時(shí)間：2011-08-31 13:49來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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In addition, commentors proposed the use of the term ‘maximum certificated seating configuration’, adding a cross-reference to JAR 23.1524, and to include a number of the requirements in the definition. In answer to the query on the status of the Trislander aircraft, the DEFWG believes that, strictly speaking, it is not a JAR–23 aeroplane. Should a similar type ever be offered for type certification, then the applicant would probably have to agree to develop a set of Special Conditions for JAR–23. The DEFWG, felt that the best response to all of the above points would be to delete the existing JAR–1 term and make reference to the relevant parts of JAR–23 in the definition of Large Aeroplane (which itself already excludes commuters in a part of the text). Proposal 15; Helicopter NPA 1–7 proposed using the FAA’s definition, but six of the seven comments received proposed that the JAA use the ICAO definition. The other commentor proposed an entirely new version based neither on ICAO or FAR, which was rejected. No compelling arguments for change were offered by commentors. As the Terms of Reference state that JAR–1 definitions should be either ICAO or FAA, and as JAR–27 & JAR–29 are very close to the corresponding FARs, the FAA-derived definition is retained. Proposal 16; Flight Time 10 Comments were received to this proposal. A number of them noted that the definition was not suitable in the context of its current use, especially for helicopters (a comment that Flight Time commenced ‘once the rotors were turning’ was received). In addition, commentors felt that the terms needed defining in each individual JAR where the term is used. For example, one commentor noted that engine running time needed defining separately as it would be different from the proposal. Another requested that the case of abandoned take-offs be taken into account. Four main cases were discernable from the comments; block-to-block (as defined in WATOG), airborne time (also in WATOG), functioning time (e.g engine running time), and helicopter Flight Time (as proposed for JAR–OPS Part 3, Subpart Q – to take into account hover taxying and rotor running turnarounds). |
