[Federal Register: March 30, 2007 (Volume 72, Number 61)]
[Rules and Regulations]
[Page 15036-15043]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr30mr07-3]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE255; Special Conditions No. 23-195A-SC]
Special Conditions: Aviation Technology Group (ATG), Inc.,
Javelin Model 100 Series Airplane; Flight Performance, Flight
Characteristics, and Operating Limitations
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Amended final special conditions.
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SUMMARY: These amended special conditions are issued for the Aviation
Technology Group (ATG), Inc., Javelin Model 100 Series airplane. This
is an amendment to special condition 23-195-SC, which was published on
February 1, 2007 (72 FR 4618), for certain novel or unusual design
features associated with engine location, certain performance, flight
characteristics and operating limitations. The original final special
conditions were more generic and contained requirement language that
was not necessary for jet airplanes. This amendment also corrects
several references to part 23 sections to be consistent with these
special conditions.
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 airworthiness standards applicable to these airplanes.
DATES: The effective date of these special conditions is March 23,
2007.
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 final special conditions with a request
for comments were published on February 1, 2007 (72 FR 4618). No
comments were received. These amended final special conditions remove
requirement language that is not necessary for jet airplanes.
Background
On February 15, 2005, Aviation Technology Group (ATG); 8001 South
InterPort Boulevard, Suite 310; Englewood, Colorado 80112-5951, applied
for a type certificate for their new Model 100 Javelin airplane in
accordance with the airworthiness standards in 14 CFR, part 23. The
Javelin is a two-place, twin engine, turbofan-powered light jet
airplane with a planned maximum operating altitude of 45,000 feet. Part
23 regulations in effect on the date of ATG's application do not
contain adequate or appropriate safety standards for a small, high
performance jet airplane such as the Javelin. In accordance with Small
Airplane Directorate policy, the safety standards for flight
performance, flight characteristics and operational limitations that
the Federal Aviation Administration (FAA) finds necessary to establish
an acceptable level of safety for this type of airplane are presented
in this special condition.
Final special conditions with request for comments were issued on
January 24, 2007, and were published on February 1, 2007. The comment
period closed March 5, 2007, and no comments were received. However,
the original issue contained requirement language that is not necessary
for jet airplanes, and this amendment removes that language.
Type Certification Basis
Under the provisions of 14 CFR, part 21, Sec. 21.17, ATG must show
that the Model 100 meets the applicable provisions of part 23, as
amended by Amendment 23-1 through 23-55 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 ATG
Model 100 series 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(a)(1).
In addition to the applicable airworthiness regulations and special
conditions, the Model 100 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; and the FAA must issue a
finding of regulatory adequacy pursuant to Sec. 611 of Public Law 92-
574, the ``Noise Control Act of 1972.''
Novel or Unusual Design Features
ATG intends to certificate the Javelin in both utility and
acrobatic categories. The ATG Javelin Model 100 will incorporate the
following novel or unusual design features:
Two-place, tandem configuration.
Maximum takeoff weight of approximately 6,900 pounds.
Design cruise speed of 500 knots calibrated airspeed.
Two Williams FJ33-4A-18M turbofan engines with dual
channel FADEC controls.
Major airframe components constructed of carbon fiber
composite materials.
Hydraulically boosted flight control system with floor-
mounted control sticks.
Integrated avionics including Avidyne displays, autopilot,
and flight management system.
Novel features on the ATG Model 100 include rear mounted turbine
engines embedded in the fuselage, boosted controls, and high-speed,
high-altitude acrobatic capability.
Applicability
As discussed above, these special conditions are applicable to the
ATG Model 100 series. Should ATG 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(a)(1).
Conclusion
This action affects only certain novel or unusual design features
on ATG Model 100 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.
[[Page 15037]]
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. For this reason, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon 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
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.
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 ATG Model 100 series airplanes.
1. SC 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
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 SC 23.55;
(3) Takeoff distance and takeoff run of SC 23.59; and
(4) Landing distance of SC 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 SC 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 SC
23.67(c)(4) and SC 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.
2. SC 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 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 SC 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
[[Page 15038]]
reaching a height of 35 feet above the takeoff surface in accordance
with SC 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 SC 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 SC 23.57 and SC 23.59(a)(1), using the
established VR. The takeoff, otherwise performed in
accordance with SC 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 SC 23.59(a)(2), do not result from over-rotation of the
airplane or out-of-trim conditions.
3. SC 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 SC 23.55 through SC 23.59,
must be determined with the operating engine(s) within approved
operating limitations.
4. SC 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.
5. SC 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
SC 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;
(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 from 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.
6. SC 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 SC 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 SC 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 SC 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 SC
23.57.
7. SC 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 SC 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 SC 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.
[[Page 15039]]
8. SC 23.63 Climb: General
Instead of compliance with Sec. 23.63, the following apply:
(a) Compliance with the requirements of Sec. Sec. 23.65, SC 23.67,
23.69, and SC 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) SC 23.67(c)(1), SC 23.67(c)(2), and SC 23.67(c)(3) for takeoff;
and
(2) SC 23.67(c)(3), SC 23.67(c)(4), and SC 23.77(c) for landing.
9. SC 23.66 Takeoff Climb: One-Engine Inoperative
Instead of compliance with Sec. 23.66, see SC 23.67.
10. SC 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;
(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;
(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) Enroute. 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;
(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;
(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-operating landing position(s); and
(v) A climb speed established in connection with normal landing
procedures but not exceeding 1.5 VS1.
11. SC 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.
12. SC 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 SC
23.73(c).
13. SC 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.
14. SC 23.201(e) Wings Level Stall
Instead of compliance with Sec. 23.201(e), the following apply:
[[Page 15040]]
(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
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.
15. SC 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.
16. SC 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 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 SC 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.
17. SC 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 altitude 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 SC
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.
18. SC 23.255 Out of Trim Characteristics
In the absence of specific requirements for out-of-trim
characteristics, apply the following:
(a) From an initial condition with the airplane trimmed at cruise
speeds up to VMO/MMO, the airplane must have
satisfactory maneuvering stability and controllability with the degree
of out-of-trim in both the airplane nose-up and nose-down directions,
which results from the greater of the following:
(1) A three-second movement of the longitudinal trim system at its
normal rate for the particular flight condition with no aerodynamic
load (or an equivalent degree of trim for airplanes that do not have a
power-operated trim system), except as limited by stops in the trim
system, including those required by Sec. 23.655(b) for adjustable
stabilizers; or
(2) The maximum mis-trim that can be sustained by the autopilot
while maintaining level flight in the high speed cruising condition.
(b) In the out-of-trim condition specified in paragraph (a) of this
special condition, when the normal acceleration is varied from +1 g to
the positive and negative values specified in paragraph (c) of this
special condition, the following apply:
(1) The stick force versus g curve must have a positive slope at
any speed up to and including VFC/MFC; and
(2) At speeds between VFC/MFC and
VDF/MDF, the direction of the primary
longitudinal control force may not reverse.
(c) Except as provided in paragraph (d) and (e) of this special
condition, compliance with the provisions of paragraph (a) of this
special condition must be demonstrated in flight over the acceleration
range as follows:
(1) -1 g to +2.5 g; or
(2) 0 g to 2.0 g, and extrapolating by an acceptable method to -1 g
and +2.5 g.
(d) If the procedure set forth in paragraph (c)(2) of this special
condition is used to demonstrate compliance and marginal conditions
exist during flight test with regard to reversal of primary
longitudinal control force, flight tests must be accomplished from the
normal acceleration at which a marginal condition is found to exist to
the applicable limit specified in paragraph (b)(1) of this special
condition.
(e) During flight tests required by paragraph (a) of this special
condition, the limit maneuvering load factors, prescribed in Sec. Sec.
23.333(b) and 23.337,
[[Page 15041]]
need not be exceeded. Also, the maneuvering load factors associated
with probable inadvertent excursions beyond the boundaries of the
buffet onset envelopes determined under SC 23.251(e), need not be
exceeded. In addition, the entry speeds for flight test demonstrations
at normal acceleration values less than 1 g must be limited to the
extent necessary to accomplish a recovery without exceeding
VDF/MDF.
(f) In the out-of-trim condition specified in paragraph (a) of this
special condition, it must be possible from an overspeed condition at
VDF/MDF to produce at least 1.5 g for recovery by
applying not more than 125 pounds of longitudinal control force using
either the primary longitudinal control alone or the primary
longitudinal control and the longitudinal trim system. If the
longitudinal trim is used to assist in producing the required load
factor, it must be shown at VDF/MDF that the
longitudinal trim can be actuated in the airplane nose-up direction
with the primary surface loaded to correspond to the least of the
following airplane nose-up control forces:
(1) The maximum control forces expected in service, as specified in
Sec. Sec. 23.301 and 23.397.
(2) The control force required to produce 1.5 g.
(3) The control force corresponding to buffeting or other phenomena
of such intensity that is a strong deterrent to further application of
primary longitudinal control force.
19. SC 23.703 Takeoff Warning System
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 selected 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.
20. SC 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--
[GRAPHIC] [TIFF OMITTED] TR30MR07.036
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 SC 23.51(c)(1);
N=Number of main wheels with brakes.
21. SC 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 1.2 times the maximum value of
V1 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.
22. SC 23.1505 Airspeed limitations
Instead of compliance with Sec. 23.1505(a), 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 SC 23.253.
23. SC 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.
(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) The maximum weight; and
(2) The maximum landing weight, if the design landing weight
selected by the applicant is less than the maximum weight.
(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 SC
23.63(d)(1); and
[[Page 15042]]
(ii) The accelerate-stop distance determined under SC 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 SC 23.59(a) is equal to
the available runway length; or
(iv) At the option of the applicant, the takeoff distance
determined under SC 23.59(a) is equal to the available runway length
plus the length of any clearway and the takeoff run determined under SC
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) Acrobatic category airplanes. A list of approved flight
maneuvers demonstrated in type flight tests, together with recommended
entry speeds and any other associated limitations.
(4) Not applicable.
(5) Not applicable.
(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 SC 23.45(g) and SC 23.1587(a)(4) and
(d)(4)).
24. SC 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 SC 23.73 and Sec. 23.75, and
a transition to the balked landing condition.
(6) Not applicable.
(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 SC 23.55.
(3) Procedures and speeds for continuing a takeoff following engine
failure in accordance with SC 23.59(a)(1) and for following the flight
path determined under SC 23.57 and SC 23.61(a).
(g) Information identifying each operating condition in which the
fuel system independence prescribed in Sec. 23.953 is necessary for
safety must be furnished, 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.
25. SC 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 SC
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
[[Page 15043]]
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 SC 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 SC 23.55;
(2) The takeoff distance determined under SC 23.59(a);
(3) At the option of the applicant, the takeoff run determined
under SC 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 SC 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 SC 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 SC 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 March 23, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. E7-5951 Filed 3-29-07; 8:45 am]
BILLING CODE 4910-13-P