(4)
Theremustbeameanstogiveimmediatewarningtothe .ightcrewof afailure of any generator/alternator.

(5)
Eachgenerator/alternatormusthave an overvoltagecontroldesigned andins-talled to prevent damage to the electrical system, or to equipment supplied by the electrical systemthat could resultifthatgenerator/alternatorwereto develop an overvoltage condition.

(d)
Instruments. A means must exist to indicate to appropriate .ight crewmembers the electric power system quantities essential for safe operation.

(1)
For normal, utility, and acrobatic category airplanes with direct current sys-tems, an ammeter that can be switched into each generator feeder may be used and, if only one generator exists, the ammeter may be in the battery feeder.

(2)
For commuter categoryairplanes,the essential electricpower systemquantities includethe voltage and current suppliedby eachgenerator.

(e)
Fire resistance. Electrical equipment must be so designed and installed that in the event of a .re in the engine compartment, during which the surface of the .rewall adjacent to the .re is heated to 2,000'F for 5 minutes or to a lesser temperature substantiatedby the applicant, the equipment essential to continued safe operation and located behind the .rewall will function satisfactorily and will not create an additional .re hazard.

(f)
Externalpower. Ifprovisions are madefor connecting externalpower to the airplane, and that externalpower canbe electrically connected to equipment other than that usedforengine starting, meansmustbeprovided to ensurethat no externalpower supply having a reversepolarity, or a reversephase sequence, can supplypowerto the airplane’s electrical system.

(g)
It must be shown by analysis, tests, or both, that the airplane can be operated safely in VFR conditions, for a period of not less than .ve minutes, with the nor-mal electricalpower(electricalpower sources excluding thebattery and any other standby electrical sources)inoperative,with critical typefuel(fromthe standpoint of .ameout and restart capability), and with the airplane initially at the maximum certi.cated altitude. Parts of the electrical system may remain on if–

(1)
Asinglemalfunction,including awirebundleorjunctionbox .re,cannot result inloss of thepartturned o. and thepartturned on; and

(2)
The parts turned on are electrically and mechanically isolated from the parts turned o..

Amdt. 23-49, E.. 03/11/96
FAR 23.1353 : Storage battery design and installation.
(a)
Each storage battery must be designed and installed as prescribed in this section.

(b)
Safe cell temperatures andpressuresmustbe maintainedduring anyprobable char-ging and discharging condition. No uncontrolled increase in cell temperature may result whenthebattery is recharged(afterprevious completedischarge)–

(1)
At maximum regulated voltage or power;

(2)
During a .ight of maximum duration; and

(3)
Under the most adverse cooling condition likely to occur in service.

(c)
Compliance withparagraph(b) of this section mustbe shownby tests unless expe-rience with similar batteries and installations has shown that maintaining safe cell temperatures andpressurespresents noproblem.

(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 accumulateinhazardousquantities withinthe airplane.

(e)
No corrosive .uids orgasesthat may escapefromthebattery may damagesurroun-ding 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 e.ect on structure or essential systems that maybe causedby the maximum amount ofheat the battery can generate during a short circuit of the battery or of its individual cells.
　
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 2(89)