[Federal Register Volume 62, Number 211 (Friday, October 31, 1997)]
[Rules and Regulations]
[Pages 58875-58890]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-28937]
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Rules and Regulations
Federal Register
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Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 /
Rules and Regulations
[[Page 58875]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. 135CE, Special Conditions 23-ACE-87]
Special Conditions; Sino Swearingen Model SJ30-2 Airplane
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
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SUMMARY: These special conditions are being issued to become part of
the type certification basis for the Sino Swearingen Aircraft Company
Model SJ30-2 airplane. This new airplane will have novel and unusual
design features not addressed in the airworthiness standards for
normal, utility, acrobatic, and commuter category airplanes. These
design features include a high operating altitude (49,000 feet), swept
wings and stabilizer, performance characteristics, large fuel capacity,
and protection for the electronic engine control and flight and
navigation systems from high intensity radiated fields, for which the
applicable regulations do not contain adequate or appropriate
airworthiness standards. These special conditions contain the
additional airworthiness standards that the Administrator considers
necessary to establish a level of safety equivalent to that existing in
the current business jet fleet and expected by the user of this class
of aircraft.
EFFECTIVE DATE: December 1, 1997.
FOR FURTHER INFORMATION CONTACT: Lowell Foster, Aerospace Engineer,
Standards Office (ACE-110), Small Airplane Directorate, Aircraft
Certification Service, Federal Aviation Administration, Room 1544, 601
East 12th Street, Kansas City, Missouri 64106; telephone (816) 426-
5688.
SUPPLEMENTARY INFORMATION:
Background
On October 9, 1995, Sino Swearingen Aircraft Company, 1770 Sky
Place Boulevard, San Antonio, Texas 78216, made application for normal
category type certification of its Model SJ30-2 airplane, a six-to-
eight place, all metal, low-wing, T-tail, twin turbofan engine powered
airplane with fully enclosed retractable landing gear. The SJ30-2 will
have a VMO/MMO of 320 kts/M=.83, and will have
engines mounted aft on the fuselage.
Type Certification Basis
Type certification basis of the Model SJ30-2 airplane is: 14 CFR
Part 23, effective February 1, 1965, through Amendment 23-52, effective
July 25, 1996; 14 CFR Part 36, effective December 1, 1969, through the
amendment effective on the date of type certification; 14 CFR Part 34;
exemptions, if any; and the special conditions adopted by this
rulemaking action.
Discussion
Special conditions may be issued and amended, as necessary, as part
of the type certification basis if the Administrator finds that the
airworthiness standards designated in accordance with 14 CFR Part 21,
Sec. 21.17(a)(1), do not contain adequate or appropriate safety
standards because of novel or unusual design features of an airplane.
Special conditions, as appropriate, are issued in accordance with 14
CFR Part 11, Sec. 11.49, after public notice, as required by
Secs. 11.28 and 11.29(b), effective October 14, 1980, and become part
of the type certification basis as provided by part 21,
Sec. 21.17(a)(2).
Protection of Systems From High Intensity Radiated Fields (HIRF)
Recent advances in technology have led to the application in
aircraft designs of advanced electrical and electronic systems that
perform functions required for continued safe flight and landing. Due
to the use of sensitive solid state advanced components in analog and
digital electronics circuits, these advanced systems are readily
responsive to the transient effects of induced electrical current and
voltage caused by the HIRF. The HIRF can degrade electronic systems
performance by damaging components or upsetting system functions.
Furthermore, the HIRF environment has undergone a transformation
that was not foreseen when the current requirements were developed.
Higher energy levels are radiated from transmitters that are used for
radar, radio, and television. Also, the number of transmitters has
increased significantly. There is also uncertainty concerning the
effectiveness of airframe shielding for HIRF. Furthermore, coupling to
cockpit-installed equipment through the cockpit window apertures is
undefined.
The combined effect of the technological advances in airplane
design and the changing environment has resulted in an increased level
of vulnerability of electrical and electronic systems required for the
continued safe flight and landing of the airplane. Effective measures
against the effects of exposure to HIRF must be provided by the design
and installation of these systems. The accepted maximum energy levels
in which civilian airplane system installations must be capable of
operating safely are based on surveys and analysis of existing radio
frequency emitters. These special conditions require that the airplane
be evaluated under these energy levels for the protection of the
electronic system and its associated wiring harness. These external
threat levels, which are lower than previous required values, are
believed to represent the worst case to which an airplane would be
exposed in the operating environment.
These special conditions require qualification of systems that
perform critical functions, as installed in aircraft, to the defined
HIRF environment in paragraph 1 or, as an option to a fixed value using
laboratory tests, in paragraph 2, as follows:
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the HIRF environment defined below:
Field Strength Volts/Meter
------------------------------------------------------------------------
Frequency Peak Average
------------------------------------------------------------------------
10-100 KHz............................................ 50 50
100-500............................................... 60 60
[[Page 58876]]
500-2000.............................................. 70 70
2-30 MHz.............................................. 200 200
30-70................................................. 30 30
70-100................................................ 30 30
100-200............................................... 150 30
200-400............................................... 70 70
400-700............................................... 700 80
700-1000.............................................. 1700 240
1-2 GHz............................................... 5000 360
2-4................................................... 4500 360
4-6................................................... 7200 300
6-8................................................... 2000 330
8-12.................................................. 3500 270
12-18................................................. 3500 330
18-40................................................. 780 20
------------------------------------------------------------------------
or,
(2) The applicant may demonstrate by a system test and analysis
that the electrical and electronic systems that perform critical
functions can withstand a minimum threat of 100 volts per meter, peak
electrical field strength, from 10 KHz to 18 GHz. When using this test
to show compliance with the HIRF requirements, no credit is given for
signal attenuation due to installation.
A preliminary hazard analysis must be performed by the applicant,
for approval by the FAA, to identify electrical and/or electronic
systems that perform critical functions. The term ``critical'' means
those functions whose failure would contribute to, or cause, a failure
condition that would prevent the continued safe flight and landing of
the airplane. The systems identified by the hazard analysis that
perform critical functions are candidates for the application of HIRF
requirements. A system may perform both critical and non-critical
functions. Primary electronic flight display systems, and their
associated components, perform critical functions such as attitude,
altitude, and airspeed indication. The HIRF requirements apply only to
critical functions.
Compliance with HIRF requirements may be demonstrated by tests,
analysis, models, similarity with existing systems, or any combination
of these. Service experience alone is not acceptable since normal
flight operations may not include an exposure to the HIRF environment.
Reliance on a system with similar design features for redundancy as a
means of protection against the effects of external HIRF is generally
insufficient since all elements of a redundant system are likely to be
exposed to the fields concurrently.
Performance
The Sino Swearingen Model SJ30-2 has a main wing with 30 degrees of
leading-edge sweepback that employs leading-edge slats and Fowler-
flaps. The airplane has a T-tail with trimmable horizontal stabilizer
and 30 degrees of leading-edge sweepback. There are two medium bypass
ratio turbofan engines mounted on the aft fuselage.
Previous certification and operational experience with airplanes of
like design in the transport category reveal certain unique
characteristics compared to conventional aircraft certificated under
part 23. These characteristics have caused safety problems in the past
when pilots attempted takeoffs and landings, particularly with a large
variation in temperature and altitude, using procedures and instincts
developed with conventional airplanes.
One of the major distinguishing features of a swept-wing design not
considered in current part 23 is a characteristically flatter lift
curve without a ``stall'' break near the maximum coefficient of lift,
as in a conventional wing. The ``stall'' separation point may occur at
a much higher angle of attack than the point of maximum lift and the
angle of attack for maximum lift can be only recognized by precise test
measurements or specific detection systems. This phenomenon is not
apparent to a pilot accustomed to operating a conventional airplane
where increasing angle of attack produces increased lift to the point
where the wing stalls. In a swept-wing design, if the pilot does not
operate in accordance with established standards developed through a
dedicated test program, increasing angle of attack may produce very
little lift yet increase drag markedly to the point where flight is
impossible. These adverse conditions may be further compounded by the
characteristics of turbofan engines, including specified N1/
N2 rotational speeds, temperature, and pressure limits that
make its variation in thrust output with changes in temperature and
altitude more complex and difficult to predict. In recognition of these
characteristics, Special Civil Air Regulations No. SR-422, and follow-
on regulations, established weight-altitude-temperature (WAT)
limitations and procedures for scheduling takeoff and landing for
turbine powered transport category airplanes, so the pilot could
achieve reliable and repeatable results under all expected conditions
of operation. This entails specific tests such as minimum unstick
speed, VMU, to ensure that rotation and fly-out speeds are
correct and that the airplane speed schedule will not allow the
airplane to lift off in ground effect and then be unable to accelerate
and continue to climb out. In conjunction with the development of
takeoff and landing procedures, it was also necessary to establish
required climb gradients and data for flight path determination under
all approved weights, altitudes, and temperatures. This enables the
pilot to determine, before takeoff, that a safe takeoff, departure, and
landing at destination can be achieved.
Takeoff
Based upon the knowledge and experience gained with similar high
speed, high efficiency, turbojet airplanes with complex high lift
devices for takeoff and landing, special conditions require performance
standards for takeoff, takeoff speeds, accelerate-stop distance,
takeoff path, takeoff distance, takeoff run, and takeoff flight path.
Additionally, procedures for takeoff, accelerate-stop distance, and
landing are proposed as those established for operation in service and
must be executable by pilots of average skill and include reasonably
expected time delays.
Climb
To maintain a level of safety that is equivalent to the current
business jet fleet for takeoff, takeoff speeds, takeoff path, takeoff
distance, and takeoff run, it is appropriate to require specific climb
gradients, airplane configurations, and consideration of atmospheric
conditions that will be encountered. These special conditions include
climb with one engine inoperative, balked landing climb, and general
climb conditions.
Landing
Landing distance determined for the same parameters is consistent
with takeoff information for the range of weights, altitudes, and
temperatures approved for operation. Further, it is necessary to
consider time delays to provide for in-service variation in the
activation of deceleration devices, such as spoilers and brakes.
Trim
Special conditions are issued to maintain a level of safety that is
consistent with the use of VMO/MMO and the
requirements established for previous part 23 jet airplanes. Current
standards in part 23 did not envision this type of airplane and the
associated trim considerations.
[[Page 58877]]
Demonstration of Static Longitudinal Stability
To maintain a level of safety consistent with existing business jet
airplanes, it is appropriate to define applicable requirements for
static longitudinal stability. Current standards in part 23 did not
envision this type of airplane and the associated stability
considerations. Special conditions will establish static longitudinal
stability requirements that include a stick force versus speed
specification and stability requirements applicable to high speed jet
airplanes.
Consistent with the concept of VMO/MMO being
a maximum operational speed limit, rather than a limiting speed for the
demonstration of satisfactory flight characteristics, it is appropriate
to extend the speed for demonstration of longitudinal stability
characteristics from the VMO/MMO of 14 CFR Part
23 to the maximum speed for stability characteristics, VFC/
MFC, for this airplane.
Static Directional and Lateral Stability
Consistent with the concept of VMO/MMO being
a maximum operational speed limit, rather than a limiting speed for the
demonstration of satisfactory flight characteristics, it is appropriate
to extend the speed for demonstration of lateral/directional stability
characteristics from the VMO/MMO of part 23 to
the maximum speed for stability characteristics, VFC/
MFC for this airplane.
Current transport category regulations have eliminated the
independent lateral stability demonstration requirement (picking up the
low wing with rudder application). This requirement was originally
intended to provide adequate controllability in the event of lateral
control system failure. Because the SJ30-2 flight control system
reliability requirement is not to current transport category levels, it
is appropriate to retain the prior transport category requirements to
retain the independent dihedral effect and skid recovery demonstration
requirements.
Stall Characteristics
The stall characteristics requirements are relaxed from part 23 to
be equivalent to that acceptable in current business jets. These
special conditions reflect a higher expected pilot proficiency level,
the remote chance that a stall will be encountered in normal operation,
and are relaxed as compensation for meeting higher performance
requirements in these special conditions.
Vibration and Buffeting
The Sino Swearingen Model SJ30-2 will be operated at high altitudes
where stall-Mach buffet encounters (small speed margin between stall
and transonic flow buffet) are likely to occur, which is not presently
addressed in part 23. The special condition will require buffet onset
tests and the inclusion of information in the Airplane Flight Manual
(AFM) to provide guidance to the flightcrew. This information will
enable the flightcrew to plan flight operations that will maximize the
maneuvering capability during high altitude cruise flight and preclude
intentional operations exceeding the boundary of perceptible buffet.
Buffeting is considered to be a warning to the pilot that the airplane
is approaching an undesirable and eventually dangerous flight regime,
that is, stall buffeting, high speed buffeting or maneuvering (load
factor) buffeting. In straight flight, therefore, such buffet warning
should not occur at any normal operating speed up to the maximum
operating limit speed, VMO/MMO.
High Speed Characteristics and Maximum Operating Limit Speed
The Sino Swearingen Model SJ30-2 will be operated at high altitude
and high speeds. The proposed operating envelope includes areas in
which Mach effects, which have not been considered in part 23, may be
significant. The anticipated low drag of the airplane and the proposed
operating envelope are representative of the conditions not envisioned
by the existing part 23 regulations. These conditions may degrade the
ability of the flightcrew to promptly recover from inadvertent
excursions beyond maximum operating speeds. The ability to pull a
positive load factor is needed to ensure, during recovery from upset,
that the airplane speed does not continue to increase to a value where
recovery may not be achievable by the average pilot or flightcrew.
Additionally, to allow the aircraft designer to conservatively
design to higher speeds than may be operationally required for the
airplane, the concept of VDF/MDF, the highest
demonstrated flight speed for the type design, is appropriate for this
airplane. This permits VD/MD, the design dive
speed, to be higher than the speed actually required to be demonstrated
in flight. Accordingly, the special conditions allow determination of a
maximum demonstrated flight speed and to relate the determination of
VMO/MMO to the speed VDF/
MDF.
Flight Flutter Tests
Flight flutter test special conditions are proposed to
VDF/MDF rather than to VD, in keeping
with the VDF/MDF concept.
Out-of-Trim Characteristics
High speed airplanes have experienced a number of upset incidents
involving out-of-trim conditions. This is particularly true for swept-
wing airplanes and airplanes with a trimmable stabilizer. Service
experience has shown that out-of-trim conditions can occur in flight
for various reasons and that the control and maneuvering
characteristics of the airplane may be critical in recovering from
upsets. The existing part 23 regulations do not address high speed out-
of-trim conditions. These special conditions test the out-of-trim
flight characteristics by requiring the longitudinal trim control be
displaced from the trimmed position by the amount resulting from the
three-second movement of the trim system at this normal rate with no
aerodynamic load, or the maximum mis-trim that the autopilot can
sustain in level flight in the high speed cruise condition, whichever
is greater. Special conditions require the maneuvering characteristics,
including stick force per g, be explored throughout a specified
maneuver load factor speed envelope. The dive recovery characteristics
of the aircraft in the out-of-trim condition specified would be
investigated to determine that safe recovery can be made from the
demonstrated flight dive speed VDF/MDF.
Pressure Vessel Integrity
Special conditions will be used to ensure pressure vessel integrity
for operation at altitudes above 41,000 feet. The FAA uses 41,000 feet
as the altitude where additional requirements for high altitude
operations are necessary. Crack growth data are used to prescribe an
inspection program that should detect cracks before an opening in the
pressure vessel would allow rapid depressurization.
Fuel System Protection During Collapse of Landing Gear
The SJ30-2 maximum fuel weight is 39 percent of the maximum weight.
This percentage is typical of the turbofan powered business jet class
of airplanes. Part 23 did not envision that the applicable airplane
designs would have such a large fraction of maximum weight as fuel.
Part 23 does not contain fuel system protection requirements during
landing gear collapse, except for Sec. 23.721, which pertains to
commuter
[[Page 58878]]
category airplanes that have a passenger seating configuration of 10
seats or more. In the SJ30-2 design, there is a large fuselage fuel
tank and the placement of the engines on the aft fuselage requires that
the fuel lines be routed through the fuselage, making the fuel lines
more vulnerable to damage, or rupture, if the landing gear collapses.
The special condition is based on 14 CFR Part 25, Sec. 25.721(a)(1),
which is applicable to airplanes having a passenger seating
configuration of nine seats or fewer.
Oxygen System Equipment and Supply
Continuous flow passenger oxygen equipment is certified for use up
to 40,000 feet; however, for rapid decompressions above 34,000 feet,
reverse diffusion leads to low oxygen partial pressures in the lungs to
the extent that a small percentage of passengers may lose useful
consciousness at 35,000 feet even with the use of the continuous flow
system. To prevent permanent physiological damage, the cabin altitude
must not exceed 25,000 feet for more than 2 minutes. The maximum peak
cabin altitude of 40,000 feet is consistent with the standards
established for previous certification programs. In addition, at high
altitudes the other aspects of decompression sickness have a
significant detrimental effect on pilot performance (for example, a
pilot can be incapacitated by internal expanding gases).
Decompression above the 37,000 foot limit depicted in Figure 4
approaches the physiological limits of the average person; therefore,
every effort must be made to provide the pilots with adequate oxygen
equipment to withstand these severe decompressions. Reducing the time
interval between pressurization failure and the time the pilots receive
oxygen will provide a safety margin against being incapacitated and can
be accomplished by the use of mask-mounted regulators. The proposed
special condition, therefore, would require pressure demand masks with
mask-mounted regulators for the flightcrew. This combination of
equipment will provide the best practical protection for the failures
covered by this special condition and for improbable failures not
covered by the special conditions, provided the cabin altitude is
limited.
Airspeed Indicating System
To maintain a level of safety consistent with that existing in the
current business jet fleet, and to be consistent with the establishment
of speed schedule performance requirements, it is appropriate to
establish applicable requirements for determining and providing
airspeed indicating system calibration information. Additionally, it is
appropriate to establish special conditions requiring protection of the
pitot tube from malfunctions associated with icing conditions. Special
conditions will establish airspeed indicating system calibration and
pitot tube ice protection requirements applicable to transport category
jet airplanes.
Static Pressure System
Special conditions are appropriate to establish applicable
requirements for providing static pressure system calibration
information in the AFM. Since aircraft of this type are frequently
equipped with devices to correct the altimeter indication, it is also
appropriate to establish requirements to ensure the continued
availability of altitude information where such a device malfunctions.
Current standards in part 23 did not envision this type of airplane and
the associated static pressure requirements.
Minimum Flightcrew
The Sino Swearingen Model SJ30-2 operates at high altitudes and
speeds not envisioned in part 23 and must be flown in a precise speed
schedule to achieve flight manual takeoff and landing distances.
Therefore, it is appropriate to specify workload considerations.
Special conditions will specify the items to be considered in workload
determination.
Airplane Flight Manual (AFM) Information
To be consistent with the performance special conditions, it is
also necessary to require that the maximum takeoff and landing weights,
takeoff distances, and associated atmospheric conditions be made
available to the pilot in the AFM and that the airplane be operated
within its performance capabilities. Special conditions will add
maximum takeoff weights, maximum landing weights, and minimum takeoff
distances as limitations in the AFM. Additionally, special conditions
are included to add takeoff flight path and procedures necessary to
achieve the performance in the limitations section as information in
the AFM.
Discussion of Comments
Notice of Proposed Special Conditions, Notice No. 23-ACE-87, Docket
No. 135CE, was published in the Federal Register on February 21, 1997,
and the comment period closed March 24, 1997. Following is a summary of
the comments received and a response to each comment.
Only one commenter responded to the notice of proposed special
conditions and that was the Sino Swearingen Aircraft Company. They
offered 15 comments, of which 7 were either editorial in nature or the
incorrect special condition numbers were referenced. These errors were
corrected. The remainder of comments are addressed individually.
1. Comment: The certification basis should be changed to part 23
through Amendment 23-52.
FAA Response: The FAA agrees and the type certification basis for
the special condition has been changed accordingly.
2. Comment: In the discussion material section, remove the words
``double slotted'' from the first sentence of the ``Performance''
discussion on page 7951, third column, first paragraph.
FAA Response: The FAA agrees and has removed the words.
3. Comment: Add the following statement to the ``Discussion''
material:
Demonstration of Static Longitudinal Stability
To maintain a level of safety consistent with that applied to
previous part 23 jet airplanes, it is appropriate to define applicable
requirements for static longitudinal stability. Current standards in
part 23 did not envision this type of airplane with the associated
stability considerations. Special conditions are proposed to establish
static longitudinal stability requirements that include a stick force
versus speed specification and stability requirements applicable to
high speed jet airplanes.
FAA Response: The FAA concurs and has incorporated this comment
into the section.
4. Comment: Special Condition No. 1 lacks specificity. The
discussion material includes the two options that we may use to show
compliance, but the proposed special condition is silent. Suggest that
these options be included in the body of the special condition and not
left in the discussion material.
FAA Response: This is the format used for HIRF special conditions.
The FAA's goal is rules that contain minimum standards and not means of
showing compliance. While this is hard to accomplish in certain
instances, it is not the FAA's intention to dictate designs to
manufacturers, but to offer compliance options through advisory
circular. In this case, the HIRF minimum standards are the special
conditions, which constitute a rule, and
[[Page 58879]]
one acceptable means of showing compliance is discussed in the
preamble.
5. Comment: Special Condition No. 24, Out-of-Trim Characteristics.
The opening statement should be changed to ``the following applies''
instead of ``the Sino Swearingen model SJ30-2 must comply with the
following.''
FAA: The FAA agrees and the statement has been changed.
6. Comment: Special Condition No. 26. Should be deleted and
replaced with Sec. 23.607, Amendment 23-48.
FAA Response: The FAA agrees and Special Condition No. 26 has been
deleted. Later amendment levels are adequate for this airplane.
7. Comment: Special Condition No. 30--Pressurization. Special
Condition No. 30 addresses the altitude-time histories of the cabin
altitude following system and/or structural failures. The language and
requirements defined in Special Condition No. 30, paragraphs (a)(2),
(b)(1), and (b)(2), are a carry-over of early part 25 executive
transport airplane special conditions developed for high altitude
operation (above 40,000 feet). As discussed in the Federal Register,
Volume 61, No. 109, dated June 5, 1996, part 25 special conditions were
developed to address the consequences of decompression of executive
transport airplanes operation at high altitudes. These early special
conditions revised the requirements of Sec. 25.365, Pressurized Cabin
Loads, Sec. 25.841, Pressurized Cabins, and Sec. 25.1447, Equipment
Standards for Oxygen Dispensing Equipment and were intended to provide
an evaluation of the consequences of cabin depressurization due to
system and/or structural failures.
However, the wording provided in Special Condition No. 30 is based
on an earlier amendment (before Amendment 25-45) of Sec. 25.571, which
allowed a choice between safe-life and fail-safe substantiation for
airplane primary structure. The airplane inspections defined for
Sec. 25.571 before Amendment 25-45 were not specifically based on crack
growth for spectrum loading. Therefore, the executive transport
airplane special conditions for operation at high altitudes specified a
somewhat arbitrary criteria of structural failure considerations for a
decompression event. Subsequent to the initial development of these
executive transport high altitude special conditions, Sec. 25.571 was
amended by Amendments 25-45 (1978) and 25-52 (1980) to require a damage
tolerance evaluation of the airplane primary structure. The damage
tolerance evaluation requires the development of inspection intervals
and procedures for the detection of crack lengths associated with the
decompression of critical vent areas. Since the structural failures to
be considered for the decompression event are defined by the damage
tolerance evaluation, the language shown in Special Condition No. 30,
paragraphs (a)(2), (b)(1), and (b)(2), is not part of the current part
25 regulatory requirements for High Altitude Operation of Subsonic
Transport Airplanes.
The commenter believes that the structural failures to be
considered of a decompression event should be defined by the damage
tolerance evaluation of the SJ30-2 airplane pressure vessel required by
Special Condition No. 25, Pressure Vessel Integrity, and not by the
predefined conditions outlined in Special Condition No. 30, paragraphs
(a)(2), (b)(1), and (b)(2). Therefore, the commenter suggests their
words, which reflect the more recent structural approach.
FAA Response: The FAA agrees with the commenter and Special
Condition No. 30 will be replaced.
8. Comment: Special Condition No. 37, Operating Limitations.
Paragraph (a)(3) change read ``VO'' to ``VA''.
FAA Response: The FAA does not agree. VA was correctly
changed to VO in an earlier part 23 amendment so it will
remain unchanged in these special conditions.
Conclusion
In view of the design features discussed for the SJ30-2 Model
airplane, the following special conditions are issued to provide a
level of safety equivalent to current business jets certificated to
transport standards and expected by the user of this class of aircraft.
This action is not a rule of general applicability and affects only the
model/series of airplane identified in these final special conditions.
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
101; and 14 CFR 11.28 and 11.49.
Adoption of Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration issues the following
special conditions as part of the type certification basis for the Sino
Swearingen Model SJ30-2 airplane:
1. Protection of Electrical and Electronic Systems From High
Intensity Radiated Field
Each system that performs critical functions must be designed and
installed to ensure that the operations, and operational capabilities
of these systems to perform critical functions, are not adversely
affected when the airplane is exposed to high intensity radiated
electromagnetic fields external to the airplane.
For the purpose of these special conditions, the following
definition applies:
Critical Functions: Functions whose failure would contribute to, or
cause, a failure condition that would prevent the continued safe flight
and landing of the airplane.
2. Performance: General
In addition to the requirements of Sec. 23.45, the following apply:
(a) Unless otherwise prescribed, the applicant must select the
takeoff, enroute, approach, and landing configurations for the
airplane.
(b) The airplane configurations may vary with weight, altitude, and
temperature, to the extent that they are compatible with the operating
procedures required by paragraph (c) of this special condition.
(c) Unless otherwise prescribed, in determining the accelerate-stop
distances, takeoff flight paths, takeoff distances, and landing
distances, changes in the airplane's configuration, speed, power, and
thrust, must be made in accordance with procedures established by the
applicant for operation in service.
(d) Procedures for the execution of balked landings and
discontinued approaches associated with the conditions prescribed in
special condition 10, paragraph (d), and special condition 12 must be
established.
(e) The procedures established under paragraphs (c) and (d) of this
special condition must:
(1) Be able to be consistently executed in service by crews of
average skill;
(2) Use methods or devices that are safe and reliable; and
(3) Include allowance for any time delays, in the execution of the
procedures, that may reasonably be expected in service.
3. Takeoff
Instead of complying with Sec. 23.53, the following apply:
(a) In special conditions 4, 5, 6, and 7, the takeoff speeds, the
accelerate-stop distance, the takeoff path, the takeoff distance, and
takeoff run described must be determined:
[[Page 58880]]
(1) At each weight, altitude, and ambient temperature within the
operation limits selected by the applicant; and
(2) In the selected configuration for takeoff.
(b) No takeoff made to determine the data required by this section
may require exceptional piloting skill or alertness.
(c) The takeoff data must be based on a smooth, dry, hard-surfaced
runway.
(d) The takeoff data must include, within the established
operational limits of the airplane, the following operational
correction factors:
(1) Not more than 50 percent of nominal wind components along the
takeoff path opposite to the direction of takeoff, and not less than
150 percent of nominal wind components along the takeoff path in the
direction of takeoff.
(2) Effective runway gradients.
4. Takeoff Speeds
Instead of compliance with Sec. 23.51, the following apply:
(a) V1 must be established in relation to
VEF, as follows:
(1) VEF is the calibrated airspeed at which the critical
engine is assumed to fail. VEF must be selected by the
applicant, but may not be less than VMCG determined under
Sec. 23.149(f).
(2) V1, in terms of calibrated airspeed, is the takeoff
decision speed selected by the applicant; however, V1 may
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 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 test.
(b) V2 min, in terms of calibrated airspeed, may not be
less than the following:
(1) 1.2 VS1
(2) 1.10 times VMC established under Sec. 23.149.
(c) V2, in terms of calibrated airspeed, must be
selected by the applicant to provide at least the gradient of climb
required by special condition 10, paragraph (b), but may not be less
than the following:
(1) V2 min, and
(2) VR plus the speed increment attained (in accordance
with special condition 6, paragraph (c)(2)) before reaching a height of
35 feet above the takeoff surface.
(d) VMU is the calibrated airspeed at and above which
the airplane can safely lift off the ground and continue the takeoff.
VMU speeds must be selected by the applicant throughout the
range of thrust-to-weight ratios to be certified. These speeds may be
established from free-air data if these data are verified by ground
takeoff tests.
(e) VR, in terms of calibrated airspeed, must be
selected in accordance with the following conditions of paragraphs
(e)(1) through (e)(4) of this special condition:
(1) VR may not be less than the following:
(i) V1;
(ii) 105 percent of VMC;
(iii) The speed (determined in accordance with special condition 6,
paragraph (c)(2)) that allows reaching V2 before reaching a
height of 35 feet above the takeoff surface; or
(iv) A speed that, if the airplane is rotated at its maximum
practicable rate, will result in a VLOF of not less than 110
percent of VMU in the all-engines-operating condition and
not less than 105 percent of VMU determined at the thrust-
to-weight ratio corresponding to the one-engine-inoperative condition.
(2) For any given set of conditions (such as weight, configuration,
and temperature), a single value of VR, obtained in
accordance with this special condition, must be used to show compliance
with both the one-engine-inoperative and the all-engines-operating
takeoff provisions.
(3) It must be shown that the one-engine-inoperative takeoff
distance, using a rotation speed of 5 knots less than VR,
established in accordance with paragraphs (e)(1) and (e)(2) of this
special condition, does not exceed the corresponding one-engine-
inoperative takeoff distance using the established VR. The
takeoff distances must be determined in accordance with special
condition 7, paragraph (a)(1).
(4) Reasonably expected variations in service from the established
takeoff procedures for the operation of the airplane (such as over-
rotation of the airplane and out-of-trim conditions) may not result in
unsafe flight characteristics or in marked increases in the scheduled
takeoff distances established in accordance with special condition 7.
(f) VLOF is the calibrated airspeed at which the
airplane first becomes airborne.
5. Accelerate-Stop Distance
In the absence of specific accelerate-stop distance requirements,
the following apply:
(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 that the critical engine fails at VEF; and
(3) Come to a full stop from the point at which V1 is
reached assuming that, in the case of engine failure, the pilot has
decided to stop as indicated by application of the first retarding
means at the speed V1.
(b) Means other than wheel brakes may be used to determine the
accelerate-stop distance 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.
(c) The landing gear must remain extended throughout the
accelerate-stop distance.
6. Takeoff Path
In the absence of specific takeoff path requirements, the following
apply:
(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, or at which the transition from the takeoff to the enroute
configuration is completed and a speed is reached at which compliance
with special condition 10, paragraph (c), is shown, whichever point is
higher. In addition, the following apply:
(1) The takeoff path must be based on procedures prescribed in
special condition 2.
(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 may not begin until the airplane is
airborne.
(c) During the takeoff path determination, in accordance with
paragraphs (a) and (b) of this special condition, the following apply:
(1) The slope of the airborne part of the takeoff path must be
positive at each 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 may not be less than 1.2 percent;
(4) Except for gear retraction, the airplane configuration may not
be
[[Page 58881]]
changed, and no change in power or thrust that requires action by the
pilot may be made, until the airplane is 400 feet above the takeoff
surface.
(d) The takeoff path must be determined by a continuous
demonstrated takeoff or by synthesis from segments. If the takeoff path
is determined by the segmental method, the following apply:
(1) The segments must be clearly defined and must be related to the
distinct changes in the configuration, speed, and power or thrust;
(2) The weight of the airplane, the configuration, and the power or
thrust must be constant throughout each segment and must correspond to
the most critical condition prevailing in the segment;
(3) The flight path must be based on the airplane's performance
without ground effect; and
(4) The takeoff path data must be checked by continuous
demonstrated takeoffs, up to the point at which the airplane is out of
ground effect and its speed is stabilized, to ensure that the path is
conservative relative to the continuous path.
Note: The airplane is considered to be out of the ground effect
when it reaches a height equal to its wing span.
7. Takeoff Distance and Takeoff Run
In the absence of specific takeoff distance and takeoff run
requirements, the following apply:
(a) Takeoff distance is the greater of the following:
(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, determined under special condition 6; or
(2) 115 percent of the horizontal distance along the takeoff path,
with all engines operating, from the start of the takeoff to the point
at which the airplane is 35 feet above the takeoff surface, as
determined by a procedure consistent with special condition 6.
(b) If the takeoff distance includes a clear way, 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 point at which
VLOF is reached and the point at which the airplane is 35
feet above the takeoff surface, as determined under special condition
6; or
(2) 115 percent of the horizontal distance along the takeoff path,
with all engines operating, from the start of the takeoff to a point
equidistant between the point at which VLOF is reached and
the point at which the airplane is 35 feet above the takeoff surface,
determined by a procedure consistent with special condition 6.
8. Takeoff Flight Path
In the absence of specific takeoff flight path requirements, the
following apply:
(a) The takeoff flight path begins 35 feet above the takeoff
surface at the end of the takeoff distance determined in accordance
with special condition 7.
(b) The net takeoff flight path data must be determined so that
they represent the actual takeoff flight paths (determined in
accordance with special condition 6 and with paragraph (a) of this
special condition) reduced at each point by a gradient of climb equal
to 0.8 percent.
(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.
9. Climb: General
Instead of compliance with Sec. 23.63, the following applies:
Compliance with the requirements of special conditions 10 and 12 must
be shown at each weight, altitude, and ambient temperature within the
operational limits established for the airplane and with the most
unfavorable center of gravity for each configuration.
10. Climb: One Engine Inoperative
Instead of compliance with Sec. 23.67, the following apply:
(a) Takeoff; landing gear extended. In the critical takeoff
configuration existing along the flight path (between the points at
which the airplane reaches VLOF and at which the landing
gear is fully retracted) and in the configuration used in special
condition 6 without ground effect, unless there is a more critical
power operating condition existing later along the flight path before
the point at which the landing gear is fully retracted, the steady
gradient of climb must be positive at VLOF and with the
following:
(1) The critical engine inoperative and the remaining engines at
the power or thrust available when retraction of the landing gear
begins in accordance with special condition 6, and
(2) The weight equal to the weight existing when retraction of the
landing gear begins, determined under special condition 6.
(b) Takeoff; landing gear retracted. In the takeoff configuration
existing at the point of the flight path at which the landing gear is
fully retracted and in the configuration used in special condition 6,
without ground effect, the steady gradient of climb may not be less
than 2.4 percent at V2 and with the following:
(1) The critical engine inoperative, the remaining engines at the
takeoff power or thrust available at the time the landing gear is fully
retracted, determined under special condition 6 unless there is a more
critical power operating condition existing later along the flight path
but before the point where the airplane reaches a height of 400 feet
above the takeoff surface; and
(2) The weight equal to the weight existing when the airplane's
landing gear is fully retracted, determined under special condition 6.
(c) Final takeoff. In the enroute configuration at the end of the
takeoff path, determined in accordance with special condition 6, the
steady gradient of climb may not be less than 1.2 percent at not less
than 1.25 VS and with the following:
(1) The critical engine inoperative and the remaining engines at
the available maximum continuous power or thrust; and
(2) The weight equal to the weight existing at the end of the
takeoff path, determined under special condition 6.
(d) Approach. In the approach configuration corresponding to the
normal all-engines-operating procedure in which VS for this
configuration does not exceed 110 percent of the VS for the
related landing configuration, the steady gradient of climb may not be
less than 2.1 percent with the following:
(1) The critical engine inoperative, the remaining engine at the
available in-flight takeoff power or thrust;
(2) The maximum landing weight; and
(3) A climb speed established in connection with normal landing
procedures, but not exceeding 1.5 VS.
11. Landing
Instead of compliance with Sec. 23.75, the following apply:
(a) The horizontal distance necessary to land and to come to a
complete stop from a point 50 feet above the landing surface must be
determined (for each weight, altitude, temperature, and wind within the
operational limits established by the applicant for the airplane), as
follows:
(1) The airplane must be in the landing configuration.
(2) A steady approach at a gradient of descent not greater than 5.2
percent (3 degrees), with an airspeed of not less than VREF,
determined in accordance with Sec. 23.73(b), must be maintained down to
the 50-foot height.
(3) Changes in configuration, power or thrust, and speed, must be
made in accordance with the established procedures for service
operation.
[[Page 58882]]
(4) The landing must be made without excessive vertical
acceleration, tendency to bounce, nose over, ground loop, or porpoise.
(5) The landings may not require exceptional piloting skill or
alertness.
(6) It must be shown that a safe transition to the balked landing
conditions of special condition 12 can be made from the conditions that
exist at the 50-foot height.
(b) The landing distance must be determined on a level, smooth,
dry, hard-surfaced runway. In addition, the following apply:
(1) The brakes may not be used so as to cause excessive wear of
brakes or tires; and
(2) Means other than wheel brakes may be used if that means is as
follows:
(i) Is safe and reliable;
(ii) Is used so that consistent results can be expected in service;
and
(iii) Is such that exceptional skill is not required to control the
airplane.
(c) The landing distance data must include correction factors for
not more than 50 percent of the nominal wind components along the
landing path opposite to the direction of landing and not less than 150
percent of the nominal wind components along the landing path in the
direction of landing.
(d) If any device is used that depends on the operation of any
engine, and if the landing distance would be noticeably increased when
a landing is made with that engine inoperative, the landing distance
must be determined with that engine inoperative unless the use of
compensating means will result in a landing distance not more than that
with each engine operating.
12. Balked Landing
Instead of compliance with Sec. 23.77, the following apply:
In the landing configuration, the steady gradient of climb may not
be less than 3.2 percent with the following:
(a) The engines at the power or thrust that is available eight
seconds after initiation of movement of the power or thrust controls
from the minimum flight idle to the inflight takeoff position; and
(b) A climb speed of not more than VREF, as defined in
Sec. 23.73(a).
13. Stall Speed
Instead of compliance with Sec. 23.49, the following apply:
(a) VS is the calibrated stalling speed, or the minimum
steady flight speed, in knots, at which the airplane is controllable
with--
(1) Zero thrust at the stalling speed, or, if the resultant thrust
has no appreciable effect on the stalling speed, with engines idling
and throttles closed;
(2) The weight used when VS is being used as a factor to
determine compliance with a required performance standard; and
(3) The most unfavorable center of gravity allowable.
(b) The stalling speed VS is the minimum speed obtained
as follows:
(1) Trim the airplane for straight flight at any speed not less
than 1.2 VS or more than 1.4 VS. At a speed
sufficiently above the stall speed to ensure steady conditions, apply
the elevator control at a rate so that the airplane speed reduction
does not exceed one knot per second.
(2) Meet the flight characteristics provisions of special condition
19.
14. Trim
Instead of compliance with Sec. 23.161, the following apply:
(a) General. Each airplane must meet the trim requirements of this
special condition after being trimmed, and without further pressure
upon or movement of the primary controls or their corresponding trim
controls by the pilot or the automatic pilot.
(b) Lateral and directional trim. The airplane must maintain
lateral and directional trim with the most adverse lateral displacement
of the center of gravity within the relevant operating limitations
during normally expected conditions of operation (including operation
at any speed from 1.4 VS1 to VMO/MMO.)
(c) Longitudinal trim. The airplane must maintain longitudinal trim
during the following:
(1) A climb with maximum continuous power at a speed not more than
1.4 VS1, with the landing gear retracted, and the flaps in
the following positions:
(i) Retracted, and
(ii) In the takeoff position.
(2) A power approach with a 3 degree angle of descent, the landing
gear extended, and with the following:
(i) The wing flaps retracted and at a speed of 1.4 VS1;
and
(ii) The applicable airspeed and flap position used in showing
compliance with special condition 11.
(3) Level flight at any speed from 1.4 VS1 to
VMO/MMO with the landing gear and flaps
retracted, and from 1.4 VS1 to VLE with the
landing gear extended.
(d) Longitudinal, directional, and lateral trim. The airplane must
maintain longitudinal, directional, and lateral trim (for the lateral
trim, the angle of bank may not exceed five degrees) at 1.4
VS1 during climbing flight with the following:
(1) The critical engine inoperative;
(2) The remaining engine at maximum continuous power or thrust; and
(3) The landing gear and flaps retracted.
15. Static Longitudinal Stability
Instead of compliance with Sec. 23.173, the following apply:
Under the conditions specified in special condition 16, the
characteristics of the elevator control forces (including friction)
must be as follows:
(a) A pull must be required to obtain and maintain speeds below the
specified trim speed, and a push must be required to obtain and
maintain speeds above the specified trim speed. This must be shown at
any speed that can be obtained except speeds higher than the landing
gear or wing flap operating limit speeds or VFC/
MFC, whichever is appropriate, or lower than the minimum
speed for steady unstalled flight.
(b) The airspeed must return to within 10 percent of the original
trim speed for the climb, approach, and landing conditions specified in
special condition 16, paragraphs (a), (c), and (d), and must return to
within 7.5 percent of the original trim speed for the cruising
condition specified in special condition 16, paragraph (b), when the
control force is slowly released from any speed within the range
specified in paragraph (a) of this special condition.
(c) The average gradient of the stable slope of the stick force
versus speed curve may not be less than 1 pound for each 6 knots.
(d) Within the free return speed range specified in paragraph (b)
of this special condition, it is permissible for the airplane, without
control forces, to stabilize on speeds above or below the desired trim
speeds if exceptional attention on the part of the pilot is not
required to return to and maintain the desired trim speed and altitude.
16. Demonstration of Static Longitudinal Stability
Instead of compliance with Sec. 23.175, static longitudinal
stability must be shown as follows:
(a) Climb. The stick force curve must have a stable slope at speeds
between 85 and 115 percent of the speed at which the airplane--
(1) Is trimmed, with--
(i) Wing flaps retracted;
(ii) Landing gear retracted;
(iii) Maximum takeoff weight; and
(iv) The maximum power or thrust selected by the applicant as an
operating limitation for use during climb; and
(2) Is trimmed at the speed for best rate of climb except that the
speed need not be less than 1.4 VS1.
(b) Cruise. Static longitudinal stability must be shown in the
cruise condition as follows:
[[Page 58883]]
(1) With the landing gear retracted at high speed, the stick force
curve must have a stable slope at all speeds within a range which is
the greater of 15 percent of the trim speed plus the resulting free
return speed range, or 50 knots plus the resulting free return speed
range, above and below the trim speed (except that the speed range need
not include speeds less than 1.4 VS1, nor speeds greater
than VFC/MFC, nor speeds that require a stick
force of more than 50 pounds), with--
(i) The wing flaps retracted;
(ii) The center of gravity in the most adverse position;
(iii) The most critical weight between the maximum takeoff and
maximum landing weights;
(iv) The maximum cruising power selected by the applicant as an
operating limitation, except that the power need not exceed that
required at VMO/MMO; and
(v) The airplane trimmed for level flight with the power required
in paragraph (b)(1)(iv) of this special condition.
(2) With the landing gear retracted at low speed, the stick force
curve must have a stable slope at all speeds within a range which is
the greater of 15 percent of the trim speed plus the resulting free
return speed range, or 50 knots plus the resulting free return speed
range, above and below the trim speed (except that the speed range need
not include speeds less than 1.4 VS1, nor speeds greater
than the minimum speed of the applicable speed range prescribed in
paragraph (b)(1), nor speeds that require a stick force of more than 50
pounds), with--
(i) Wing flaps, center of gravity position, and weight as specified
in paragraph (b)(1) of this special condition;
(ii) Power required for level flight at a speed equal to
(VMO + 1.4 VS1)/ 2; and
(iii) The airplane trimmed for level flight with the power required
in paragraph (b)(2)(ii) of this special condition.
(3) With the landing gear extended, the stick force curve must have
a stable slope at all speeds within a range which is the greater of 15
percent of the trim speed plus the resulting free return speed range,
or 50 knots plus the resulting free return speed range, above and below
the trim speed (except that the speed range need not include speeds
less than 1.4 VS1, nor speeds greater than VLE,
nor speeds that require a stick force of more than 50 pounds), with--
(i) Wing flap, center of gravity position, and weight as specified
in paragraph (b)(1) of this section;
(ii) The maximum cruising power selected by the applicant as an
operating limitation, except that the power need not exceed that
required for level flight at VLE; and
(iii) The aircraft trimmed for level flight with the power required
in paragraph (b)(3)(ii) of this section.
(c) Approach. The stick force curve must have a stable slope at
speeds between 1.1 VS1 and 1.8 VS1, with--
(1) Wing flaps in the approach position;
(2) Landing gear retracted;
(3) Maximum landing weight; and
(4) The airplane trimmed at 1.4 VS1 with enough power to
maintain level flight at this speed.
(d) Landing. The stick force curve must have a stable slope, and
the stick force may not exceed 80 pounds, at speeds between 1.1
VS0 and 1.3 VS0 with--
(1) Wing flaps in the landing position;
(2) Landing gear extended;
(3) Maximum landing weight;
(4) Power or thrust off on the engines; and
(5) The airplane trimmed at 1.4 VS0 with power or thrust
off.
17. 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 skid with the rudder free) must be positive for any
landing gear and flap position, and it must be positive for any
symmetrical power condition to speeds from 1.2 VS1 up to
VFE, VLE, or VFC/MFC (as
appropriate).
(b) The static lateral stability (as shown by the tendency to raise
the low wing in a sideslip with the aileron controls free and for any
landing gear position and flap position, and for any symmetrical power
conditions) may not be negative at any airspeed (except speeds higher
than VFE or VLE, when appropriate) in the
following airspeed ranges:
(1) From 1.2 VS1 to VMO/MMO.
(2) From VMO/MMO to VFC/
MFC, unless the Administrator finds that the divergence is--
(i) Gradual;
(ii) Easily recognizable by the pilot; and
(iii) Easily controllable by the pilot.
(c) In straight, steady, sideslips (unaccelerated forward slips)
the aileron and rudder control movement and forces must be
substantially proportional to the angle of the sideslip. The factor of
proportionality must lie between limits found necessary for safe
operation throughout the range of sideslip angles appropriate to the
operation of the airplane. At greater angles, up to the angle at which
full rudder control is used or when a rudder pedal force of 180 pounds
is obtained, the rudder pedal forces may not reverse and increased
rudder deflection must produce increased angles of sideslip. Unless the
airplane has a yaw indicator, there must be enough bank accompanying
sideslipping to clearly indicate any departure from steady unyawed
flight.
18. Stall Demonstration
Instead of compliance with Sec. 23.201, the following apply:
(a) Stalls must be shown in straight flight and in 30 degree banked
turns with--
(1) Power off; and
(2) The power 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).
(b) In each condition required by paragraph (a) of this section, it
must be possible to meet the applicable requirements of special
condition 19 with--
(1) Flaps, landing gear, and deceleration devices in any likely
combination of positions approved for operation;
(2) Representative weights within the range for which certification
is requested;
(3) The most adverse center of gravity for recovery; and
(4) The airplane trimmed for straight flight at the speed
prescribed in special condition 13.
(c) The following procedures must be used to show compliance with
special condition 19:
(1) Starting at a speed sufficiently above the stalling speed to
ensure that a steady rate of speed reduction can be established, apply
the longitudinal control so that the speed reduction does not exceed
one knot per second until the airplane is stalled.
(2) In addition, for turning flight stalls, apply the longitudinal
control to achieve airspeed deceleration rates up to 3 knots per
second.
(3) As soon as the airplane is stalled, recover by normal recovery
techniques.
(d) The airplane is considered stalled when the behavior of the
airplane gives the pilot a clear and distinctive indication of an
acceptable nature that the airplane is stalled. Acceptable indications
of a stall, occurring either individually or in combination, are--
(1) A nose-down pitch that cannot be readily arrested;
[[Page 58884]]
(2) Buffeting, of a magnitude and severity that is a strong and
effective deterrent to further speed reduction; or
(3) The pitch control reaches the aft stop and no further increase
in pitch attitude occurs when the control is held full aft for a short
time before recovery is initiated.
19. Stall Characteristics
Instead of compliance with Sec. 23.203, the following applies:
(a) It must be possible to produce and to correct roll and yaw by
unreversed use of the aileron and rudder controls, up to the time the
airplane is stalled. No abnormal nose up pitching may occur. The
longitudinal control force must be positive up to and throughout the
stall. In addition, it must be possible to promptly prevent stalling
and to recover from a stall by normal use of the controls.
(b) For level wing stalls, the roll occurring between the stall and
the completion of the recovery may not exceed approximately 20 degrees.
(c) For turning flight stalls, the action of the airplane after the
stall may not be so violent or extreme as to make it difficult, with
normal piloting skill, to effect a prompt recovery and to regain
control of the airplane. The maximum bank angle that occurs during the
recovery may not exceed--
(1) Approximately 60 degrees in the original direction of the turn,
or 30 degrees in the opposite direction, for deceleration rates up to 1
knot per second; and
(2) Approximately 90 degrees in the original direction of the turn,
or 60 degrees in the opposite direction, for deceleration rates in
excess of 1 knot per second.
20. Stall Warning
Instead of compliance with Sec. 23.207, the following applies:
(a) Stall warning with sufficient margin to prevent inadvertent
stalling with the flaps and landing gear in any normal position must be
clear and distinctive to the pilot in straight and turning flight.
(b) The warning may be furnished either through the inherent
aerodynamic qualities of the airplane or by a device that will give
clearly distinguishable indications under expected conditions of
flight. However, a visual stall warning device that requires the
attention of the crew within the cockpit is not acceptable by itself.
If a warning device is used, it must provide a warning in each of the
airplane configurations prescribed in paragraph (a) of this special
condition at the speed prescribed in paragraph (c) of this special
condition.
(c) The stall warning must begin at a speed exceeding the stalling
speed (i.e., the speed at which the airplane stalls or the minimum
speed demonstrated, whichever is applicable under the provisions of
special condition 18, paragraph (d)) by seven percent or at any lesser
margin if the stall warning has enough clarity, duration,
distinctiveness, or similar properties.
21. Vibration and Buffeting
Instead of compliance with Sec. 23.251, the following apply:
(a) The airplane must be designed to withstand any vibration and
buffeting that might occur in any likely operating condition. This must
be shown by calculations, resonance tests, or other tests found
necessary by the Administrator.
(b) Each part of the airplane must be shown in flight to be free
from excessive vibration, under any appropriate speed and power
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 34.
(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
flightcrew, 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.
22. 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 the following:
(i) Exceptional piloting strength or skill;
(ii) Exceeding VD/MD, or 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 with the airplane trimmed at
VMO/MMO. Any tendency of the airplane to pitch,
roll, or yaw must be mild and readily controllable, using normal
piloting techniques. When the airplane is trimmed at VMO/
MMO, the slope of the elevator control force versus speed
curve need not be stable at speeds greater than VFC/
MFC, but there must be a push force at all speeds up to
VDF/MDF and there must be no sudden or excessive
reduction of elevator control force as VDF/MDF is
reached.
(b) Maximum speed for stability characteristics. VFC/
MFC. VFC/MFC is the maximum speed at
which the requirements of special conditions 15, 16, 17, and
Sec. 23.181 must be met with the 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.
23. Flight Flutter Testing
Instead of the term/speed VD in Sec. 23.629(b), use
VDF/MDF.
24. Out-of-Trim Characteristics
In the absence of specific requirements for out-of-trim
characteristics, the following are applied:
(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
[[Page 58885]]
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 paragraphs (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
Secs. 23.333(b) and 23.337, need not be exceeded. Also, the maneuvering
load factors associated with probable inadvertent excursions beyond the
boundaries of the buffet onset envelopes determined under special
condition 21, paragraph (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
Secs. 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.
25. Pressure Vessel Integrity
(a) The maximum extent of failure and pressure vessel opening that
can be demonstrated to comply with special condition 30
(Pressurization) of these special conditions must be determined. It
must be demonstrated by crack propagation and damage tolerance analysis
supported by testing that a larger opening or a more severe failure
than demonstrated will not occur in normal operations.
(b) Inspection schedules and procedures must be established to
ensure that cracks and normal fuselage leak rates will not deteriorate
to the extent that an unsafe condition could exist during normal
operation.
(c) With regard to the fuselage structure design for cabin pressure
capability above 45,000 feet, the pressure vessel structure, including
doors and windows, must comply with Sec. 23.365(d), using a factor of
1.67 instead of the 1.33 factor prescribed.
26. Fasteners
This section has been deleted, current Sec. 23.607 is adequate.
27. Landing Gear
The main landing gear system must be designed so that if it fails
due to overloads during takeoff or landing (assuming the overloads to
act in the upward and aft directions), the failure mode is not likely
to cause the spillage of enough fuel from any fuel system in the
fuselage to constitute a fire hazard.
28. Ventilation
In addition to the requirements of Sec. 23.831(b), the ventilation
system must be designed to provide a sufficient amount of
uncontaminated air to enable the crewmembers to perform their duties
without undue discomfort or fatigue and to provide reasonable passenger
comfort during normal operating conditions and in the event of any
probable failure of any system on the airplane that would adversely
affect the cabin ventilating air. For normal operations, crewmembers
and passengers must be provided with at least 10 cubic feet of fresh
air per minute per person, or the equivalent in filtered recirculated
air, based on the volume and composition at the corresponding cabin
pressure altitude of no more than 8,000 feet.
29. Air Conditioning
In addition to the requirements of Sec. 23.831, cabin cooling
systems must be designed to meet the following conditions during flight
above 15,000 feet MSL:
(a) After any probable failure, the cabin temperature/time history
may not exceed the values shown in Figure 1. During this time, the
humidity shall never exceed a level that corresponds to a water vapor
pressure of 20mm Hg. Time = 0 minutes when the flightcrew recognizes
the failure.
(b) After any improbable failure, the cabin temperature/time
history may not exceed the values shown in Figure 2. During this time,
the humidity shall never exceed a level that corresponds to a water
vapor pressure of 20mm Hg. Time = 0 minutes when the flightcrew
recognizes the failure.
30. Pressurization
Instead of compliance with Sec. 23.841, the following apply:
(a) Pressurized cabins must be equipped to provide a cabin pressure
altitude of not more than 8,000 feet at the maximum operating altitude
of the airplane under normal operating conditions.
(1) If certification for operation above 25,000 feet is requested,
the airplane must be designed so that occupants will not be exposed to
cabin pressure altitudes in excess of 15,000 feet after any probable
failure condition in the pressurization system.
(2) The airplane must be designed so that occupants will not be
exposed to a cabin pressure altitude that exceeds that following after
decompression from any failure conditions not shown to be extremely
improbable:
(i) Twenty-five thousand (25,000) feet for more than 2 minutes; or
[[Page 58886]]
(ii) Forty thousand (40,000) feet for any duration.
(3) Fuselage structure, engine and system failures are to be
considered in evaluating the cabin decompression.
(b) Pressurized cabins must have at least the following valves,
controls, and indicators for controlling cabin pressure:
(1) Two pressure relief valves to automatically limit the positive
pressure differential to a predetermined value at the maximum rate of
flow delivered by the pressure source. The combined capacity of the
relief valves must be large enough so that the failure of any one valve
would not cause an appreciable rise in the pressure differential. The
pressure differential is positive when the internal pressure is greater
than the external.
(2) Two reverse pressure differential relief valves (or their
equivalents) to automatically prevent a negative pressure differential
that would damage the structure. One valve is enough, however, if it is
of a design that reasonably precludes its malfunctioning.
(3) A means by which the pressure differential can be rapidly
equalized.
(4) An automatic or manual regulator for controlling the intake or
exhaust airflow, or both, for maintaining the required internal
pressure and airflow rates.
(5) Instruments at the pilot station to show the pressure
differential, the cabin pressure altitude, and the rate of change of
the cabin pressure altitude.
(6) Warning indication at the pilot station to indicate when the
safe or preset pressure differential and cabin pressure altitude limits
are exceeded. Appropriate warning marking on the cabin pressure
differential indicator meets the warning requirement for pressure
differential limits and an aural or visual signal (in addition to cabin
altitude indicating means) meets the warning requirement for cabin
pressure altitude limits if it warns the flight crew when the cabin
pressure altitude exceeds 10,000 feet.
(7) A warning placard at the pilot station, if the structure is not
designed for pressure differentials up to the maximum relief valve
setting in combination with landing loads.
(8) The pressure sensors necessary to meet the requirements of
paragraphs (b)(5) and (b)(6) of this section and Sec. 23.1447,
paragraphs (e) and (f), must be located and the sensing system must be
designed so that, in the event of low of cabin pressure, the warning
and automatic presentation devices, required by those provisions, will
be actuated without any delay that would significantly increase the
hazards resulting from decompression.
31. Airspeed Indicating System
In addition to the requirements of Sec. 23.1323, the following
apply:
(a) The airspeed indicating system must be calibrated to determine
the system error in flight and during the accelerate-takeoff ground
run. The ground run calibration must be determined as follows:
(1) From 0.8 of the minimum value of V1 to the maximum
value of V2,, considering the approved ranges of altitude
and weight; and
(2) With the flaps and power settings corresponding to the values
determined in the establishment of the takeoff path under special
condition 6, assuming that the critical engine fails at the minimum
value of V1.
(b) The information showing the relationship between IAS and CAS,
determined in accordance with paragraph (a) of this special condition,
must be shown in the Airplane Flight Manual.
32. Static Pressure System
In addition to the requirements of Sec. 23.1325, the following
apply:
(a) The altimeter system calibration required by Sec. 23.1325(e)
must be shown in the Airplane Flight Manual.
(b) If an altimeter system is fitted with a device that provides
corrections to the altimeter indication, the device must be designed
and installed in such manner that it can be by-passed when it
malfunctions, unless an alternate altimeter system is provided. Each
correction device must be fitted with a means for indicating the
occurrence of reasonably probable malfunctions, including power
failure, to the flightcrew. The indicating means must be effective for
any cockpit lighting condition likely to occur.
33. Oxygen Equipment and Supply
(a) In addition to the requirements of Sec. 23.1441(d), the
following applies: A quick-donning oxygen mask system with a pressure-
demand, mask mounted regulator must be provided for the flightcrew. It
must be shown that each quick-donning mask can, with one hand and
within 5 seconds, be placed on the face from its ready position,
properly secured, sealed, and supplying oxygen upon demand.
(b) In addition to the requirements of Sec. 23.1443, the following
applies: A continuous flow oxygen system must be provided for the
passengers.
(c) In addition to the requirements of Sec. 23.1445, the following
applies: If the flightcrew and passengers share a common source of
oxygen, a means to separately reserve the minimum supply required by
the flightcrew must be provided.
34. Maximum Operating Limit Speed
Instead of compliance with Sec. 23.1505(c), the following applies:
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, 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 during the flight tests
conducted under special condition 22.
35. Minimum Flightcrew
Instead of compliance with Sec. 23.1523, the following apply:
The minimum flightcrew must be established so that it is sufficient
for safe operation considering:
(a) The workload on individual flightcrew members and each
flightcrew member workload determination must consider the following:
(1) Flight path control,
(2) Collision avoidance,
(3) Navigation,
(4) Communications,
(5) Operation and monitoring of all essential airplane systems,
(6) Command decisions, and
(7) The accessibility and ease of operation of necessary controls
by the appropriate flightcrew member during all normal and emergency
operations when at the flightcrew member station.
(b) The accessibility and ease of operation of necessary controls
by the appropriate flightcrew member; and
(c) The kinds of operation authorized under Sec. 23.1525.
36. Airplane Flight Manual
Instead of compliance with Sec. 23.1581, the following applies:
(a) Furnishing information. An Airplane Flight Manual must be
furnished with each airplane, and it must contain the following:
(1) Information required by special conditions 37, 38, and 39.
(2) Other information that is necessary for safe operation because
of design, operating, or handling characteristics.
[[Page 58887]]
(3) Any limitation, procedure, or other information established as
a condition of compliance with the applicable noise standards of part
36 of this chapter.
(b) Approved Information. Each part of the manual listed in special
conditions 37, 38, and 39, that is appropriate to the airplane, must be
furnished, verified, and approved, and must be segregated, identified,
and clearly distinguished from each unapproved part of that manual.
(c) Airplane Flight Manual. Each Airplane Flight Manual must
include a table of contents if the complexity of the manual indicates a
need for it.
(d) Airplane Flight Manual. Each page of the Airplane Flight Manual
containing information prescribed in this section must be of a type
that is not easily erased, disfigured, or misplaced, and is capable of
being inserted in a manual provided by the applicant, or in a folder,
or in any other permanent binder.
(e) Airplane Flight Manual. Provision must be made for stowing the
Airplane Flight Manual in a suitable fixed container that is readily
accessible to the pilot.
(f) Revisions and amendments. Each Airplane Flight Manual (AFM)
must contain a means for recording the incorporation of revisions and
amendments.
37. Operating Limitations
Instead of the requirements of Sec. 23.1583, the following apply:
(a) Airspeed limitations. The following airspeed limitations and
any other airspeed limitations necessary for safe operation must be
furnished:
(1) The maximum operating limit speed, VMO/
MMO, and a statement that this speed limit 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.
(2) 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.
(3) The maneuvering speed, VO, and a statement that full
application of rudder and aileron controls, as well as maneuvers that
involve angles of attack near the stall, should be confined to speeds
below this value.
(4) The maximum speed for flap extension, VFE, for the
takeoff, approach, and landing positions.
(5) The landing gear operating speed or speeds, VLO.
(6) The landing gear extended speed, VLE if greater than
VLO, and a statement that this is the maximum speed at which
the airplane can be safely flown with the landing gear extended.
(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 and loading distribution. The weight and extreme forward
and aft center of gravity limits required by Secs. 23.23 and 23.25 must
be furnished in the Airplane Flight Manual. In addition, all of the
following information and the information required by Sec. 23.1589 must
be presented either in the Airplane Flight Manual or in a separate
weight and balance control and loading document, which is incorporated
by reference in the Airplane Flight Manual:
(1) The condition of the airplane and the items included in the
empty weight, as defined in accordance with Sec. 23.29.
(2) Loading instructions necessary to ensure loading of the
airplane within the weight and center of gravity limits, and to
maintain the loading within these limits in flight.
(d) Maneuvers. A statement that acrobatic maneuvers, including
spins, are not authorized.
(e) Maneuvering flight load factors. The positive maneuvering limit
load factors for which the structure is proven, described in terms of
accelerations, and a statement that these accelerations limit the angle
of bank in turns and limit the severity of pull-up maneuvers must be
furnished.
(f) Flightcrew. The number and functions of the minimum flightcrew
determined under special condition 35 must be furnished.
(g) Kinds of operation. The kinds of operation (such as VFR, IFR,
day, or night) and the meteorological conditions in which the airplane
may or may not be used must be furnished. Any installed equipment that
affects any operating limitation must be listed and identified as to
operational function.
(h) Additional operating limitations must be established as
follows: (1) The maximum takeoff weights must be established as the
weights at which compliance is shown with the applicable provisions of
part 23 (including the takeoff climb provisions of special condition
10, paragraphs (a) through (c), for altitudes and ambient
temperatures).
(2) The maximum landing weights must be established as the weights
at which compliance is shown with the applicable provisions of part 23
(including the approach climb and balked landing climb provisions of
special conditions 10, paragraph (d), and 12 for altitudes and ambient
temperatures).
(3) The minimum takeoff distances must be established as the
distances at which compliance is shown with the applicable provisions
of part 23 (including the provisions of special conditions 5 and 7 for
weights, altitudes, temperatures, wind components, and runway
gradients).
(4) The extremes for variable factors (such as altitude,
temperature, wind, and runway gradients) are those at which compliance
with the applicable provision of part 23 and these special conditions
is shown.
(i) Maximum operating altitude. The maximum altitude established
under Sec. 23.1527 must be furnished.
(j) Maximum passenger seating configuration. The maximum passenger
seating configuration must be furnished.
38. Operating Procedures
Instead of the requirements of Sec. 23.1585, the following applies:
(a) Information and instruction regarding the peculiarities of
normal operations (including starting and warming the engines, taxiing,
operation of wing flaps, slats, landing gear, speed brake, and the
automatic pilot) must be furnished, together with recommended
procedures for the following:
(1) Engine failure (including minimum speeds, trim, operation of
the remaining engine, and operation of flaps);
(2) Restarting turbine engines in flight (including the effects of
altitude);
(3) Fire, decompression, and similar emergencies;
(4) Use of ice protection equipment;
(5) Operation in turbulence (including recommended turbulence
penetration airspeeds, flight peculiarities, and special control
instructions);
(6) The demonstrated crosswind velocity and procedures and
information pertinent to operation of the airplane in crosswinds.
(b) 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.
(c) 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.
(d) If the unusable fuel supply in any tank exceeds 5 percent of
the tank
[[Page 58888]]
capacity, or 1 gallon, whichever is greater, information must be
furnished indicating that, when the fuel quantity indicator reads
``zero'' in level flight, any fuel remaining in the fuel tank cannot be
used safely in flight.
(e) Information on the total quantity of usable fuel for each fuel
tank must be furnished.
(f) The buffet onset envelopes determined under special condition
21 must be furnished. The buffet onset envelopes presented may reflect
the center of gravity at which the airplane is normally loaded during
cruise if corrections for the effect of different center of gravity
locations are furnished.
39. Performance Information
Instead of the requirements of Sec. 23.1587, the following applies:
(a) Each Airplane Flight Manual must contain information to permit
conversion of the indicated temperature to free air temperature if
other than a free air temperature indicator is used to comply with the
requirements of Sec. 23.1303(d).
(b) Each Airplane Flight Manual must contain the performance
information computed under the applicable provisions of this part for
the weights, altitudes, temperatures, wind components, and runway
gradients, as applicable, within the operational limits of the
airplane, and must contain the following:
(1) The conditions under which the performance information was
obtained, including the speeds associated with the performance
information.
(2) VS determined in accordance with special condition
13.
(3) The following performance information (determined by
extrapolation and computed for the range of weights between the maximum
landing and maximum takeoff weights):
(i) Climb in the landing configuration.
(ii) Climb in the approach configuration.
(iii) Landing distance.
(4) Procedures established under special condition 2, paragraphs
(c), (d), and (e), that are related to the limitations and information
required by paragraph (h) of special condition 37 and by this
paragraph. These procedures must be in the form of guidance material,
including any relevant limitations or information.
(5) An explanation of significant or unusual flight or ground
handling characteristics of the airplane.
Issued in Kansas City, Missouri on October 15, 1997.
Mary Ellen A. Schutt,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
BILLING CODE 4910-13-P
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[GRAPHIC] [TIFF OMITTED] TR31OC97.003
[[Page 58890]]
[GRAPHIC] [TIFF OMITTED] TR31OC97.004
[FR Doc. 97-28937 Filed 10-30-97; 8:45 am]
BILLING CODE 4910-13-C
