ЕЛЕКТРИЧЕСКИ СИСТЕМИ И ОБОРУДВАНЕ

(a) Each storage battery must be designed

and installed as prescribed in this paragraph.

(b) Safe cell temperatures and pressures must

be maintained during any probable charging and

discharging condition. No uncontrolled increase

in cell temperature may result when the battery is

recharged (after previous complete discharge) –

(1) At maximum regulated voltage or

power;

duration; and

(3) Under the most adverse cooling

condition likely to occur in service.

(c) Compliance with sub-paragraph (b) of

this paragraph must be shown by test unless

experience with similar batteries and installations

has shown that maintaining safe cell temperatures

and pressures presents no problem.

(d) No explosive or toxic gases emitted by

any battery in normal operation, or as the result of

any probable malfunction in the charging system

or battery installation, may accumulate in

hazardous quantities within the rotorcraft.

(e) No corrosive fluids or gases that may

escape from the battery may damage surrounding

structures or adjacent essential equipment.

(f) Each nickel cadmium battery installation

capable of being used to start an engine or

auxiliary power unit must have provisions to

prevent any hazardous effect on structure or

essential systems that may be caused by the

maximum amount of heat the battery can generate

during a short circuit of the battery or of its

individual cells.

(g) Nickel cadmium battery installations

capable of being used to start an engine or

auxiliary power unit must have –

(1) A system to control the charging

rate of the battery automatically so as to

prevent battery overheating;

(2) A battery temperature sensing and

over-temperature warning system with a means

for disconnecting the battery from its charging

source in the event of an over-temperature

condition; or

(3) A battery failure sensing and

warning system with a means for disconnecting

the battery from its charging source in the

event of battery failure.

(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

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 tripping; 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% spare fuses of each rating,

whichever is greater.

(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 energised 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 crew member in flight.

(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 selfextinguishing

when tested in accordance with

JAR–25, Appendix F, Part I (a)(3).]