This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

58875

Vol. 62, No. 211

Friday, October 31, 1997

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.

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,

§ 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, § 11.49, after

public notice, as required by §§ 11.28

and 11.29(b), effective October 14, 1980,

and become part of the type certification

basis as provided by part 21,

§ 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
58876 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

FIELD STRENGTH VOLTS/METER—

Continued

Frequency Peak Average

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.
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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

§ 23.721, which pertains to commuter
58878 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

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, § 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
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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

§ 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

§ 25.365, Pressurized Cabin Loads,

§ 25.841, Pressurized Cabins, and

§ 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 § 25.571, which allowed a

choice between safe-life and fail-safe

substantiation for airplane primary

structure. The airplane inspections

defined for § 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, § 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

§ 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 § 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:
58880 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

(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 § 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 § 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

§ 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-enginesoperating 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-engineinoperative and the all-enginesoperating takeoff provisions.

(3) It must be shown that the oneengine-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 acceleratestop 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
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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 § 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 § 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 inflight 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 § 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 § 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.
58882 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

(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 § 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 § 23.73(a).

13. Stall Speed

Instead of compliance with § 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 § 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 § 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 § 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:
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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 § 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 § 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;
58884 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

(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 § 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 § 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 § 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 § 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 § 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

§ 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-oftrim in both the airplane nose-up and
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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 § 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 §§ 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 noseup control forces:

(1) The maximum control forces

expected in service, as specified in

§§ 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

§ 23.365(d), using a factor of 1.67

instead of the 1.33 factor prescribed.

26. Fasteners

This section has been deleted, current

§ 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

§ 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

§ 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 § 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
58886 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

(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

§ 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

§ 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

§ 23.1325, the following apply:

(a) The altimeter system calibration

required by § 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

§ 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

§ 23.1443, the following applies: A

continuous flow oxygen system must be

provided for the passengers.

(c) In addition to the requirements of

§ 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

§ 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 § 23.335(b)

or found necessary during the flight

tests conducted under special condition

22.

35. Minimum Flightcrew

Instead of compliance with § 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 § 23.1525.

36. Airplane Flight Manual

Instead of compliance with § 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.
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 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

§ 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 § 23.1521.

(2) Explanation of the limitations,

when appropriate.

(3) Information necessary for marking

the instruments, required by § 23.1549

through § 23.1553.

(c) Weight and loading distribution.

The weight and extreme forward and aft

center of gravity limits required by

§§ 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 § 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 § 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

§ 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

§ 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

§ 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 § 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
58888 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

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

§ 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

§ 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
Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations 58889
58890 Federal Register / Vol. 62, No. 211 / Friday, October 31, 1997 / Rules and Regulations

[FR Doc. 97–28937 Filed 10–30–97; 8:45 am]

BILLING CODE 4910–13–C