362
14 CFR Ch. I (1–1–24 Edition)
§ 25.1449
(4) Portable oxygen equipment must
be immediately available for each
cabin attendant. The portable oxygen
equipment must have the oxygen dis-
pensing unit connected to the portable
oxygen supply.
(5) When operating into or out of air-
ports with elevations above 13,000 feet,
the dispensing units providing the re-
quired oxygen flow must be automati-
cally presented to the occupants at
cabin pressure altitudes no higher than
2,000 feet above the airplane’s max-
imum takeoff and landing altitude.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–41, 42 FR 36971, July 18,
1977; Amdt. 25–87, 61 FR 28696, June 5, 1996;
Amdt. 25–116, 69 FR 62789, Oct. 27, 2004; Amdt.
No. 25–151, 88 FR 39161, June 15, 2023; 88 FR
44032, July 11, 2023]
§ 25.1449
Means for determining use of
oxygen.
There must be a means to allow the
crew to determine whether oxygen is
being delivered to the dispensing equip-
ment.
§ 25.1450
Chemical oxygen generators.
(a) For the purpose of this section, a
chemical oxygen generator is defined
as a device which produces oxygen by
chemical reaction.
(b) Each chemical oxygen generator
must be designed and installed in ac-
cordance with the following require-
ments:
(1) Surface temperature developed by
the generator during operation may
not create a hazard to the airplane or
to its occupants.
(2) Means must be provided to relieve
any internal pressure that may be haz-
ardous.
(3) Except as provided in SFAR 109,
each chemical oxygen generator instal-
lation must meet the requirements of
§ 25.795(d).
(c) In addition to meeting the re-
quirements in paragraph (b) of this sec-
tion, each portable chemical oxygen
generator that is capable of sustained
operation by successive replacement of
a generator element must be placarded
to show—
(1) The rate of oxygen flow, in liters
per minute;
(2) The duration of oxygen flow, in
minutes, for the replaceable generator
element; and
(3) A warning that the replaceable
generator element may be hot, unless
the element construction is such that
the surface temperature cannot exceed
100 degrees F.
[Amdt. 25–41, 42 FR 36971, July 18, 1977, as
amended at 79 FR 13519, Mar. 11, 2014]
§ 25.1453
Protection of oxygen equip-
ment from rupture.
Oxygen pressure tanks, and lines be-
tween tanks and the shutoff means,
must be—
(a) Protected from unsafe tempera-
tures; and
(b) Located where the probability and
hazards of rupture in a crash landing
are minimized.
§ 25.1455
Draining of fluids subject to
freezing.
If fluids subject to freezing may be
drained overboard in flight or during
ground operation, the drains must be
designed and located to prevent the
formation of hazardous quantities of
ice on the airplane as a result of the
drainage.
[Amdt. 25–23, 35 FR 5680, Apr. 8, 1970]
§ 25.1457
Cockpit voice recorders.
(a) Each cockpit voice recorder re-
quired by the operating rules of this
chapter must be approved and must be
installed so that it will record the fol-
lowing:
(1) Voice communications trans-
mitted from or received in the airplane
by radio.
(2) Voice communications of flight
crewmembers on the flight deck.
(3) Voice communications of flight
crewmembers on the flight deck, using
the airplane’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 loud-
speaker system, if there is such a sys-
tem and if the fourth channel is avail-
able in accordance with the require-
ments of paragraph (c)(4)(ii) of this sec-
tion.
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Federal Aviation Administration, DOT
§ 25.1457
(6) If datalink communication equip-
ment is installed, all datalink commu-
nications, using an approved data mes-
sage 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 must be
met by installing a cockpit-mounted
area microphone, located in the best
position for recording voice commu-
nications originating at the first and
second pilot stations and voice commu-
nications of other crewmembers on the
flight deck when directed to those sta-
tions. The microphone must be so lo-
cated and, if necessary, the pre-
amplifiers and filters of the recorder
must be so adjusted or supplemented,
that the intelligibility of the recorded
communications is as high as prac-
ticable when recorded under flight
cockpit noise conditions and played
back. Repeated aural or visual play-
back of the record may be used in eval-
uating intelligibility.
(c) Each cockpit voice recorder must
be installed so that the part of the
communication or audio signals speci-
fied in paragraph (a) of this section ob-
tained from each of the following
sources is recorded on a separate chan-
nel:
(1) For the first channel, from each
boom, mask, or hand-held microphone,
headset, or speaker used at the first
pilot station.
(2) For the second channel from each
boom, mask, or hand-held microphone,
headset, or speaker used at the second
pilot station.
(3) For the third channel—from the
cockpit-mounted area microphone.
(4) For the fourth channel, from—
(i) Each boom, mask, or hand-held
microphone, headset, or speaker used
at the station for the third and fourth
crew members; or
(ii) If the stations specified in para-
graph (c)(4)(i) of this section are not re-
quired 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.
(5) As far as is practicable all sounds
received by the microphone listed in
paragraphs (c)(1), (2), and (4) of this
section must be recorded without
interruption irrespective of the posi-
tion of the interphone-transmitter key
switch. The design shall ensure that
sidetone for the flight crew is produced
only when the interphone, public ad-
dress system, or radio transmitters are
in use.
(d) Each cockpit voice recorder must
be installed so that—
(1)(i) It receives its electrical power
from the bus that provides the max-
imum reliability for operation of the
cockpit voice recorder without jeopard-
izing service to essential or emergency
loads.
(ii) It remains powered for as long as
possible without jeopardizing emer-
gency operation of the airplane.
(2) There is an automatic means to
simultaneously stop the recorder and
prevent each erasure feature from func-
tioning, within 10 minutes after crash
impact;
(3) There is an aural or visual means
for preflight checking of the recorder
for proper operation;
(4) Any single electrical failure exter-
nal to the recorder does not disable
both the cockpit voice recorder and the
flight data recorder;
(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 prac-
ticable to the cockpit voice recorder;
and
(iii) To which the cockpit voice re-
corder and cockpit-mounted area
microphone are switched automati-
cally in the event that all other power
to the cockpit voice recorder is inter-
rupted either by normal shutdown or
by any other loss of power to the elec-
trical power bus; and
(6) It is in a separate container from
the flight data recorder when both are
required. If used to comply with only
the cockpit voice recorder require-
ments, a combination unit may be in-
stalled.
(e) The recorder container must be
located and mounted to minimize the
probability of rupture of the container
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14 CFR Ch. I (1–1–24 Edition)
§ 25.1459
as a result of crash impact and con-
sequent heat damage to the recorder
from fire.
(1) Except as provided in paragraph
(e)(2) of this section, the recorder con-
tainer must be located as far aft as
practicable, but need not be outside of
the pressurized compartment, and may
not be located where aft-mounted en-
gines may crush the container during
impact.
(2) If two separate combination dig-
ital flight data recorder and cockpit
voice recorder units are installed in-
stead of one cockpit voice recorder and
one digital flight data recorder, the
combination unit that is installed to
comply with the cockpit voice recorder
requirements may be located near the
cockpit.
(f) If the cockpit voice recorder has a
bulk erasure device, the installation
must be designed to minimize the prob-
ability of inadvertent operation and ac-
tuation of the device during crash im-
pact.
(g) Each recorder container must—
(1) Be either bright orange or bright
yellow;
(2) Have reflective tape affixed to its
external surface to facilitate its loca-
tion under water; and
(3) Have an underwater locating de-
vice, when required by the operating
rules of this chapter, on or adjacent to
the container which is secured in such
manner that they are not likely to be
separated during crash impact.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–2, 30 FR 3932, Mar. 26,
1965; Amdt. 25–16, 32 FR 13914, Oct. 6, 1967;
Amdt. 25–41, 42 FR 36971, July 18, 1977; Amdt.
25–65, 53 FR 26143, July 11, 1988; Amdt. 25–124,
73 FR 12563, Mar. 7, 2008; 74 FR 32800, July 9,
2009]
§ 25.1459
Flight data recorders.
(a) Each flight recorder required by
the operating rules of this chapter
must be installed so that—
(1) It is supplied with airspeed, alti-
tude, and directional data obtained
from sources that meet the accuracy
requirements of §§ 25.1323, 25.1325, and
25.1327, as appropriate;
(2) The vertical acceleration sensor is
rigidly attached, and located longitu-
dinally either within the approved cen-
ter of gravity limits of the airplane, or
at a distance forward or aft of these
limits that does not exceed 25 percent
of the airplane’s mean aerodynamic
chord;
(3)(i) It receives its electrical power
from the bus that provides the max-
imum reliability for operation of the
flight data recorder without jeopard-
izing service to essential or emergency
loads.
(ii) It remains powered for as long as
possible without jeopardizing emer-
gency operation of the airplane.
(4) There is an aural or visual means
for preflight checking of the recorder
for proper recording of data in the stor-
age medium;
(5) Except for recorders powered sole-
ly by the engine-driven electrical gen-
erator system, there is an automatic
means to simultaneously stop a re-
corder that has a data erasure feature
and prevent each erasure feature from
functioning, within 10 minutes after
crash impact;
(6) There is a means to record data
from which the time of each radio
transmission either to or from ATC can
be determined;
(7) Any single electrical failure exter-
nal to the recorder does not disable
both the cockpit voice recorder and the
flight data recorder; and
(8) It is in a separate container from
the cockpit voice recorder when both
are required. If used to comply with
only the flight data recorder require-
ments, a combination unit may be in-
stalled. If a combination unit is in-
stalled as a cockpit voice recorder to
comply with § 25.1457(e)(2), a combina-
tion unit must be used to comply with
this flight data recorder requirement.
(b) Each nonejectable record con-
tainer must be located and mounted so
as to minimize the probability of con-
tainer rupture resulting from crash im-
pact and subsequent damage to the
record from fire. In meeting this re-
quirement the record container must
be located as far aft as practicable, but
need not be aft of the pressurized com-
partment, and may not be where aft-
mounted engines may crush the con-
tainer upon impact.
(c) A correlation must be established
between the flight recorder readings of
airspeed, altitude, and heading and the
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