JAR 29.773 Обзор на пилотската кабина

Windshields and windows must be made of

material that will not break into dangerous

fragments.

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

movement of each control without interference from

the cockpit structure or the pilot’s clothing when

pilots from 1.57 m (5ft 2ins) to 1.83 m (6ft) in

height are seated.

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 left-hand 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.

(a) Each closed cabin must have at least one

adequate and easily accessible external door.

(b) Each external door must be located, and

appropriate operating procedures must be

established, to ensure that persons using the door

will not be endangered by the rotors, propellers,

engine intakes, and exhausts when the operating

procedures are used.

(c) There must be means for locking crew and

external passenger doors and for preventing their

opening in flight inadvertently or as a result of

mechanical failure. It must be possible to open

external doors from inside and outside the cabin

with the rotorcraft on the ground even though

persons may be crowded against the door on the

inside of the rotorcraft. The means of opening must

be simple and obvious and so arranged and marked

that it can be readily located and operated.

(d) There must be reasonable provisions to

prevent the jamming of any external door in a minor

crash as a result of fuselage deformation under the

following ultimate inertial forces except for cargo or

service doors not suitable for use as an exit in an

emergency:

(1) Upward – 1.5 g

(2) Forward – 4.0 g

(3) Sideward – 2.0 g

(4) Downward – 4.0 g

(e) There must be means for direct visual

inspection of the locking mechanism by crew

members to determine whether the external doors

(including passenger, crew, service, and cargo

doors) are fully locked. There must be visual means

to signal to appropriate crew members when

normally used external doors are closed and fully

locked.

(f) For outward opening external doors usable

safety latching device to prevent the door from

opening when the primary latching mechanism fails.

If the door does not meet the requirements of subparagraph

(c) of this paragraph with this device in

place, suitable operating procedures must be

established to prevent the use of the device during

take-off and landing.

(g) If an integral stair is installed in a

passenger entry door that is qualified as a passenger

emergency exit, the stair must be designed so that

under the following conditions the effectiveness of

passenger emergency egress will not be impaired:

(1) The door, integral stair, and operating

mechanism have been subjected to the inertial

forces specified in sub-paragraph (d) of this

paragraph, acting separately relative to the

surrounding structure.

(2) The rotorcraft is in the normal ground

attitude and in each of the attitudes

corresponding to collapse of one or more legs, or

primary members, as applicable, of the landing

gear.

(h) Non jettisonable doors used as ditching

be secured in the open position and remain secure

for emergency egress in sea state conditions

prescribed for ditching.