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PART 23--AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Special Federal Aviation Regulations SFAR No. 23 Subpart A--General 23.1 Applicability. Authority: 49 U.S.C. 106(g), 40113, 44701-44702,
44704. |
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SFAR No. 23 1. Applicability. An applicant is entitled to a type certificate in the normal category for a reciprocating or turbopropeller multiengine powered small airplane that is to be certificated to carry more than 10 occupants and that is intended for use in operations under Part 135 of the Federal Aviation Regulations if he shows compliance with the applicable requirements of Part 23 of the Federal Aviation Regulations, as supplemented or modified by the additional airworthiness requirements of this regulation. 2. References. Unless otherwise provided, all references in this regulation to specific sections of Part 23 of the Federal Aviation Regulations are those sections of Part 23 in effect on March 30, 1967. Flight Requirements 3. General. Compliance must be shown with the applicable requirements of Subpart B of Part 23 of the Federal Aviation Regulations in effect on March 30, 1967, as supplemented or modified in sections 4 through 10 of this regulation. Performance 4. General. (a) Unless otherwise prescribed in this regulation, compliance with each applicable performance requirement in sections 4 through 7 of this regulation must be shown for ambient atmospheric conditions and still air. (b) The performance must correspond to the propulsive thrust available under the particular ambient atmospheric conditions and the particular flight condition. The available propulsive thrust must correspond to engine power or thrust, not exceeding the approved power or thrust less-- (1) Installation losses; and (c) Unless otherwise prescribed in this regulation, the applicant must select the take-off, en route, and landing configurations for the airplane. (d) The airplane configuration may vary with weight, altitude, and temperature, to the extent they are compatible with the operating procedures required by paragraph (e) of this section. (e) Unless otherwise prescribed in this regulation, in determining the critical engine inoperative takeoff performance, the accelerate-stop distance, takeoff distance, 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. (f) Procedures for the execution of balked landings must be established by the applicant and included in the Airplane Flight Manual. (g) The procedures established under paragraphs (e) and (f) of this section must-- (1) Be able to be consistently executed in service by a
crew of average skill; 5. Takeoff-- (a) General. The takeoff speeds described in paragraph (b), the accelerate-stop distance described in paragraph (c), and the takeoff distance described in paragraph (d), must be determined for-- (1) Each weight, altitude, and ambient temperature within
the operational limits selected by the applicant; (b) Takeoff speeds. (1) The decision speed V1is the calibrated airspeed on
the ground at which, as a result of engine failure or other
reasons, the pilot is assumed to have made a decision to
continue or discontinue the takeoff. The speed V1 must be
selected by the applicant but may not be less than-- (i)
1.10 Vs1; (ii) 1.10 VMC; (iii) A speed that permits
acceleration to V1 and stop in accordance with paragraph (c)
allowing credit for an overrun distance equal to that
required to stop the airplane from a ground speed of 35
knots utilizing maximum braking; or (iv) A speed at which
the airplane can be rotated for takeoff and shown to be
adequate to safely continue the takeoff, using normal
piloting skill, when the critical engine is suddenly made
inoperative. (c) Accelerate-stop distance. (1) The accelerate-stop distance is the sum of the
distances necessary to-- (i) Accelerate the airplane from a
standing start to V1; and (ii) Decelerate the airplane from
V1 to a speed not greater than 35 knots, assuming that in
the case of engine failure, failure of the critical engine
is recognized by the pilot at the speed V1. The landing gear
must remain in the extended position and maximum braking may
be utilized during deceleration. (d) All engines operating takeoff distance. The all engine operating takeoff distance is the horizontal distance required to takeoff and climb to a height of 50 feet above the takeoff surface according to procedures in FAR 23.51 (a). (e) One-engine-inoperative takeoff. The maximum weight must be determined for each altitude and temperature within the operational limits established for the airplane, at which the airplane has takeoff capability after failure of the critical engine at or above V1 determined in accordance with paragraph (b) of this section. This capability may be established-- (1) By demonstrating a measurably positive rate of climb
with the airplane in the takeoff configuration, landing gear
extended; or 6. Climb-- (a) Landing climb: All-engines-operating. The maximum weight must be determined with the airplane in the landing configuration, for each altitude, and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity and out-of- ground effect in free air, at which the steady gradient of climb will not be less than 3.3 percent, with: (1) The engines at the power that is available 8 seconds
after initiation of movement of the power or thrust controls
from the mimimum flight idle to the takeoff position. (b) En route climb, one-engine-inoperative. (1) the maximum weight must be determined with the
airplane in the en route configuration, the critical engine
inoperative, the remaining engine at not more than maximum
continuous power or thrust, and the most unfavorable center
of gravity, at which the gradient at climb will be not less
than-- (i) 1.2 percent (or a gradient equivalent to 0.20 Vso
2 , if greater) at 5,000 feet and an ambient temperature of
41 deg. F. or (ii) 0.6 percent (or a gradient equivalent to
0.01 Vso 2 , if greater) at 5,000 feet and ambient
temperature of 81 deg. F. 7. Landing. The landing distance must be determined for standard atmosphere at each weight and altitude in accordance with FAR 23.75(a), except that instead of the gliding approach specified in FAR 23.75 (a) (1), the landing may be preceded by a steady approach down to the 50-foot height at a gradient of descent not greater than 5.2 percent (3 deg.) at a calibrated airspeed not less than 1.3s1. Trim 8. Trim-- (a) Lateral and directional trim. The airplane must maintain lateral and directional trim in level flight at a speed of Vh or VMO/MMO, whichever is lower, with landing gear and wing flaps retracted. (b) Longitudinal trim. The airplane must maintain longitudinal trim during the following conditions, except that it need not maintain trim at a speed greater than VMO/MMO: (1) In the approach conditions specified in FAR 23.161
(c) (3) through (5), except that instead of the speeds
specified therein, trim must be maintained with a stick
force of not more than 10 pounds down to a speed used in
showing compliance with section 7 of this regulation or 1.4
Vs1 whichever is lower. Stability 9. Static longitudinal stability. (a) In showing compliance with the provisions of FAR 23.175 (b) and with paragraph (b) of this section, the airspeed must return to within +/-7 1/2 percent of the trim speed. (b) Cruise stability. The stick force curve must have a stable slope for a speed range of +/-50 knots from the trim speed except that the speeds need not exceed VFC/MFC or be less than 1.4 Vs1. This speed range will be considered to begin at the outer extremes of the friction band and the stick force may not exceed 50 pounds with-- (i) Landing gear retracted; (ii) Wing flaps retracted; (iii) The maximum cruising power as selected by the applicant as an operating limitation for turbine engines or 75 percent of maximum continuous power for reciprocating engines except that the power need not exceed that required at VMO/MMO: (iv) Maximum takeoff weight; and (v) The airplane trimmed for level flight with the power specified in subparagraph (iii) of this paragraph. VFC/MFC 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. (c) Climb stability. For turbopropeller powered airplanes only. In showing compliance with FAR 23.175 (a), an applicant must in lieu of the power specified in FAR 23.175 (a)(4), use the maximum power or thrust selected by the applicant as an operating limitation for use during climb at the best rate of climb speed except that the speed need not be less than 1.4 Vs1. Stalls 10. Stall warning. If artificial stall warning is required to comply with the requirements of FAR 23.207, the warning device must give clearly distinguishable indications under expected conditions of flight. The use of a visual warning device that requires the attention of the crew within the cockpit is not acceptable by itself. Control Systems 11. Electric trim tabs. The airplane must meet the requirements of FAR 23.677 and in addition it must be shown that the airplane is safely controllable and that a pilot can perform all the maneuvers and operations necessary to effect a safe landing following any probable electric trim tab runaway which might be reasonably expected in service allowing for appropriate time delay after pilot recognition of the runaway. This demonstration must be conducted at the critical airplane weights and center of gravity positions. Instruments: Installation 12. Arrangement and visibility. Each instrument must meet the requirements of FAR 23.1321 and in addition-- (a) Each flight, navigation, and powerplant instrument for use by any pilot must be plainly visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path. (b) The flight instruments required by FAR 23.1303 and by the applicable operating rules must be grouped on the instrument panel and centered as nearly as practicable about the vertical plane of each pilot's forward vision. In addition-- (1) The instrument that most effectively indicates the
attitude must be on the panel in the top center
position; 13. Airspeed indicating system. Each airspeed indicating system must meet the requirements of FAR 23.1323 and in addition-- (a) Airspeed indicating instruments must be of an approved type and must be calibrated to indicate true airspeed at sea level in the standard atmosphere with a mimimum practicable instrument calibration error when the corresponding pilot and static pressures are supplied to the instruments. (b) The airspeed indicating system must be calibrated to determine the system error, i.e., the relation between IAS and CAS, in flight and during the accelerate takeoff ground run. The ground run calibration must be obtained between 0.8 of the mimimum value of V1 and 1.2 times the maximum value of V1, considering the approved ranges of altitude and weight. The ground run calibration will be determined assuming an engine failure at the mimimum value of V1. (c) The airspeed error of the installation excluding the instrument calibration error, must not exceed 3 percent or 5 knots whichever is greater, throughout the speed range from VMO to 1.3S1 with flaps retracted and from 1.3 VSO to VFE with flaps in the landing position. (d) Information showing the relationship between IAS and CAS must be shown in the Airplane Flight Manual. 14. Static air vent system. The static air vent system must meet the requirements of FAR 23.1325. The altimeter system calibration must be determined and shown in the Airplane Flight Manual. Operating Limitations and Information 15. Maximum operating limit speed VMO/MMO. Instead of establishing operating limitations based on VME and VNO, the applicant must establish a maximum operating limit speed VMO/MMO in accordance with the following: (a) The maximum operating limit speed must not exceed the design cruising speed Vc and must be sufficiently below VD/MD or VDF/MDF to make it highly improbable that the latter speeds will be inadvertently exceeded in flight. (b) The speed Vmo must not exceed 0.8 VD/MD or 0.8 VDF/MDF unless flight demonstrations involving upsets as specified by the Administrator indicates a lower speed margin will not result in speeds exceeding VD/MD or VDF. Atmospheric variations, horizontal gusts, and equipment errors, and airframe production variations will be taken into account. 16. Minimum flight crew. In addition to meeting the requirements of FAR 23.1523, the applicant must establish the minimum number and type of qualified flight crew personnel sufficient for safe operation of the airplane considering-- (a) Each kind of operation for which the applicant desires approval; (b) The workload on each crewmember considering the following: (1) Flight path control. 17. Airspeed indicator. The airspeed indicator must meet the requirements of FAR 23.1545 except that, the airspeed notations and markings in terms of VNO and VNE must be replaced by the VMO/MMO notations. The airspeed indicator markings must be easily read and understood by the pilot. A placard adjacent to the airspeed indicator is an acceptable means of showing compliance with the requirements of FAR 23.1545 (c). Airplane Flight Manual 18. General. The Airplane Flight Manual must be prepared in accordance with the requirements of FARs 23.1583 and 23.1587, and in addition the operating limitations and performance information set forth in sections 19 and 20 must be included. 19. Operating limitations. The Airplane Flight Manual must include the following limitations-- (a) Airspeed limitations. (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; (b) Takeoff weight limitations. The maximum
takeoff weight for each airport elevation, ambient
temperature, and available takeoff runway length within the
range selected by the applicant. This weight may not exceed
the weight at which: 20. Performance information. The Airplane Flight Manual must contain the performance information determined in accordance with the provisions of the performance requirements of this regulation. The information must include the following: (a) Sufficient information so that the take-off weight limits specified in section 19(b) can be determined for all temperatures and altitudes within the operation limitations selected by the applicant. (b) The conditions under which the performance information was obtained, including the airspeed at the 50-foot height used to determine landing distances. (c) The performance information (determined by extrapolation and computed for the range of weights between the maximum landing and takeoff weights) for-- (1) Climb in the landing configuration; and (2) Landing distance. (d) Procedure established under section 4 of this regulation related to the limitations and information required by this section in the form of guidance material including any relevant limitations or information. (e) An explanation of significant or unusual flight or ground handling characteristics of the airplane. (f) Airspeeds, as indicated airspeeds, corresponding to those determined for takeoff in accordance with section 5(b). 21. Maximum operating altitudes. The maximum operating altitude to which operation is permitted, as limited by flight, structural, powerplant, functional, or equipment characteristics, must be specified in the Airplane Flight Manual. 22. Stowage provision for Airplane Flight Manual. Provision must be made for stowing the Airplane Flight Manual in a suitable fixed container which is readily accessible to the pilot. 23. Operating procedures. Procedures for restarting turbine engines in flight (including the effects of altitude) must be set forth in the Airplane Flight Manual. Airframe Requirements FLIGHT LOADS 24. Engine torque. (a) Each turbopropeller engine mount and its supporting structure must be designed for the torque effects of-- (1) The conditions set forth in FAR 23.361(a). (b) The limit torque is obtained by multiplying the mean torque by a factor of 1.25. 25. Turbine engine gyroscopic loads. Each turbopropeller engine mount and its supporting structure must be designed for the gyroscopic loads that result, with the engines at maximum continuous r.p.m., under either-- (a) The conditions prescribed in FARs 23.351 and 23.423; or (b) All possible combinations of the following: (1) A yaw velocity of 2.5 radius per second. 26. Unsymmetrical loads due to engine failure. (a) Turbopropeller powered airplanes must be designed for the unsymmetrical loads resulting from the failure of the critical engine including the following conditions in combination with a single malfunction of the propeller drag limiting system, considering the probable pilot corrective action on the flight controls. (1) At speeds between VMC and VD, the loads resulting
from power failure because of fuel flow interruption are
considered to be limit loads. (b) Pilot corrective action may be assumed to be initiated at the time maximum yawing velocity is reached, but not earlier than two seconds after the engine failure. The magnitude of the corrective action may be based on the control forces specified in FAR 23.397 except that lower forces may be assumed where it is shown by analysis or test that these forces can control the yaw and roll resulting from the prescribed engine failure conditions. Ground Loads 27. Dual wheel landing gear units. Each dual wheel landing gear unit and its supporting structure must be shown to comply with the following: (a) Pivoting. The airplane must be assumed to pivot about one side of the main gear with the brakes on that side locked. The limit vertical load factor must be 1.0 and the coefficient of friction 0.8. This condition need apply only to the main gear and its supporting structure. (b) Unequal tire inflation. A 60-40 percent distribution of the loads established in accordance with FAR 23.471 through FAR 23.483 must be applied to the dual wheels. (c) Flat tire. (1) Sixty percent of the loads specified in FAR 23.471
through FAR 23.483 must be applied to either wheel in a
unit. Fatigue Evaluation 28. Fatigue evaluation of wing and associated structure. Unless it is shown that the structure, operating stress levels, materials, and expected use are comparable from a fatigue standpoint to a similar design which has had substantial satisfactory service experience, the strength, detail design, and the fabrication of those parts of the wing, wing carrythrough, and attaching structure whose failure would be catastrophic must be evaluated under either-- (a) A fatigue strength investigation in which the structure is shown by analysis, tests, or both to be able to withstand the repeated loads of variable magnitude expected in service; or (b) A fail-safe strength investigation in which it is shown by analysis, tests, or both that catastrophic failure of the structure is not probable after fatigue, or obvious partial failure, of a principal structural element, and that the remaining structure is able to withstand a static ultimate load factor of 75 percent of the critical limit load factor at Vc. These loads must be multiplied by a factor of 1.15 unless the dynamic effects of failure under static load are otherwise considered. Design and Construction 29. Flutter. For Multiengine turbopropeller powered airplanes, a dynamic evaluation must be made and must include-- (a) The significant elastic, inertia, and aerodynamic forces associated with the rotations and displacements of the plane of the propeller; and (b) Engine-propeller-nacelle stiffness and damping variations appropriate to the particular configuration. Landing Gear 30. Flap operated landing gear warning device. Airplanes having retractable landing gear and wing flaps must be equipped with a warning device that functions continuously when the wing flaps are extended to a flap position that activates the warning device to give adequate warning before landing, using normal landing procedures, if the landing gear is not fully extended and locked. There may not be a manual shut off for this warning device. The flap position sensing unit may be installed at any suitable location. The system for this device may use any part of the system (including the aural warning device) provided for other landing gear warning devices. Personnel and Cargo Accommodations 31. Cargo and baggage compartments. Cargo and baggage compartments must be designed to meet the requirements of FAR 23.787 (a) and (b), and in addition means must be provided to protect passengers from injury by the contents of any cargo or baggage compartment when the ultimate forward inertia force is 9g. 32. Doors and exits. The airplane must meet the requirements of FAR 23.783 and FAR 23.807 (a)(3), (b), and (c), and in addition: (a) There must be a means to lock and safeguard each external door and exit against opening in flight either inadvertently by persons, or as a result of mechanical failure. Each external door must be operable from both the inside and the outside. (b) There must be means for direct visual inspection of the locking mechanism by crewmembers to determine whether external doors and exits, for which the initial opening movement is outward, are fully locked. In addition, there must be a visual means to signal to crewmembers when normally used external doors are closed and fully locked. (c) The passenger entrance door must qualify as a floor level emergency exit. Each additional required emergency exit except floor level exits must be located over the wing or must be provided with acceptable means to assist the occupants in descending to the ground. In addition to the passenger entrance door: (1) For a total seating capacity of 15 or less, an
emergency exit as defined in FAR 23.807(b) is required on
each side of the cabin. (d) An evacuation demonstration must be conducted utilizing the maximum number of occupants for which certification is desired. It must be conducted under simulated night conditions utilizing only the emergency exits on the most critical side of the aircraft. The participants must be representative of average airline passengers with no prior practice or rehearsal for the demonstration. Evacuation must be completed within 90 seconds. (e) Each emergency exit must be marked with the word "Exit" by a sign which has white letters 1 inch high on a red background 2 inches high, be self- illuminated or independently internally electrically illuminated, and have a minimum luminescence (brightness) of at least 160 microlamberts. The colors may be reversed if the passenger compartment illumination is essentially the same. (f) Access to window type emergency exits must not be obstructed by seats or seat backs. (g) The width of the main passenger aisle at any point between seats must equal or exceed the values in the following table. [Minimum main passenger aisle width: Less than 25 inches 25 inches Total seating from and more capacity floor from floor 10 through 23 9 inches 15 inches]. Miscellaneous 33. Lightning strike protection. Parts that are electrically insulated from the basic airframe must be connected to it through lightning arrestors unless a lightning strike on the insulated part-- (a) Is improbable because of shielding by other parts; or (b) Is not hazardous. 34. Ice protection. If certification with ice protection provisions is desired, compliance with the following requirements must be shown: (a) The recommended procedures for the use of the ice protection equipment must be set forth in the Airplane Flight Manual. (b) An analysis must be performed to establish, on the basis of the airplane's operational needs, the adequacy of the ice protection system for the various components of the airplane. In addition, tests of the ice protection system must be conducted to demonstrate that the airplane is capable of operating safely in continuous maximum and intermittent maximum icing conditions as described in FAR 25, Appendix C. (c) Compliance with all or portions of this section may be accomplished by reference, where applicable because of similarity of the designs, to analysis and tests performed by the applicant for a type certificated model. 35. Maintenance information. The applicant must make available to the owner at the time of delivery of the airplane the information he considers essential for the proper maintenance of the airplane. That information must include the following: (a) Description of systems, including electrical,
hydraulic, and fuel controls. Propulsion GENERAL 36. Vibration characteristics. For turbopropeller powered airplanes, the engine installation must not result in vibration characteristics of the engine exceeding those established during the type certification of the engine. 37. In-flight restarting of engine. If the engine on turbopropeller powered airplanes cannot be restarted at the maximum cruise altitude, a determination must be made of the altitude below which restarts can be consistently accomplished. Restart information must be provided in the Airplane Flight Manual. 38. Engines-- (a) For turbopropeller powered airplanes. The engine installation must comply with the following requirements: (1) Engine isolation. The powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or of any system that can affect the engine, will not-- (i) Prevent the continued safe operation of the remaining engines; or (ii) Require immediate action by any crewmember for continued safe operation. (2) Control of engine rotation. There must be a means to individually stop and restart the rotation of any engine in flight except that engine rotation need not be stopped if continued rotation could not jeopardize the safety of the airplane. Each component of the stopping and restarting system on the engine side of the firewall, and that might be exposed to fire, must be at least fire resistant. If hydraulic propeller feathering systems are used for this purpose, the feathering lines must be at least fire resistant under the operating conditions that may be expected to exist during feathering. (3) Engine speed and gas temperature control devices. The powerplant systems associated with engine control devices, systems, and instrumentation must provide reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service. (b) For reciprocating-engine powered airplanes. To provide engine isolation, the powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or of any system that can affect that engine, will not-- (1) Prevent the continued safe operation of the remaining
engines; or 39. Turbopropeller reversing systems. (a) Turbopropeller reversing systems intended for ground operation must be designed so that no single failure or malfunction of the system will result in unwanted reverse thrust under any expected operating condition. Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote. (b) Turbopropeller reversing systems intended for in-flight use must be designed so that no unsafe condition will result during normal operation of the system, or from any failure (or reasonably likely combination of failures) of the reversing system, under any anticipated condition of operation of the airplane. Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote. (c) Compliance with this section may be shown by failure analysis, testing, or both for propeller systems that allow propeller blades to move from the flight low-pitch position to a position that is substantially less than that at the normal flight low-pitch stop position. The analysis may include or be supported by the analysis made to show compliance with the type certification of the propeller and associated installation components. Credit will be given for pertinent analysis and testing completed by the engine and propeller manufacturers. 40. Turbopropeller drag-limiting systems. Turbopropeller drag-limiting systems must be designed so that no single failure or malfunction of any of the systems during normal or emergency operation results in propeller drag in excess of that for which the airplane was designed. Failure of structural elements of the drag-limiting systems need not be considered if the probability of this kind of failure is extremely remote. 41. Turbine engine powerplant operating characteristics. For turbopropeller powered airplanes, the turbine engine powerplant operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present to a hazardous degree, during normal and emergency operation within the range of operating limitations of the airplane and of the engine. 42. Fuel flow. (a) For turbopropeller powered airplanes-- (1) The fuel system must provide for continuous supply of
fuel to the engines for normal operation without
interruption due to depletion of fuel in any tank other than
the main tank; and (b) For reciprocating engine powered airplanes, it is acceptable for the fuel flow rate for each pump system (main and reserve supply) to be 125 percent of the takeoff fuel consumption of the engine. Fuel System Components 43. Fuel pumps. For turbopropeller powered airplanes, a reliable and independent power source must be provided for each pump used with turbine engines which do not have provisions for mechanically driving the main pumps. It must be demonstrated that the pump installations provide a reliability and durability equivalent to that provided by FAR 23.991(a). 44. Fuel strainer or filter. For turbopropeller powered airplanes, the following apply: (a) There must be a fuel strainer or filter between the tank outlet and the fuel metering device of the engine. In addition, the fuel strainer or filter must be-- (1) Between the tank outlet and the engine-driven
positive displacement pump inlet, if there is an
engine-driven positive displacement pump; (b) Unless there are means in the fuel system to prevent the accumulation of ice on the filter, there must be means to automatically maintain the fuel flow if ice-clogging of the filter occurs; and (c) The fuel strainer or filter must be of adequate capacity (with respect to operating limitations established to insure proper service) and of appropriate mesh to insure proper engine operation, with the fuel contaminated to a degree (with respect to particle size and density) that can be reasonably expected in service. The degree of fuel filtering may not be less than that established for the engine type certification. 45. Lightning strike protection. Protection must be provided against the ignition of flammable vapors in the fuel vent system due to lightning strikes. Cooling 46. Cooling test procedures for turbopropeller powered airplanes. (a) Turbopropeller powered airplanes must be shown to comply with the requirements of FAR 23.1041 during takeoff, climb en route, and landing stages of flight that correspond to the applicable performance requirements. The cooling test must be conducted with the airplane in the configuration and operating under the conditions that are critical relative to cooling during each stage of flight. For the cooling tests a temperature is "stabilized" when its rate of change is less than 2 deg. F. per minute. (b) Temperatures must be stabilized under the conditions from which entry is made into each stage of flight being investigated unless the entry condition is not one during which component and engine fluid temperatures would stabilize, in which case, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow temperatures to reach their natural levels at the time of entry. The takeoff cooling test must be preceded by a period during which the powerplant component and engine fluid temperatures are stabilized with the engines at ground idle. (c) Cooling tests for each stage of flight must be continued until-- (1) The component and engine fluid temperatures
stabilize; Induction System 47. Air induction. For turbopropeller powered airplanes-- (a) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine intake system; and (b) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing. 48. Induction system icing protection. For turbopropeller powered airplanes, each turbine engine must be able to operate throughout its flight power range without adverse effect on engine operation or serious loss of power or thrust, under the icing conditions specified in Appendix C of FAR 25. In addition, there must be means to indicate to appropriate flight crewmembers the functioning of the powerplant ice protection system. 49. Turbine engine bleed air systems. Turbine engine bleed air systems of turbopropeller powered airplanes must be investigated to determine-- (a) That no hazard to the airplane will result if a duct rupture occurs. This condition must consider that a failure of the duct can occur anywhere between the engine port and the airplane bleed service; and (b) That if the bleed air system is used for direct cabin pressurization, it is not possible for hazardous contamination of the cabin air system to occur in event of lubrication system failure. Exhaust System 50. Exhaust system drains. Turbopropeller engine exhaust systems having low spots or pockets must incorporate drains at such locations. These drains must discharge clear of the airplane in normal and ground attitudes to prevent the accumulation of fuel after the failure of an attempted engine start. Powerplant Controls and Accessories 51. Engine controls. If throttles or power levers for turbopropeller powered airplanes are such that any position of these controls will reduce the fuel flow to the engine(s) below that necessary for satisfactory and safe idle operation of the engine while the airplane is in flight, a means must be provided to prevent inadvertent movement of the control into this position. The means provided must incorporate a positive lock or stop at this idle position and must require a separate and distinct operation by the crew to displace the control from the normal engine operating range. 52. Reverse thrust controls. For turbopropeller powered airplanes, the propeller reverse thrust controls must have a means to prevent their inadvertent operation. The means must have a positive lock or stop at the idle position and must require a separate and distinct operation by the crew to displace the control from the flight regime. 53. Engine ignition systems. Each turbopropeller airplane ignition system must be considered an essential electrical load. 54. Powerplant accessories. The powerplant accessories must meet the requirements of FAR 23.1163, and if the continued rotation of any accessory remotely driven by the engine is hazardous when malfunctioning occurs, there must be means to prevent rotation without interfering with the continued operation of the engine. Powerplant Fire Protection 55. Fire detector system. For turbopropeller powered airplanes, the following apply: (a) There must be a means that ensures prompt detection of fire in the engine compartment. An overtemperature switch in each engine cooling air exit is an acceptable method of meeting this requirement. (b) Each fire detector must be constructed and installed to withstand the vibration, inertia, and other loads to which it may be subjected in operation. (c) No fire detector may be affected by any oil, water, other fluids, or fumes that might be present. (d) There must be means to allow the flight crew to check, in flight, the functioning of each fire detector electric circuit. (e) Wiring and other components of each fire detector system in a fire zone must be at least fire resistant. 56. Fire protection, cowling and nacelle skin. For reciprocating engine powered airplanes, the engine cowling must be designed and constructed so that no fire originating in the engine compartment can enter, either through openings or by burn through, any other region where it would create additional hazards. 57. Flammable fluid fire protection. If flammable fluids or vapors might be liberated by the leakage of fluid systems in areas other than engine compartments, there must be means to-- (a) Prevent the ignition of those fluids or vapors by any other equipment; or (b) Control any fire resulting from that ignition. Equipment 58. Powerplant instruments. (a) The following are required for turbopropeller airplanes: (1) The instruments required by FAR 23.1305 (a)(1)
through (4), (b)(2) and (4). (b) For turbopropeller powered airplanes, the turbopropeller blade position indicator must begin indicating when the blade has moved below the flight low-pitch position. (c) The following instruments are required for reciprocating-engine powered airplanes: (1) The instruments required by FAR 23.1305. Systems and Equipments GENERAL 59. Function and installation. The systems and equipment of the airplane must meet the requirements of FAR 23.1301, and the following: (a) Each item of additional installed equipment must-- (1) Be of a kind and design appropriate to its intended
function; (b) Systems and installations must be designed to safeguard against hazards to the aircraft in the event of their malfunction or failure. (c) Where an installation, the functioning of which is necessary in showing compliance with the applicable requirements, requires a power supply, such installation must be considered an essential load on the power supply, and the power sources and the distribution system must be capable of supplying the following power loads in probable operation combinations and for probable durations: (1) All essential loads after failure of any prime mover,
power converter, or energy storage device. 60. Ventilation. The ventilation system of the airplane must meet the requirements of FAR 23.831, and in addition, for pressurized aircraft the ventilating air in flight crew and passenger compartments must be free of harmful or hazardous concentrations of gases and vapors in normal operation and in the event of reasonably probable failures or malfunctioning of the ventilating, heating, pressurization, or other systems, and equipment. If accumulation of hazardous quantities of smoke in the cockpit area is reasonably probable, smoke evacuation must be readily accomplished. Electrical Systems and Equipment 61. General. The electrical systems and equipment of the airplane must meet the requirements of FAR 23.1351, and the following: (a) Electrical system capacity. The required generating capacity, and number and kinds of power sources must-- (1) Be determined by an electrical load analysis, and (b) Generating system. The generating system includes electrical power sources, main power busses, transmission cables, and associated control, regulation, and protective devices. It must be designed so that-- (1) The system voltage and frequency (as applicable) at
the terminals of all essential load equipment can be
maintained within the limits for which the equipment is
designed, during any probable operating conditions; 62. Electrical equipment and installation. Electrical equipment controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of to the safe operation. 63. Distribution system. (a) For the purpose of complying with this section, the distribution system includes the distribution busses, their associated feeders and each control and protective device. (b) Each system must be designed so that essential load circuits can be supplied in the event of reasonably probable faults or open circuits, including faults in heavy current carrying cables. (c) If two independent sources of electrical power for particular equipment or systems are required by this regulation, their electrical energy supply must be insured by means such as duplicate electrical equipment, throwover switching, or multichannel or loop circuits separately routed. 64. Circuit protective devices. The circuit protective devices for the electrical circuits of the airplane must meet the requirements of FAR 23.1357, and in addition circuits for loads which are essential to safe operation must have individual and exclusive circuit protection. [Doc. No. 8070, 34 FR 189, Jan. 7, 1969, as amended by SFAR 23-1, 34 FR 20176, Dec. 24, 1969; 35 FR 1102, Jan. 28, 1970] SFAR No. 41 Editorial Note: For the text of SFAR No. 41, see Part 21
of this chapter. |
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(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for airplanes in the normal, utility, acrobatic, and commuter categories. (b) Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements of this part. [Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as amended by Amdt. 23-34, 52 FR 1825, Jan. 15, 1987] Sec. 23.2 Special retroactive requirements. (a) Notwithstanding Secs. 21.17 and 21.101 of this chapter and irrespective of the type certification basis, each normal, utility, and acrobatic category airplane having a passenger seating configuration, excluding pilot seats, of nine or less, manufactured after December 12, 1986, or any such foreign airplane for entry into the United States must provide a safety belt and shoulder harness for each forward- or aft-facing seat which will protect the occupant from serious head injury when subjected to the inertia loads resulting from the ultimate static load factors prescribed in Sec. 23.561(b)(2) of this part, or which will provide the occupant protection specified in Sec. 23.562 of this part when that section is applicable to the airplane. For other seat orientations, the seat/restraint system must be designed to provide a level of occupant protection equivalent to that provided for forward- or aft-facing seats with a safety belt and shoulder harness installed. (b) Each shoulder harness installed at a flight crewmember station, as required by this section, must allow the crewmember, when seated with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. (c) For the purpose of this section, the date of manufacture is: (1) The date the inspection acceptance records, or equivalent, reflect that the airplane is complete and meets the FAA approved type design data; or (2) In the case of a foreign manufactured airplane, the date the foreign civil airworthiness authority certifies the airplane is complete and issues an original standard airworthiness certificate, or the equivalent in that country. [Amdt. 23-36, 53 FR 30812, Aug. 15, 1988] Sec. 23.3 Airplane categories. (a) The normal category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for nonacrobatic operation. Nonacrobatic operation includes: (1) Any maneuver incident to normal flying; (2) Stalls (except whip stalls); and (3) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees. (b) The utility category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for limited acrobatic operation. Airplanes certificated in the utility category may be used in any of the operations covered under paragraph (a) of this section and in limited acrobatic operations. Limited acrobatic operation includes: (1) Spins (if approved for the particular type of airplane); and (2) Lazy eights, chandelles, and steep turns, or similar maneuvers, in which the angle of bank is more than 60 degrees but not more than 90 degrees. (c) The acrobatic category is limited to airplanes that have a seating configuration, excluding pilot seats, of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for use without restrictions, other than those shown to be necessary as a result of required flight tests. (d) The commuter category is limited to propeller-driven, multiengine airplanes that have a seating configuration, excluding pilot seats, of 19 or less, and a maximum certificated takeoff weight of 19,000 pounds or less. The commuter category operation is limited to any maneuver incident to normal flying, stalls (except whip stalls), and steep turns, in which the angle of bank is not more than 60 degrees. (e) Except for commuter category, airplanes may be type certificated in more than one category if the requirements of each requested category are met. [Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23-4, 32 FR 5934, Apr. 14, 1967; Amdt.
23-34, 52 FR 1825, Jan. 15, 1987; 52 FR 34745, Sept. 14,
1987; Amdt. 23-50, 61 FR 5183, Feb. 9, 1996] |
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For more information on how ASTECH Engineering may be able to help you, please contact Jeff Wilson at astech@cox.net or call 316-304-6157. © Copyright 1996 ASTECH Engineering. All rights reserved. No part of this document may be reproduced in any form without the expressed written consent of the author. |
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