[Federal Register: November 28, 2008 (Volume 73, Number 230)]
[Rules and Regulations]
[Page 72303-72310]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr28no08-1]
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Rules and Regulations
Federal Register
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[[Page 72303]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE292; Special Conditions No. 23-232-SC]
Special Conditions: Embraer Model EMB-500 Series Airplane Special
Conditions for Flight Performance, Flight Characteristics, and
Operating Limitations
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Embraer Model EMB-
500 series airplane. This airplane will have a novel or unusual design
feature(s) associated with engine location, certain performance, flight
characteristics and operating limitations necessary for this type of
airplane. The applicable airworthiness regulations do not contain
adequate or appropriate safety standards for this design feature. These
special conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
DATES: The effective date of these special conditions is November 18,
2008. We must receive your comments by December 29, 2008.
ADDRESSES: Mail two copies of your comments to: Federal Aviation
Administration, Regional Counsel, ACE-7, Attention: Rules Docket No.
CE292, 901 Locust, Room 506, Kansas City, Missouri 64106. You may
deliver two copies to the Regional Counsel at the above address.
Mark your comments: Docket No. CE292. You may inspect comments in
the Rules Docket weekdays, except Federal holidays, between 7:30 a.m.
and 4 p.m.
FOR FURTHER INFORMATION CONTACT: J. Lowell Foster, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri 816-
329-4125, fax 816-329-4090.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the approval
design and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective on issuance.
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data. We ask
that you send us two copies of written comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
about these special conditions. You may inspect the docket before and
after the comment closing date. If you wish to review the docket in
person, go to the address in the ADDRESSES section of this preamble
between 7:30 a.m. and 4 p.m., Monday through Friday, except Federal
holidays.
We will consider all comments we receive by the closing date for
comments. We will consider comments filed late if it is possible to do
so without incurring expense or delay. We may change these special
conditions based on the comments we receive.
If you want us to let you know we received your comments on these
special conditions, send us a pre-addressed, stamped postcard on which
the docket number appears. We will stamp the date on the postcard and
mail it back to you.
Background
On October 5, 2005, Embraer applied for a type certificate for
their new Model, the EMB-500. The EMB-500 is an all-new, high-
performance, low wing, twin turbofan powered airplane. Design features
include turbofan engines, aft engine location, new avionics, and
certain performance characteristics inherent in this type of airplane
that were not envisioned by the existing regulations.
The EMB-500 will be a new airplane and will have the following
significant features incorporated:
Two Pratt & Whitney PW617F/1 turbofan engines rated at
1,600 pounds of thrust with a Full Authority Digital Engine Control
(FADEC) system.
Garmin will provide a new avionics/instrumentation system,
the G1000. This system is a state-of-the-art glass cockpit utilizing
redundant Active Matrix Liquid Crystal Displays, featuring three
displays.
The aircraft's general configuration will be similar to
other normal category jet airplanes, including a T-tail, and a low wing
with slight leading edge wing sweep.
The cabin will have a maximum seating configuration for 8
passengers.
The preliminary operational design criteria are:
------------------------------------------------------------------------
Parameter Symbol EMB-500
------------------------------------------------------------------------
Limit Speeds................ Vmo................. 275 KCAS
MMO................. 0.70 Mach
Max Takeoff Weight.......... .................... 9965 lb
Max Landing Weight.......... .................... 9259 lb
Max Zero Fuel Weight........ .................... 8510 lb
Flap Speeds................. Flaps 1............. 200 KIAS
Flaps 2............. 160 KIAS
Flaps 3............. 145 KIAS
[[Page 72304]]
Flaps Full.......... 145 KIAS
Landing Gear Speeds......... VLO (Retracting).... 180 KIAS
VLO (Extending)..... 250 KIAS
VLE (Extended)...... 275 KIAS
Maximum Altitude............ .................... 41,000 ft
------------------------------------------------------------------------
Type Certification Basis
Under the provisions of 14 CFR part 21, Sec. 21.17, Embraer must
show that the EMB-500 meets the applicable provisions of part 23, as
amended by Amendment 23-1 through 23-54 thereto. If the Administrator
finds that the applicable airworthiness regulations (i.e., 14 CFR, part
23) do not contain adequate or appropriate safety standards for the
Embraer EMB-500 because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.17(a)(2).
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, the special conditions would also apply to the
other model under the provisions of Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the EMB-500 must comply with the part 23 fuel vent and
exhaust emission requirements of 14 CFR part 34 and the part 23 noise
certification requirements of 14 CFR part 36. The FAA must also issue a
finding of regulatory adequacy pursuant to section 611 of Public Law
92-574, the ``Noise Control Act of 1972.''
Novel or Unusual Design Features
The Embraer EMB-500 will incorporate the following novel or unusual
design features: Aft-mounted engines, certain performance and flight
characteristics, and operating limitations necessary for this type of
airplane.
Applicability
As discussed above, these special conditions are applicable to the
Embraer EMB-500 series. Should Embraer apply at a later date for a
change to the type certificate to include another model incorporating
the same novel or unusual design feature, the special conditions would
apply to that model as well under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on Embraer EMB-500 series airplanes. It is not a rule of general
applicability and affects only the applicant who applied to the FAA for
approval of these features on the airplane.
The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. Therefore, because a delay would
significantly affect the certification of the airplane, which is
imminent, the FAA has determined that prior public notice and comment
are unnecessary and impracticable, and good cause exists for adopting
these special conditions on issuance. The FAA is requesting comments to
allow interested persons to submit views that may not have been
submitted in response to the prior opportunities for comment described
above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
14 CFR 11.38 and 11.19.
The Special Conditions
Several 14 CFR part 23 paragraphs have been replaced by or
supplemented with special conditions. These special conditions have
been numbered to match the 14 CFR part 23 paragraphs they replace or
supplement. Additionally, many of the other applicable part 23
paragraphs cross-reference paragraphs that are replaced by or
supplemented with special conditions. It is implied that the special
conditions associated with these paragraphs must be applied. This
principal applies to all part 23 paragraphs that cross-reference
paragraphs associated with special conditions.
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for the Embraer EMB-500 series airplanes.
Sec. 23.45 General.
Instead of compliance with Sec. 23.45, the following apply:
(a) Unless otherwise prescribed, the performance requirements of
this part must be met for--
(1) Still air and standard atmosphere; and
(2) Ambient atmospheric conditions.
(b) Performance data must be determined over not less than the
following ranges of conditions--
(1) Airport altitudes from sea level to 10,000 feet; and
(2) Temperature from standard to 30 [deg]C above standard, or the
maximum ambient atmospheric temperature at which compliance with the
cooling provisions of Sec. 23.1041 to Sec. 23.1047 is shown, if
lower.
(c) Performance data must be determined with the cowl flaps or
other means for controlling the engine cooling air supply in the
position used in the cooling tests required by Sec. 23.1041 to Sec.
23.1047.
(d) The available propulsive thrust must correspond to engine
power, not exceeding the approved power, less--
(1) Installation losses; and
(2) The power absorbed by the accessories and services appropriate
to the particular ambient atmospheric conditions and the particular
flight condition.
(e) The performance, as affected by engine power or thrust, must be
based on a relative humidity:
(1) Of 80 percent at and below standard temperature; and
(2) From 80 percent, at the standard temperature, varying linearly
down to 34 percent at the standard temperature plus 50 [deg]F.
(f) Unless otherwise prescribed, in determining the takeoff and
landing distances, changes in the airplane's configuration, speed, and
power must be made in accordance with procedures established by the
applicant for operation in service. These procedures must be able to be
executed consistently by pilots of average skill in atmospheric
[[Page 72305]]
conditions reasonably expected to be encountered in service.
(g) The following, as applicable, must be determined on a smooth,
dry, hard-surfaced runway--
(1) Not applicable;
(2) Accelerate-stop distance of Sec. 23.55;
(3) Takeoff distance and takeoff run of Sec. 23.59; and
(4) Landing distance of Sec. 23.75.
Note: The effect on these distances of operation on other types
of surfaces (for example, grass, gravel) when dry, may be determined
or derived and these surfaces listed in the Airplane Flight Manual
in accordance with Sec. 23.1583(p).
(h) The following also apply:
(1) Unless otherwise prescribed, the applicant must select the
takeoff, enroute, approach, and landing configurations for the
airplane.
(2) The airplane configuration may vary with weight, altitude, and
temperature, to the extent that they are compatible with the operating
procedures required by paragraph (h)(3) of this section.
(3) Unless otherwise prescribed, in determining the critical-
engine-inoperative takeoff performance, takeoff flight path, and
accelerate-stop distance, changes in the airplane's configuration,
speed, and power must be made in accordance with procedures established
by the applicant for operation in service.
(4) Procedures for the execution of discontinued approaches and
balked landings associated with the conditions prescribed in Sec. Sec.
23.67(c)(4) and 23.77(c) must be established.
(5) The procedures established under paragraphs (h)(3) and (h)(4)
of this section must--
(i) Be able to be consistently executed by a crew of average skill
in atmospheric conditions reasonably expected to be encountered in
service;
(ii) Use methods or devices that are safe and reliable; and
(iii) Include allowance for any reasonably expected time delays in
the execution of the procedures.
Sec. 23.51 Takeoff speeds.
Instead of compliance with Sec. 23.51, the following apply:
(a) Not applicable.
(b) Not applicable.
(c) The following apply:
(l) V1 must be established in relation to VEF as
follows:
(i) VEF is the calibrated airspeed at which the critical
engine is assumed to fail. VEF must be selected by the
applicant, but it must not be less than 1.05 VMC determined
under Sec. 23.149(b) or, at the option of the applicant, not less than
VMCG determined under Sec. 23.149(f).
(ii) The takeoff decision speed, V1, is the calibrated
airspeed on the ground at which, as a result of engine failure or other
reasons, the pilot is assumed to have made a decision to continue or
discontinue the takeoff. The takeoff decision speed, V1,
must be selected by the applicant but must not be less than
VEF plus the speed gained with the critical engine
inoperative during the time interval between the instant at which the
critical engine is failed and the instant at which the pilot recognizes
and reacts to the engine failure, as indicated by the pilot's
application of the first retarding means during the accelerate-stop
determination of Sec. 23.55.
(2) The rotation speed, VR, in terms of calibrated
airspeed, must be selected by the applicant and must not be less than
the greatest of the following:
(i) V1;
(ii) 1.05 VMC determined under Sec. 23.149(b);
(iii) 1.10 VS1; or
(iv) The speed that allows attaining the initial climb-out speed,
V2, before reaching a height of 35 feet above the takeoff
surface in accordance with Sec. 23.57(c)(2).
(3) For any given set of conditions, such as weight, altitude,
temperature, and configuration, a single value of VR must be
used to show compliance with both the one-engine-inoperative takeoff
and all-engines-operating takeoff requirements.
(4) The takeoff safety speed, V2, in terms of calibrated
airspeed, must be selected by the applicant so as to allow the gradient
of climb required in Sec. 23.67(c)(1) and (c)(2) but must not be less
than 1.10 VMC or less than 1.20 VS1.
(5) The one-engine-inoperative takeoff distance, using a normal
rotation rate at a speed 5 knots less than VR, established
in accordance with paragraph (c)(2) of this section, must be shown not
to exceed the corresponding one-engine-inoperative takeoff distance,
determined in accordance with Sec. Sec. 23.57 and 23.59(a)(1), using
the established VR. The takeoff, otherwise performed in
accordance with Sec. 23.57, must be continued safely from the point at
which the airplane is 35 feet above the takeoff surface and at a speed
not less than the established V2 minus 5 knots.
(6) The applicant must show, with all engines operating, that
marked increases in the scheduled takeoff distances, determined in
accordance with Sec. 23.59(a)(2), do not result from over-rotation of
the airplane or out-of-trim conditions.
Sec. 23.53 Takeoff performance.
Instead of compliance with Sec. 23.53, the following apply:
(a) Not applicable.
(b) Not applicable.
(c) Takeoff performance, as required by Sec. Sec. 23.55 through
23.59, must be determined with the operating engine(s) within approved
operating limitations.
Sec. 23.55 Accelerate-stop distance.
Instead of compliance with Sec. 23.55, the following apply:
The accelerate-stop distance must be determined as follows:
(a) The accelerate-stop distance is the sum of the distances
necessary to--
(1) Accelerate the airplane from a standing start to VEF
with all engines operating;
(2) Accelerate the airplane from VEF to V1,
assuming the critical engine fails at VEF; and
(3) Come to a full stop from the point at which V1 is
reached.
(b) Means other than wheel brakes may be used to determine the
accelerate-stop distances if that means--
(1) Is safe and reliable;
(2) Is used so that consistent results can be expected under normal
operating conditions; and
(3) Is such that exceptional skill is not required to control the
airplane.
Sec. 23.57 Takeoff path.
Instead of compliance with Sec. 23.57, the following apply:
The takeoff path is as follows:
(a) The takeoff path extends from a standing start to a point in
the takeoff at which the airplane is 1,500 feet above the takeoff
surface at or below which height the transition from the takeoff to the
enroute configuration must be completed; and
(1) The takeoff path must be based on the procedures prescribed in
Sec. 23.45;
(2) The airplane must be accelerated on the ground to
VEF at which point the critical engine must be made
inoperative and remain inoperative for the rest of the takeoff; and
(3) After reaching VEF, the airplane must be accelerated
to V2.
(b) During the acceleration to speed V2, the nose gear
may be raised off the ground at a speed not less than VR.
However, landing gear retraction must not be initiated until the
airplane is airborne.
(c) During the takeoff path determination, in accordance with
paragraphs (a) and (b) of this section--
(1) The slope of the airborne part of the takeoff path must not be
negative at any point;
(2) The airplane must reach V2 before it is 35 feet
above the takeoff surface, and must continue at a speed as close as
practical to, but not less than V2, until it is 400 feet
above the takeoff surface;
[[Page 72306]]
(3) At each point along the takeoff path, starting at the point at
which the airplane reaches 400 feet above the takeoff surface, the
available gradient of climb must not be less than 1.2 percent for two-
engine airplanes; and
(4) Except for gear retraction and automatic propeller feathering,
the airplane configuration must not be changed, and no change in power
that requires action by the pilot may be made, until the airplane is
400 feet above the takeoff surface.
(d) The takeoff path to 35 feet above the takeoff surface must be
determined by a continuous demonstrated takeoff.
(e) The takeoff path to 35 feet above the takeoff surface must be
determined by synthesis from segments; and
(1) The segments must be clearly defined and must be related to
distinct changes in configuration, power, and speed;
(2) The weight of the airplane, the configuration, and the power
must be assumed constant throughout each segment and must correspond to
the most critical condition prevailing in the segment; and
(3) The takeoff flight path must be based on the airplane's
performance without utilizing ground effect.
Sec. 23.59 Takeoff distance and takeoff run.
Instead of compliance with Sec. 23.59, the following apply:
The takeoff distance and, at the option of the applicant, the
takeoff run, must be determined.
(a) Takeoff distance is the greater of--
(1) The horizontal distance along the takeoff path from the start
of the takeoff to the point at which the airplane is 35 feet above the
takeoff surface as determined under Sec. 23.57; or
(2) With all engines operating, 115 percent of the horizontal
distance from the start of the takeoff to the point at which the
airplane is 35 feet above the takeoff surface, determined by a
procedure consistent with Sec. 23.57.
(b) If the takeoff distance includes a clearway, the takeoff run is
the greater of--
(1) The horizontal distance along the takeoff path from the start
of the takeoff to a point equidistant between the liftoff point and the
point at which the airplane is 35 feet above the takeoff surface as
determined under Sec. 23.57; or
(2) With all engines operating, 115 percent of the horizontal
distance from the start of the takeoff to a point equidistant between
the liftoff point and the point at which the airplane is 35 feet above
the takeoff surface, determined by a procedure consistent with Sec.
23.57.
Sec. 23.61 Takeoff flight path.
Instead of compliance with Sec. 23.61, the following apply:
The takeoff flight path must be determined as follows:
(a) The takeoff flight path begins 35 feet above the takeoff
surface at the end of the takeoff distance determined in accordance
with Sec. 23.59.
(b) The net takeoff flight path data must be determined so that
they represent the actual takeoff flight paths, as determined in
accordance with Sec. 23.57 and with paragraph (a) of this section,
reduced at each point by a gradient of climb equal to 0.8 percent for
two-engine airplanes.
(c) The prescribed reduction in climb gradient may be applied as an
equivalent reduction in acceleration along that part of the takeoff
flight path at which the airplane is accelerated in level flight.
Sec. 23.63 Climb: General.
Instead of compliance with Sec. 23.63, the following apply:
(a) Compliance with the requirements of Sec. Sec. 23.65, 23.66,
23.67, 23.69, and 23.77 must be shown--
(1) Out of ground effect; and
(2) At speeds that are not less than those at which compliance with
the powerplant cooling requirements of Sec. Sec. 23.1041 to 23.1047
has been demonstrated; and
(3) Unless otherwise specified, with one engine inoperative, at a
bank angle not exceeding 5 degrees.
(b) Not applicable.
(c) Not applicable.
(d) Compliance must be shown at weights as a function of airport
altitude and ambient temperature within the operational limits
established for takeoff and landing, respectively, with--
(1) Sections 23.67(c)(1), 23.67(c)(2), and 23.67(c)(3) for takeoff;
and
(2) Sections 23.67(c)(3), 23.67(c)(4), and 23.77(c) for landing.
Sec. 23.66 Takeoff climb: One-engine inoperative.
Instead of compliance with Sec. 23.66, see Sec. 23.67.
Sec. [t x hnsp]23.67 Climb: One engine inoperative.
Instead of compliance with Sec. 23.67, the following apply:
(a) Not applicable.
(b) Not applicable.
(c) The following apply:
(1) Takeoff; landing gear extended. The steady gradient of climb at
the altitude of the takeoff surface must be measurably positive for
two-engine airplanes with--
(i) The critical engine inoperative and its propeller in the
position it rapidly and automatically assumes;
(ii) The remaining engine(s) at takeoff power;
(iii) The landing gear extended, and all landing gear doors open;
(iv) The wing flaps in the takeoff position(s);
(v) The wings level; and
(vi) A climb speed equal to V2.
(2) Takeoff; landing gear retracted. The steady gradient of climb
at an altitude of 400 feet above the takeoff surface must be not less
than 2.0 percent of two-engine airplanes with--
(i) The critical engine inoperative and its propeller in the
position it rapidly and automatically assumes;
(ii) The remaining engine(s) at takeoff power;
(iii) The landing gear retracted;
(iv) The wing flaps in the takeoff position(s);
(v) A climb speed equal to V2.
(3) En route. The steady gradient of climb at an altitude of 1,500
feet above the takeoff or landing surface, as appropriate, must be not
less than 1.2 percent for two-engine airplanes with--
(i) The critical engine inoperative and its propeller in the
minimum drag position;
(ii) The remaining engine(s) at not more than maximum continuous
power;
(iii) The landing gear retracted;
(iv) The wing flaps retracted; and
(v) A climb speed not less than 1.2 VS1.
(4) Discontinued approach. The steady gradient of climb at an
altitude of 400 feet above the landing surface must be not less than
2.1 percent for two-engine airplanes with--
(i) The critical engine inoperative and its propeller in the
minimum drag position;
(ii) The remaining engine(s) at takeoff power;
(iii) Landing gear retracted;
(iv) Wing flaps in the approach position(s) in which VS1
for these position(s) does not exceed 110 percent of the VS1
for the related all-engines-operated landing position(s); and
(v) A climb speed established in connection with normal landing
procedures but not exceeding 1.5 VS1.
Sec. 23.73 Reference landing approach speed.
Instead of compliance with Sec. 23.73, the following apply:
(a) Not applicable.
(b) Not applicable.
(c) The reference landing approach speed, VREF, must not
be less than the greater of 1.05 VMC, determined in Sec.
23.149(c), and 1.3 VSO.
Sec. 23.75 Landing distance.
Instead of compliance with Sec. 23.75, the following apply:
[[Page 72307]]
The horizontal distance necessary to land and come to a complete
stop from a point 50 feet above the landing surface must be determined,
for standard temperatures at each weight and altitude within the
operational limits established for landing, as follows:
(a) A steady approach at not less than VREF, determined
in accordance with Sec. 23.73(c) must be maintained down to the 50
foot height and--
(1) The steady approach must be at a gradient of descent not
greater than 5.2 percent (3 degrees) down to the 50-foot height.
(2) In addition, an applicant may demonstrate by tests that a
maximum steady approach gradient steeper than 5.2 percent, down to the
50-foot height, is safe. The gradient must be established as an
operating limitation and the information necessary to display the
gradient must be available to the pilot by an appropriate instrument.
(b) A constant configuration must be maintained throughout the
maneuver.
(c) The landing must be made without excessive vertical
acceleration or tendency to bounce, nose over, ground loop, porpoise,
or water loop.
(d) It must be shown that a safe transition to the balked landing
conditions of Sec. 23.77 can be made from the conditions that exist at
the 50 foot height, at maximum landing weight, or at the maximum
landing weight for altitude and temperature of Sec. 23.63(d)(2).
(e) The brakes must be used so as to not cause excessive wear of
brakes or tires.
(f) Retardation means other than wheel brakes may be used if that
means--
(1) Is safe and reliable; and
(2) Is used so that consistent results can be expected in service.
(g) If any device is used that depends on the operation of any
engine, and the landing distance would be increased when a landing is
made with that engine inoperative, the landing distance must be
determined with that engine inoperative unless the use of other
compensating means will result in a landing distance not more than that
with each engine operating.
Sec. 23.77 Balked landing.
Instead of compliance with Sec. 23.77, the following apply:
(a) Not applicable.
(b) Not applicable.
(c) Each airplane must be able to maintain a steady gradient of
climb of at least 3.2 percent with--
(1) Not more than the power that is available on each engine eight
seconds after initiation of movement of the power controls from the
minimum flight idle position;
(2) Landing gear extended;
(3) Wing flaps in the landing position; and
(4) A climb speed equal to VREF, as defined in Sec.
23.73(c).
Sec. 23.177 Static directional and lateral stability.
Instead of compliance with Sec. 23.177, the following apply:
(a) The static directional stability, as shown by the tendency to
recover from a wings level sideslip with the rudder free, must be
positive for any landing gear and flap position appropriate to the
takeoff, climb, cruise, approach, and landing configurations. This must
be shown with symmetrical power up to maximum continuous power, and at
speeds from 1.2 VS1 up to VFE, VLE, or
VFC/MFC (as appropriate). The angle of sideslip
for these tests must be appropriate to the type of airplane. At larger
angles of sideslip, up to that at which full rudder is used or a
control force limit in Sec. 23.143 is reached, whichever occurs first,
and at speeds from 1.2 VS1 to VO, the rudder
pedal force must not reverse.
(b) The static lateral stability, as shown by the tendency to raise
the low wing in a sideslip, must be positive for all landing gear and
flap positions. This must be shown with symmetrical power up to 75
percent of maximum continuous power at speeds above 1.2 VS1
in the takeoff configuration(s) and at speeds above 1.3 VS1
in other configurations, up to VFE, VLE, or
VFC/MFC (as appropriate) for the configuration
being investigated, in the takeoff, climb, cruise, and approach
configurations. For the landing configuration, the power must be that
necessary to maintain a 3 degree angle of descent in coordinated
flight. The static lateral stability must not be negative at 1.2
VS1 in the takeoff configuration, or at 1.3 VS1
in other configurations. The angle of sideslip for these tests must be
appropriate to the type of airplane, but in no case may the constant
heading sideslip angle be less than that obtainable with a 10 degree
bank, or if less, the maximum bank angle obtainable with full rudder
deflection or 150 pound rudder force.
(c) Paragraph (b) of this section does not apply to acrobatic
category airplanes certificated for inverted flight.
(d) In straight, steady slips at 1.2 VS1 for any landing
gear and flap positions, and for any symmetrical power conditions up to
50 percent of maximum continuous power, the aileron and rudder control
movements and forces must increase steadily, but not necessarily in
constant proportion, as the angle of sideslip is increased up to the
maximum appropriate to the type of airplane. At larger slip angles, up
to the angle at which the full rudder or aileron control is used or a
control force limit contained in Sec. 23.143 is reached, the aileron
and rudder control movements and forces must not reverse as the angle
of sideslip is increased. Rapid entry into, and recovery from, a
maximum sideslip considered appropriate for the airplane must not
result in uncontrollable flight characteristics.
Sec. 23.201(e) Wings level stall.
Instead of compliance with Sec. 23.201(e), the following apply:
(e) Compliance with the requirements of this section must be shown
under the following conditions:
(1) The flaps, landing gear, and speedbrakes in any likely
combination of positions and altitudes appropriate for the various
positions.
(2) Thrust--
(i) Idle; and
(ii) The thrust necessary to maintain level flight at 1.6
S1 (where VS1 corresponds to the stalling speed
with flaps in the approach position, the landing gear retracted, and
maximum landing weight).
(3) Trim at 1.4 VS1 or the minimum trim speed, whichever
is higher.
Sec. 23.203(c) Turning flight and accelerated turning stalls.
Instead of compliance with Sec. 23.203(c), the following apply:
(c) Compliance with the requirements of this section must be shown
under the following conditions:
(1) The flaps, landing gear, and speedbrakes in any likely
combination of positions and altitudes appropriate for the various
positions.
(2) Thrust--
(i) Idle; and
(ii) The thrust necessary to maintain level flight at 1.6
VS1 (where VS1 corresponds to the stalling speed
with flaps in the approach position, the landing gear retracted, and
maximum landing weight).
(3) Trim at 1.4 VS1 or the minimum trim speed, whichever
is higher.
Sec. 23.251 Vibration and buffeting.
Instead of compliance with Sec. 23.251, the following apply:
(a) The airplane must be demonstrated in flight to be free from any
vibration and buffeting that would prevent continued safe flight in any
likely operating condition.
(b) Each part of the airplane must be shown in flight to be free
from excessive
[[Page 72308]]
vibration under any appropriate speed and thrust conditions up to
VDF/MDF. The maximum speeds shown must be used in
establishing the operating limitations of the airplane in accordance
with special condition Sec. 23.1505.
(c) Except as provided in paragraph (d) of this special condition,
there may be no buffeting condition, in normal flight, including
configuration changes during cruise, severe enough to interfere with
the control of the airplane, to cause excessive fatigue to the crew, or
to cause structural damage. Stall warning buffeting within these limits
is allowable.
(d) There may be no perceptible buffeting condition in the cruise
configuration in straight flight at any speed up to VMO/
MMO, except that stall warning buffeting is allowable.
(e) With the airplane in the cruise configuration, the positive
maneuvering load factors at which the onset of perceptible buffeting
occurs must be determined for the ranges of airspeed or Mach number,
weight, and altitude for which the airplane is to be certified. The
envelopes of load factor, speed, altitude, and weight must provide a
sufficient range of speeds and load factors for normal operations.
Probable inadvertent excursions beyond the boundaries of the buffet
onset envelopes may not result in unsafe conditions.
Sec. 23.253 High speed characteristics.
Instead of compliance with Sec. 23.253, the following apply:
(a) Speed increase and recovery characteristics. The following
speed increase and recovery characteristics must be met:
(1) Operating conditions and characteristics likely to cause
inadvertent speed increases (including upsets in pitch and roll) must
be simulated with the airplane trimmed at any likely cruise speed up to
VMO/MMO. These conditions and characteristics
include gust upsets, inadvertent control movements, low stick force
gradient in relation to control friction, passenger movement, leveling
off from climb, and descent from Mach to airspeed limit altitudes.
(2) Allowing for pilot reaction time after effective inherent or
artificial speed warning occurs, it must be shown that the airplane can
be recovered to a normal attitude and its speed reduced to
VMO/MMO, without:
(i) Exceptional piloting strength or skill;
(ii) Exceeding VD/MD, VDF/
MDF, or the structural limitations; and
(iii) Buffeting that would impair the pilot's ability to read the
instruments or control the airplane for recovery.
(3) There may be no control reversal about any axis at any speed up
to VDF/MDF. Any reversal of elevator control
force or tendency of the airplane to pitch, roll, or yaw must be mild
and readily controllable, using normal piloting techniques.
(b) Maximum speed for stability characteristics, VFC/
MFC. VFC/MFC is the maximum speed at
which the requirements of Sec. 23.175(b)(1), special condition
Sec. Sec. 23.177, and 23.181 must be met with flaps and landing gear
retracted. It may not be less than a speed midway between
VMO/MMO and VDF/MDF except
that, for altitudes where Mach number is the limiting factor,
MFC need not exceed the Mach number at which effective speed
warning occurs.
Sec. 23.703 Takeoff warning system.
Instead of compliance with Sec. 23.703, the following apply:
Unless it can be shown that a lift or longitudinal trim device that
affects the takeoff performance of the aircraft would not give an
unsafe takeoff configuration when selection out of an approved takeoff
position, a takeoff warning system must be installed and meet the
following requirements:
(a) The system must provide to the pilots an aural warning that is
automatically activated during the initial portion of the takeoff roll
if the airplane is in a configuration that would not allow a safe
takeoff. The warning must continue until--
(1) The configuration is changed to allow safe takeoff, or
(2) Action is taken by the pilot to abandon the takeoff roll.
(b) The means used to activate the system must function properly
for all authorized takeoff power settings and procedures and throughout
the ranges of takeoff weights, altitudes, and temperatures for which
certification is requested.
Sec. 23.735 Brakes.
In addition to paragraphs (a), (b), (c), and (d), the following
apply:
(e) The rejected takeoff brake kinetic energy capacity rating of
each main wheel brake assembly must not be less than the kinetic energy
absorption requirements determined under either of the following
methods--
(1) The brake kinetic energy absorption requirements must be based
on a conservative rational analysis of the sequence of events expected
during a rejected takeoff at the design takeoff weight.
(2) Instead of a rational analysis, the kinetic energy absorption
requirements for each main wheel brake assembly may be derived from the
following formula--
KE=0.0443 WV2 / N
Where:
KE = Kinetic energy per wheel (ft.-lbs.);
W = Design takeoff weight (lbs.);
V = Ground speed, in knots, associated with the maximum value of
V1 selected in accordance with Sec. 23.51(c)(1);
N = Number of main wheels with brakes.
Sec. 23.1323 Airspeed indicating system.
In addition to paragraphs (a), (b), (c), and (d), the following
apply:
(e) In addition, the airspeed indicating system must be calibrated
to determine the system error during the accelerate-takeoff ground run.
The ground run calibration must be obtained between 0.8 of the minimum
value of V1 and the maximum value of V2,
considering the approved ranges of altitude and weight. The ground run
calibration must be determined assuming an engine failure at the
minimum value of V1.
(f) Where duplicate airspeed indicators are required, their
respective pitot tubes must be far enough apart to avoid damage to both
tubes in a collision with a bird.
Sec. 23.1505 Airspeed limitations.
Instead of compliance with Sec. 23.1505, the following apply:
(a) The maximum operating limit speed (VMO/MMO -airspeed or Mach
number, whichever is critical at a particular altitude) is a speed that
may not be deliberately exceeded in any regime of flight (climb,
cruise, or descent), unless a higher speed is authorized for flight
test or pilot training operations. VMO/MMO must be established so that
it is not greater than the design cruising speed VC/MC and so that it
is sufficiently below VD/MD or VDF/MDF, to make it highly improbable
that the latter speeds will be inadvertently exceeded in operations.
The speed margin between VMO/MMO and VD/MD or VDF/MDF may not be less
than that determined under Sec. 23.335(b) or found necessary in the
flight test conducted under special condition Sec. 23.253.
Sec. 23.1583 Operating limitations.
Instead of compliance with Sec. 23.1583, the following apply:
The Airplane Flight Manual must contain operating limitations
determined under this part 23, including the following--
(a) Airspeed limitations. The following information must be
furnished:
(1) Information necessary for the marking of the airspeed limits on
the indicator as required in Sec. 23.1545, and the significance of
each of those limits and of the color-coding used on the indicator.
[[Page 72309]]
(2) The speeds VMC, VO, VLE, and VLO, if established, and their
significance.
(3) In addition, for turbine powered airplanes--
(i) The maximum operating limit speed, VMO/MMO and a statement that
this speed must not be deliberately exceeded in any regime of flight
(climb, cruise or descent) unless a higher speed is authorized for
flight test or pilot training;
(ii) If an airspeed limitation is based upon compressibility
effects, a statement to this effect and information as to any symptoms,
the probable behavior of the airplane, and the recommended recovery
procedures; and
(iii) The airspeed limits must be shown in terms of VMO/
MMO instead of VNO and VNE.
(b) Powerplant limitations. The following information must be
furnished:
(1) Limitations required by Sec. 23.1521.
(2) Explanation of the limitations, when appropriate.
(3) Information necessary for marking the instruments required by
Sec. 23.1549 through Sec. 23.1553.
(c) Weight. The airplane flight manual must include--
(1) Not applicable;
(2) Not applicable;
(3) Not applicable;
(4) The maximum takeoff weight for each airport altitude and
ambient temperature within the range selected by the applicant at
which--
(i) The airplane complies with the climb requirements of Sec.
23.63(d)(1); and
(ii) The accelerate-stop distance determined under Sec. 23.55 is
equal to the available runway length plus the length of any stopway, if
utilized; and either:
(iii) The takeoff distance determined under Sec. 23.59(a) is equal
to the available runway length; or
(iv) At the option of the applicant, the takeoff distance
determined under Sec. 23.59(a) is equal to the available runway length
plus the length of any clearway and the takeoff run determined under
Sec. 23.59(b) is equal to the available runway length.
(5) The maximum landing weight for each airport altitude within the
range selected by the applicant at which--
(i) The airplane complies with the climb requirements of Sec.
23.63(d)(2) for ambient temperatures within the range selected by the
applicant; and
(ii) The landing distance determined under Sec. 23.75 for standard
temperatures is equal to the available runway length.
(6) The maximum zero wing fuel weight, where relevant, as
established in accordance with Sec. 23.343.
(d) Center of gravity. The established center of gravity limits.
(e) Maneuvers. The following authorized maneuvers, appropriate
airspeed limitations, and unauthorized maneuvers, as prescribed in this
section.
(1) Not applicable.
(2) Not applicable.
(3) Not applicable.
(4) Not applicable.
(5) Maneuvers are limited to any maneuver incident to normal
flying, stalls (except whip stalls), and steep turns in which the angle
of bank is not more than 60 degrees.
(f) Maneuver load factor. The positive limit load factors in g's,
and, in addition, the negative limit load factor for acrobatic category
airplanes.
(g) Minimum flight crew. The number and functions of the minimum
flight crew determined under Sec. 23.1523.
(h) Kinds of operation. A list of the kinds of operation to which
the airplane is limited or from which it is prohibited under Sec.
23.1525, and also a list of installed equipment that affects any
operating limitation and identification as to the equipment's required
operational status for the kinds of operation for which approval has
been given.
(i) Maximum operating altitude. The maximum altitude established
under Sec. 23.1527.
(j) Maximum passenger seating configuration. The maximum passenger-
seating configuration.
(k) Allowable lateral fuel loading. The maximum allowable lateral
fuel loading differential, if less than the maximum possible.
(l) Baggage and cargo loading. The following information for each
baggage and cargo compartment or zone--
(1) The maximum allowable load; and
(2) The maximum intensity of loading.
(m) Systems. Any limitations on the use of airplane systems and
equipment.
(n) Ambient temperatures. Where appropriate, maximum and minimum
ambient air temperatures for operation.
(o) Smoking. Any restrictions on smoking in the airplane.
(p) Types of surface. A statement of the types of surface on which
operations may be conducted. (See Sec. Sec. 23.45(g) and 23.1587(a)(4)
and (d)(4)).
Sec. 23.1585 Operating procedures.
Instead of compliance with Sec. 23.1585, the following apply:
(a) For all airplanes, information concerning normal, abnormal (if
applicable), and emergency procedures and other pertinent information
necessary for safe operation and the achievement of the scheduled
performance must be furnished, including--
(1) An explanation of significant or unusual flight or ground
handling characteristics;
(2) The maximum demonstrated values of crosswind for takeoff and
landing, and procedures and information pertinent to operations in
crosswinds;
(3) A recommended speed for flight in rough air. This speed must be
chosen to protect against the occurrence, as a result of gusts, of
structural damage to the airplane and loss of control (for example,
stalling);
(4) Procedures for restarting any turbine engine in flight,
including the effects of altitude; and
(5) Procedures, speeds, and configuration(s) for making a normal
approach and landing, in accordance with Sec. 23.73 and Sec. 23.75,
and a transition to the balked landing condition.
(6) For seaplanes and amphibians, water handling procedures and the
demonstrated wave height.
(b) Not applicable.
(c) In addition to paragraph (a) of this section, for all
multiengine airplanes, the following information must be furnished:
(1) Procedures, speeds, and configuration(s) for making an approach
and landing with one engine inoperative;
(2) Procedures, speeds, and configuration(s) for making a balked
landing with one engine inoperative and the conditions under which a
balked landing can be performed safely, or a warning against attempting
a balked landing;
(3) The VSSE determined in Sec. 23.149; and
(4) Procedures for restarting any engine in flight including the
effects of altitude.
(d) Not applicable.
(e) Not applicable.
(f) In addition to paragraphs (a) and (c) of this section the
information must include the following:
(1) Procedures, speeds, and configuration(s) for making a normal
takeoff.
(2) Procedures and speeds for carrying out an accelerate-stop in
accordance with Sec. 23.55.
(3) Procedures and speeds for continuing a takeoff following engine
failure in accordance with Sec. 23.59(a)(1) and for following the
flight path determined under Sec. 23.57 and Sec. 23.61(a).
(g) For multiengine airplanes, information identifying each
operating condition in which the fuel system independence prescribed in
Sec. 23.953 is necessary for safety must be furnished,
[[Page 72310]]
together with instructions for placing the fuel system in a
configuration used to show compliance with that section.
(h) For each airplane showing compliance with Sec. 23.1353(g)(2)
or (g)(3), the operating procedures for disconnecting the battery from
its charging source must be furnished.
(i) Information on the total quantity of usable fuel for each fuel
tank, and the effect on the usable fuel quantity, as a result of a
failure of any pump, must be furnished.
(j) Procedures for the safe operation of the airplane's systems and
equipment, both in normal use and in the event of malfunction, must be
furnished.
Sec. 23.1587 Performance information.
Instead of compliance with Sec. 23.1587, the following apply:
Unless otherwise prescribed, performance information must be
provided over the altitude and temperature ranges required by Sec.
23.45(b).
(a) For all airplanes, the following information must be
furnished--
(1) The stalling speeds VSO and VS1 with the landing gear and wing
flaps retracted, determined at maximum weight under Sec. 23.49, and
the effect on these stalling speeds of angles of bank up to 60 degrees;
(2) The steady rate and gradient of climb with all engines
operating, determined under Sec. 23.69(a);
(3) The landing distance, determined under Sec. 23.75 for each
airport altitude and standard temperature, and the type of surface for
which it is valid;
(4) The effect on landing distances of operation on other than
smooth hard surfaces, when dry, determined under Sec. 23.45(g); and
(5) The effect on landing distances of runway slope and 50 percent
of the headwind component and 150 percent of the tailwind component.
(b) Not applicable.
(c) Not applicable.
(d) In addition to paragraph (a) of this section, the following
information must be furnished--
(1) The accelerate-stop distance determined under Sec. 23.55;
(2) The takeoff distance determined under Sec. 23.59(a);
(3) At the option of the applicant, the takeoff run determined
under Sec. 23.59(b);
(4) The effect on accelerate-stop distance, takeoff distance and,
if determined, takeoff run, of operation on other than smooth hard
surfaces, when dry, determined under Sec. 23.45(g);
(5) The effect on accelerate-stop distance, takeoff distance, and
if determined, takeoff run, of runway slope and 50 percent of the
headwind component and 150 percent of the tailwind component;
(6) The net takeoff flight path determined under Sec. 23.61(b);
(7) The enroute gradient of climb/descent with one engine
inoperative, determined under Sec. 23.69(b);
(8) The effect, on the net takeoff flight path and on the enroute
gradient of climb/descent with one engine inoperative, of 50 percent of
the headwind component and 150 percent of the tailwind component;
(9) Overweight landing performance information (determined by
extrapolation and computed for the range of weights between the maximum
landing and maximum takeoff weights) as follows--
(i) The maximum weight for each airport altitude and ambient
temperature at which the airplane complies with the climb requirements
of Sec. 23.63(d)(2); and
(ii) The landing distance determined under Sec. 23.75 for each
airport altitude and standard temperature.
(10) The relationship between IAS and CAS determined in accordance
with Sec. 23.1323(b) and (c).
(11) The altimeter system calibration required by Sec. 23.1325(e).
Issued in Kansas City, Missouri, on November 18, 2008.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-28025 Filed 11-26-08; 8:45 am]
BILLING CODE 4910-13-P