazil and, due tothe length of the flight, two flight deck crews were on board. The crew had arrived two days previously and, for the departure,consisted of a Captain in the left hand seat, who was undertakinga conversion from a different aircraft type, and a training Captainin the right hand seat who was the designated aircraft commander.
    [Show full text]
  • Testimony of Ms. Dana Schulze Acting Director, Office of Aviation Safety
    Testimony of Ms. Dana Schulze Acting Director, Office of Aviation Safety National Transportation Safety Board Before the Subcommittee on Aviation Committee on Transportation and Infrastructure United States House of Representatives — On — Status of Aviation Safety — Washington, DC • July 17, 2019 An Independent Federal Agency Good morning, Chairman Larsen, Ranking Member Graves, and Members of the Subcommittee. Thank you for inviting the National Transportation Safety Board (NTSB) to testify before you today. I am the Acting Director of the Office of Aviation Safety within the NTSB. The NTSB is an independent federal agency charged by Congress with investigating every civil aviation accident in the United States and significant accidents in other modes of transportation – highway, rail, marine, and pipeline. We determine the probable cause of the accidents we investigate, and we issue safety recommendations aimed at preventing future accidents. In addition, we conduct special transportation safety studies and special investigations and coordinate the resources of the federal government and other organizations to assist victims and their family members who have been impacted by major transportation disasters. The NTSB is not a regulatory agency – we do not promulgate operating standards nor do we certificate organizations and individuals. The goal of our work is to foster safety improvements, through formal and informal safety recommendations, for the traveling public. We investigate all civil domestic air carrier, commuter, and air taxi accidents; general aviation accidents; and certain public-use aircraft accidents, amounting to approximately 1,400 investigations of accidents and incidents annually. We also participate in investigations of airline accidents and incidents in foreign countries that involve US carriers, US-manufactured or - designed equipment, or US-registered aircraft.
    [Show full text]
  • FY 2014 R&D Annual Review
    FY 2014 R&D Annual Review August 2015 Report of the Federal Aviation Administration to the United States Congress pursuant to Section 44501(c) of Title 49 of the United States Code FY 2014 R&D Annual Review August 2015 The R&D Annual Review is a companion document to the National Aviation Research Plan (NARP), a report of the Federal Aviation Administration to the United States Congress pursuant to Section 44501(c)(3) of Title 49 of the United States Code. The R&D Annual Review is available on the Internet at http://www.faa.gov/go/narp. FY 2014 R&D Annual Review Table of Contents Table of Contents Introduction ..............................................................................................................1 R&D Principle 1 – Improve Aviation Safety ......................................................... 2 R&D Principle 2 – Improve Efficiency ................................................................79 R&D Principle 3 – Reduce Environmental Impacts ..........................................93 Acronym List ........................................................................................................106 i FY 2014 R&D Annual Review List of Figures List of Figures Figure 1: Simulation Validation of GSE Impact Loading on 5-Frame .......................................... 2 Figure 2: Shear Tie Crushing Model Validation............................................................................ 3 Figure 3: Skin Cracking Model Validation ...................................................................................
    [Show full text]
  • Flight Data Recorder Handbook for Aviation Accident Investigations
    National Transportation Safety Board Vehicle Recorder Division Flight Data Recorder Handbook for Aviation Accident Investigations Office of Research and Engineering Office of Aviation Safety Washington, DC 20594 A Reference for Safety Board Staff ii FOREWORD This handbook provides general information to assist the investigator-in-charge, group chairmen, and other Safety Board staff who may encounter a flight data recorder during the course of an aviation accident investigation. It is intended to provide guidance on the procedures, laws and standard practice surrounding the flight data recorder and its recorded information during the course of an investigation. The Vehicle Recorder Division will be responsible for keeping this handbook updated. The handbook's printing date will be indicated in the upper left corner of each page. While the intent of the handbook is to provide guidance for handling a flight data recorder and its recorded information, the handbook may not cover all situations, and any questions or concerns may be directed to the Chief of the Vehicle Recorder Division for immediate assistance. This handbook is an NTSB staff product and is intended to provide information and guidance to NTSB employees who are involved in the flight data recorder portion of an aviation accident investigation. This handbook has not been adopted by the NTSB Board Members, is not regulatory in nature, is not a binding statement of policy, and is not all- inclusive. The recommended procedures are not intended to become obligations of the NTSB or to create any rights in any of the parties to an NTSB investigation. Deviation from the guidance offered in this handbook will at times be necessary to meet the specific needs of an investigation.
    [Show full text]
  • CS-25 / Amendment 23
    CS-25 AMENDMENT 23 — CHANGE INFORMATION EASA publishes amendments to certification specifications as consolidated documents. These documents are used for establishing the certification basis for applications made after the date of entry into force of the amendment. Consequently, except for a note ‘[Amdt No: 25/23]’ under the amended paragraph, the consolidated text of CS-25 does not allow readers to see the detailed changes introduced by the new amendment. To allow readers to also see these detailed changes, this document has been created. The same format as for publication of Notices of Proposed Amendments (NPAs) has been used to show the changes: (a) deleted text is struck through; (b) new or amended text is highlighted in blue; (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged. Page 1 of 17 BOOK 1 SUBPART D — DESIGN AND CONSTRUCTION CS 25.791 Passenger information signs and placards (See AMC 25.791) […] (d) Lavatories must have ‘No Smoking’ or ‘No Smoking in Lavatory’ placards conspicuously positioned located on or adjacent to each ashtray side of the entry door. The placards must have red letters at least 13 mm (0·5 inches) high on a white background of at least 25 mm (1·0 inches) high. (A No Smoking symbol may be included on the placard.) […] CS 25.831 Ventilation (a) Each passenger and crew compartment must be ventilated and each crew compartment must have enough fresh air (but not less than 0.28 m3/min. (10 cubic ft per minute) per crewmember) to enable crewmembers to perform their duties without undue discomfort or fatigue.
    [Show full text]