## Hybrid Certification Criteria (HCC) for Transport Category Hybrid Airships

Document Number: 1008D0122

Revision: C

Date: January 31 , 2013

Prepared by:

Lockheed Martin Aeronautics Company 1011 Lockheed Way Palmdale, CA 93599Document Number: 1008D0122

Revision: C

Page ii of xiv REVISION HISTORY

Revision Date Change Description Originator DOORS Version

N/C 08 / 01 /2012 Initial Release Kent Trenkle 0. 5

A 0 8 / 28 /2012 Removed copyright and minor

grammatical corrections Kent Trenkle 0.6

B 01/2 5 /2013 Incorporated FAA Letter No.

100S

- 12

- 30 Nov 29, 2012

Comments Kent Trenkle 0.7

C 01/31/2013 Incorporated changes from

FAA Preliminary Type Certification Meeting Kent Trenkle 1.0Document Number: 1008D0122

Revision: C

Page iii of xiv Note: Whenever a CFR part or its Appendix is referenced in this criteria then all immediate and subsequent sub

- references (i.e.: references within references) are also included. Amendment levels for CFR references are those in effect upon the date of this document (see title page)

un less otherwise specified.



### Table of Contents

Subpart A

- General

................................ ................................ ................................ ...................... 1 HCC.1 Applicability

................................ ................................ ................................ ................. 1 Subpart B

- Flight

................................ ................................ ................................ ......................... 2

GENERAL

................................ ................................ ................................ ................................ ... 2 HCC.21 Proof of compliance

................................ ................................ ................................ ... 2

HCC.23 Load distribution limits

................................ ................................ .............................. 2

HCC.25 Mass limits

................................ ................................ ................................ ................. 3 HCC.27 Center of gravity limits

................................ ................................ .............................. 3 HCC.29 Empty mass and corresponding center of gravity

................................ ...................... 3

HCC.31 Removable ballast

................................ ................................ ................................ ...... 4 HCC.33 Propeller speed and pitch limits

................................ ................................ ................. 4

PERFORMANCE

................................ ................................ ................................ ........................ 5

HCC.45 General

................................ ................................ ................................ ....................... 5 HCC.49 Performance at minimum operating speed

................................ ................................ . 6

HCC.51 Takeoff

................................ ................................ ................................ ....................... 6 HCC.65 Climb: all engines operating

................................ ................................ ...................... 8 HCC.67 Climb: critical engine inoperative

................................ ................................ .............. 8

HCC.68 En

- route flight path

................................ ................................ ................................ .... 9 HCC.75 Landing

................................ ................................ ................................ ...................... 9 HCC.76 Engine failure

................................ ................................ ................................ ........... 10 HCC.77 Balked landing

................................ ................................ ................................ ......... 10 HCC.80 Loading/Unloading

................................ ................................ ................................ .. 10

FLIGHT CHARACTERISTICS

................................ ................................ ................................ 11

HCC.141 General

................................ ................................ ................................ ................... 11

CONTROLLABILITY AND MANEUVERABILITY

................................ ............................. 11

HCC.143 General

................................ ................................ ................................ ................... 11 HCC.145 Longitudinal control

................................ ................................ ............................... 12

HCC.147 Directional control

................................ ................................ ................................ . 12 HCC.149 Minimum control speed

................................ ................................ ......................... 12 HCC.150 Minimum aerodynamic control speed

................................ ................................ .... 13 HCC.153 Control during landings

................................ ................................ ......................... 13

TRIM

................................ ................................ ................................ ................................ ......... 13

HCC.161 Trim

................................ ................................ ................................ ........................ 13

S TABILITY

................................ ................................ ................................ ............................... 13

HCC.171 General

................................ ................................ ................................ ................... 13 HCC.181 Dynamic stability

................................ ................................ ................................ ... 13 MISCELLANEOUS FLIGHT REQUIR EMENTS

................................ ................................ ... 14Document Number: 1008D0122

Revision: C

Page iv of xiv HCC.201 Loss of aerodynamic lift demonstration

................................ ................................ . 14 HCC.203 Loss of aerodynamic lift characteristics

................................ ................................ . 14 HCC.207 Loss of aerodynamic lift warning

................................ ................................ .......... 14 HCC.231 Opera tions on Water

................................ ................................ .............................. 14

HCC.237 Wind velocities

................................ ................................ ................................ ...... 14 HCC.251 Vibration and buffeting

................................ ................................ .......................... 15 HCC.253 Envelope pressure and distortion

................................ ................................ ........... 15 HCC.255 Ground handling characteristics

................................ ................................ ............. 15 HCC.261 Flight in rough air

................................ ................................ ................................ .. 15 Subpart C

- Structure

................................ ................................ ................................ ................. 16

GENERAL

................................ ................................ ................................ ................................ . 16

HCC.301 Loads

................................ ................................ ................................ ...................... 16 HCC.303 Factors of safety

................................ ................................ ................................ ..... 16 HCC.305 Strength and deformation

................................ ................................ ....................... 16

HCC.307 Proof of structure

................................ ................................ ................................ ... 16 HCC.309 Design mass

................................ ................................ ................................ ........... 17 HCC.311 Design airspeeds

................................ ................................ ................................ .... 17

FLIGHT LOADS

................................ ................................ ................................ ....................... 18

HCC.321 General

................................ ................................ ................................ ................... 18 HCC.333 Design maneuvering loads

................................ ................................ ..................... 18

HCC.341 Gust and turbulence loads

................................ ................................ ...................... 19 HCC.361 Engine and propeller and APU torque

................................ ................................ ... 20 HCC.363 Side load on engine and APU mounts

................................ ................................ ... 21 HCC.367 Unsymmetrical loads due to engine failure

................................ ............................ 21 HCC.371 Gyroscopic loads

................................ ................................ ................................ .... 22

CONTROL SURFACE AND SYSTEM LO ADS

................................ ................................ ..... 22 HCC.391 Control surface loads: general

................................ ................................ ............... 22 HCC.395 Control system

................................ ................................ ................................ ....... 22 HCC.397 Control system loads

................................ ................................ .............................. 22 HCC.399 Dual control system

................................ ................................ ............................... 23 HCC.405 Secondary control system

................................ ................................ ...................... 23

HCC.407 Trim tabs effects

................................ ................................ ................................ ..... 23

HCC.409 Tabs

................................ ................................ ................................ ........................ 23 HCC.411 Supplementary conditions for control surfaces

................................ ...................... 23

HCC.415 Tail

- to

- wind loads

................................ ................................ ................................ .. 23

GROUND LOADS

................................ ................................ ................................ .................... 24

HCC.471 General

................................ ................................ ................................ ................... 24 HCC.473 Ground load conditions and assumptions

................................ .............................. 24 HCC.479 ACLS loading condition

................................ ................................ ........................ 25 HCC.481 Mooring conditions

................................ ................................ ................................ 2 5

OTHER LOADS

................................ ................................ ................................ ........................ 26 HCC.505 Precipitation conditions

................................ ................................ .......................... 26 HCC.507 Jacking loads

................................ ................................ ................................ .......... 26 HCC.509 Servicing access loads

................................ ................................ ............................ 26

EMERGENCY LANDING CONDITIONS

................................ ................................ .............. 26Document Number: 1008D0122

Revision: C

Page v of xi v HCC.561 General

................................ ................................ ................................ ................... 26

FATIGUE EVALUATION

................................ ................................ ................................ ....... 27

HCC.571 General

................................ ................................ ................................ ................... 27 HCC.573 Damage tolerance and fatigue evaluation

................................ .............................. 28

LIGHTNING PROTECTION

................................ ................................ ................................ ... 31 HCC.581 Lightning protection

................................ ................................ ............................... 31 Subpart D

- Design and Construction

................................ ................................ ....................... 32

GENERAL

................................ ................................ ................................ ................................ . 32

HCC.601 General

................................ ................................ ................................ ................... 32

HCC.603 Materials

................................ ................................ ................................ ................. 32

HCC.605 Fabrication methods

................................ ................................ ............................... 32

HCC.607 Fasteners

................................ ................................ ................................ ................. 32

HCC.609 Protection of structure

................................ ................................ ............................ 32 HCC.611 Accessibility provisions

................................ ................................ ......................... 33 HCC.613 Material strength properties and design values

................................ ...................... 33 HCC.619 Special factors

................................ ................................ ................................ ........ 33 HCC.621 Casting factors

................................ ................................ ................................ ........ 34 HCC.623 Bearing factors

................................ ................................ ................................ ....... 35 HCC.625 Fitting factors

................................ ................................ ................................ ......... 35 HCC.628 Rope, wire, cable and chain factors

................................ ................................ ....... 36

HCC.631 B irdstrike

................................ ................................ ................................ ................ 36

CONTROL SURFACES

................................ ................................ ................................ ........... 36 HCC.651 Proof of strength

................................ ................................ ................................ .... 36

HCC.655 Installation

................................ ................................ ................................ .............. 36 HCC.657 Hinges

................................ ................................ ................................ .................... 36

HCC.659 Mas s balance

................................ ................................ ................................ .......... 37

CONTROL SYSTEMS

................................ ................................ ................................ ............. 37

HCC.671 General

................................ ................................ ................................ ................... 37 HCC.672 Stability augmentation and automatic and power

- operated systems

..................... 38 HCC.675 Stops

................................ ................................ ................................ ....................... 38 HCC.677 Trim Systems

................................ ................................ ................................ ......... 38 HCC.679 Control system gust locks

................................ ................................ ...................... 39

HCC.681 Limit load static tests

................................ ................................ ............................. 39 HCC.683 Operation tests

................................ ................................ ................................ ........ 39 HCC.685 Control system details

................................ ................................ ............................ 40

HCC.693 Joints

................................ ................................ ................................ ...................... 40 HCC.697 Lift and Drag Devices, Controls

................................ ................................ ............ 40 HCC.699 Lift and Drag Device Indicator

................................ ................................ .............. 40

AIR CUSHION LAN DING SYSTEM (ACLS)

................................ ................................ ........ 40

HCC.721 General

................................ ................................ ................................ ................... 40 HCC.723 Shock absorption tests

................................ ................................ ............................ 41

HCC.729 Retraction mechanism

................................ ................................ ............................ 41

PERSONNEL AND CARGO ACCOMMODATIONS

................................ ............................ 42 HCC.771 Pilot compartment

................................ ................................ ................................ .. 42 HCC.772 Flight crew compartment doors

................................ ................................ ............. 43Document Number: 1008D0122

Revision: C

Page vi of xiv HCC.773 Pilot compartment view

................................ ................................ ......................... 43

HCC.775 Windshields and windows

................................ ................................ ..................... 43 HCC.777 Cockpit contr ols

................................ ................................ ................................ ..... 44 HCC.779 Motion and effect of cockpit controls

................................ ................................ .... 44

HCC.783 Doors

................................ ................................ ................................ ...................... 44 HCC.784 Passenger compartment windows

................................ ................................ .......... 46 HCC.785 Seats, berths, safety belts and harnesses

................................ ................................ 46 HCC.786 Areas accessible during flight

................................ ................................ ................ 48 HCC.787 Baggage and cargo compartment

................................ ................................ ........... 48 HCC.789 Retention of items of mass in passenger and crew compartments and galleys

...... 48 HCC.791 Passenger information signs and placards

................................ ............................. 49

HCC.793 Floor surfaces

................................ ................................ ................................ ......... 49 HCC.801 Ditching

................................ ................................ ................................ .................. 49 HCC.803 Emergency evacuation

................................ ................................ ........................... 50 HCC.807 Emergency exits

................................ ................................ ................................ ..... 50 HCC.810 Emergency egress assist means and escape routes

................................ ................ 52 HCC.811 Emergency exit marking

................................ ................................ ........................ 52 HCC.812 Emergency lighting

................................ ................................ ................................ 53 HCC.813 Emergency exit access

................................ ................................ ........................... 55

HCC.815 Width of aisle

................................ ................................ ................................ ......... 55

HCC.831 Ventilation

................................ ................................ ................................ .............. 56

FIRE PROTECTION EVALUATION

................................ ................................ ...................... 57 HCC.833 Combustion heating systems

................................ ................................ .................. 57 HCC.851 Fire extinguishers

................................ ................................ ................................ ... 57 HCC.853 Compartment interiors

................................ ................................ ........................... 58 HCC.854 Lavatory fire protection

................................ ................................ ......................... 59 HCC.855 Cargo or baggage compartments

................................ ................................ ............ 59

HCC.856 Thermal/Acoustic Insulation materials

................................ ................................ .. 60 HCC.857 Cargo compartment classification

................................ ................................ .......... 60 HCC.858 Cargo compartment fire detection systems

................................ ............................ 61 HCC.859 Combustion heater fire protection

................................ ................................ .......... 61 HCC.863 Flammable fluid fire protection

................................ ................................ ............. 63 HCC.865 Fire protection of flight controls, engine mounts and other flight structure

.......... 64 HCC.869 Fire protection: systems

................................ ................................ ......................... 64

MISCELLANEOUS

................................ ................................ ................................ .................. 64 HCC.871 Leveling means

................................ ................................ ................................ ...... 64 HCC.875 Protection near propellers

................................ ................................ ...................... 65

AIRSHIP SPECIFICS

................................ ................................ ................................ ............... 65

HCC.883 Non

- rigid Airship envelope

................................ ................................ ................... 65 HCC.887 Lifting gas pressure system

................................ ................................ .................... 66 HCC.889 Ground handling provisions

................................ ................................ ................... 68

HCC.891 Flutter

................................ ................................ ................................ ..................... 68 HCC.893 Lifting gas

................................ ................................ ................................ .............. 68

HCC.8 97 External load means of attachment

................................ ................................ ........ 68

HCC.898 Jettisonable external loads

................................ ................................ ..................... 68Document Number: 1008D0122

Revision: C

Page vii of xiv HCC.899 Hoists and suspended loads

................................ ................................ ................... 69 Subpart E

- Powerplant (Thrusters)

................................ ................................ ......................... 71

GENERAL

................................ ................................ ................................ ................................ . 71

HCC.901 Installation

................................ ................................ ................................ .............. 71 HCC.903 Engines

................................ ................................ ................................ ................... 71 HCC.905 Propellers

................................ ................................ ................................ ............... 73

HCC.907 Vibration

................................ ................................ ................................ ................ 73 HCC.908 Cooling fans

................................ ................................ ................................ ........... 74 HCC.909 Turbochargers

................................ ................................ ................................ ........ 74 HCC.917 Thruster drive system

................................ ................................ ............................. 74 HCC.918 Shafting critical speed

................................ ................................ ............................ 75 HCC.919 Shafting join ts

................................ ................................ ................................ ........ 75

HCC.921 Thruster brake

................................ ................................ ................................ ........ 75 HCC.923 Thruster drive system and control mechanism tests

................................ .............. 75

HCC.924 Additional tests

................................ ................................ ................................ ...... 77 HCC.925 Propeller clearance

................................ ................................ ................................ . 77 HCC.929 Propeller de

- icing

................................ ................................ ................................ ... 78 HCC.933 Reversing systems

................................ ................................ ................................ .. 78 HCC.937 Turbopropeller

- drag limiting systems

................................ ................................ .. 78 HCC.939 Powerplant operating characteristics

................................ ................................ ..... 78 HCC.943 Negative acceleration

................................ ................................ ............................. 79 HCC.945 Powerplant Installation

– One cylinder inoperative

................................ ............... 79 HCC.947 Powerplant Installation

– High Energy Engine Fragments

................................ .... 79

FUEL SYSTEM

................................ ................................ ................................ ........................ 79

HCC.951 General

................................ ................................ ................................ ................... 79 HCC.952 Fuel system analysis and test

................................ ................................ ................. 80 HCC.953 Fuel system independence

................................ ................................ ..................... 80 HCC.954 Fuel System lightning protection

................................ ................................ ........... 80

HCC.955 Fuel Flow

................................ ................................ ................................ ............... 80

HCC.957 Flow between interconnected tanks

................................ ................................ ....... 81 HCC.959 Unusable fuel supply

................................ ................................ .............................. 81 HCC.961 Fuel system hot weather operation

................................ ................................ ......... 81 HCC.963 Fuel tanks: general

................................ ................................ ................................ . 8 2

HCC.965 Fuel tank tests

................................ ................................ ................................ ......... 82

HCC.967 Fuel tank installation

................................ ................................ .............................. 84 HCC.969 Fuel tank expansion space

................................ ................................ ...................... 84 HCC.971 Fuel tank sump

................................ ................................ ................................ ....... 84

HCC.973 Fuel tank filler connection

................................ ................................ ..................... 85 HCC.975 Fuel tank vents and carburetor vapor vents

................................ ........................... 85

HCC.977 Fuel tank outlet

................................ ................................ ................................ ...... 86 HCC.979 Pressure fueling system

................................ ................................ .......................... 86 HCC.981 Fuel tank ignition prevention

................................ ................................ ................. 87

HCC.983 Fuel Ta nks Temperature Limits

................................ ................................ ............. 87

FUEL SYSTEM COMPONENTS

................................ ................................ ............................ 88 HCC.991 Fuel pumps

................................ ................................ ................................ ............. 88Document Number: 1008D0122

Revision: C

Page viii of xiv HCC.993 Fuel system lines and fittings

................................ ................................ ................. 88 HCC.994 Fuel system components

................................ ................................ ........................ 88

HCC.995 Fuel valves

................................ ................................ ................................ ............. 88

HCC.997 Fuel strainer or filter

................................ ................................ .............................. 89 HCC.999 Fuel system drains

................................ ................................ ................................ .. 89 HCC.1001 Fuel jettisoning system

................................ ................................ ........................ 89

OIL SYSTEM

................................ ................................ ................................ ............................ 90

HCC.1011 General

................................ ................................ ................................ ................. 90

HCC.1013 Oil tanks

................................ ................................ ................................ ............... 90

HCC.1015 Oil tank tests

................................ ................................ ................................ ......... 91 HCC.1017 Oil lines and fittings

................................ ................................ ............................. 91

HCC.1019 Oil strainer or filter

................................ ................................ .............................. 92 HCC.1021 Oil system drains

................................ ................................ ................................ .. 92

HCC.1023 Oil radiators

................................ ................................ ................................ .......... 92

HCC.1025 Oil valves

................................ ................................ ................................ ............. 93 HCC.1027 Propeller feathering sys tem

................................ ................................ .................. 93

COOLING

................................ ................................ ................................ ................................ . 93

HCC.1041 General

................................ ................................ ................................ ................. 93 HCC.1043 Cooling tests

................................ ................................ ................................ ......... 93 HCC.1045 Cooling test procedures

................................ ................................ ........................ 94 LIQUID COOLING

................................ ................................ ................................ .................. 95

HCC.1061 Installation

................................ ................................ ................................ ............ 95

HCC.1063 Coolant tank tests

................................ ................................ ................................ . 96

INDUCTION SYSTEM

................................ ................................ ................................ ............ 97

HCC.1091 Air intake

................................ ................................ ................................ .............. 97 HCC.1093 Air intake system de

- icing and anti

- icing provisions

................................ ........... 97 HCC.1101 Carburetor air preheater design

................................ ................................ ............ 99 HCC.1103 Induction system ducts

................................ ................................ ......................... 99 HCC.1105 Air intake system screens

................................ ................................ ..................... 99

HCC.1107 Inter

- coolers and after

- coolers

................................ ................................ ........... 100 HCC.1108 Induction system filters

................................ ................................ ...................... 100 HCC.1109 Turbocharger bleed air system

................................ ................................ ........... 100 HCC.1111 Turbine engine bleed

- air system

................................ ................................ ........ 100

EXHAUST SYSTE M

................................ ................................ ................................ .............. 100

HCC.1121 General

................................ ................................ ................................ ............... 100 HCC.1123 Exhaust piping

................................ ................................ ................................ .... 101 HCC.1125 Exhaust heat exchangers

................................ ................................ .................... 101

POWERPLANT CONTROLS AND ACCESSORIES

................................ ........................... 101 HCC.1141 Powerplant controls: general

................................ ................................ .............. 101 HCC.1143 Engine controls

................................ ................................ ................................ .. 102 HCC.1145 Ignition switches

................................ ................................ ................................ 102

HCC.1147 Mixture controls

................................ ................................ ................................ . 103 HCC.1149 Propeller speed an d pitch controls

................................ ................................ ..... 103 HCC.1153 Propeller feathering controls

................................ ................................ .............. 103 HCC.1157 Carburetor air temperature controls

................................ ................................ ... 103Document Number: 1008D0122

Revision: C

Page ix of xiv HCC.1161 Fuel jettisoning system controls

................................ ................................ ......... 103 HCC.1163 Powerplant accessories

................................ ................................ ...................... 103 HCC.1165 Engine ignition systems

................................ ................................ ..................... 104

HCC.1166 FADEC Co ntrolled Engines

................................ ................................ ............... 105

HCC.1167 Vectored thrust controls

................................ ................................ ..................... 105

POWERPLANT FIRE PROTECTION

................................ ................................ ................... 106 HCC.1181 Designated fire zo nes: regions included

................................ ............................ 106 HCC.1182 Nacelle areas behind firewalls, and engine pod attaching structures containing

flammable fluid l ines

................................ ................................ ................................ ............ 106

HCC.1183 Flammable fluid

- carrying components

................................ .............................. 106

HCC.1185 Flammable fluids

................................ ................................ ............................... 107 HCC.1187 Drainage and ventilation of fire zones

................................ ............................... 107

HCC.1 188 Ventilation

................................ ................................ ................................ .......... 107

HCC.1189 Shut

- off means

................................ ................................ ................................ ... 108

HCC.1191 Firewalls

................................ ................................ ................................ ............. 108 HCC.1192 Engine accessory compartment diaphragm

................................ ........................ 109 HCC.1193 Engine cowling

................................ ................................ ................................ .. 109 HCC.1195 Fire extinguishing s ystems

................................ ................................ ................. 109 HCC.1197 Fire extinguishing agents

................................ ................................ ................... 110 HCC.1199 Extinguishing agent containers

................................ ................................ .......... 110 HCC.1201 Fire extinguishing system materials

................................ ................................ ... 111

HCC.1203 Fire detector system

................................ ................................ ........................... 111

HCC.1205 Vectored thrust

................................ ................................ ................................ ... 112 HCC.1207 Compliance

................................ ................................ ................................ ........ 112 Subpart F

- Equipment

................................ ................................ ................................ ............. 113

GENERAL

................................ ................................ ................................ ............................... 113

HCC.1301 Function and installation

................................ ................................ .................... 113 HCC.1302 Installed systems and equipment for use by the flight crew

.............................. 113 HCC.1303 Flight and navigation instruments

................................ ................................ ...... 114

HCC.1305 Po werplant instruments

................................ ................................ ...................... 114 HCC.1306 Miscellaneous equipment instruments

................................ ............................... 117 HCC.1307 Miscellaneous equipment

................................ ................................ ................... 117 HCC.1309 Equipment, systems, and installations

................................ ............................... 118 HCC.1310 Power source capacity and distribution

................................ ............................. 119 HCC.1316 Electrical and electronic system lightning protection

................................ ........ 119 HCC.1317 High

- Intensity Radiated Fields (HIRF) Protection

................................ ............ 119

INSTRUMENTS: INSTALLATION

................................ ................................ ...................... 120 HCC.1321 Arrangement and visibility

................................ ................................ ................. 120 HCC.1322 Warning, caution and advisory lights

................................ ................................ 121 HCC.1323 Airspeed indicating system

................................ ................................ ................ 121 HCC.1325 Static pressure systems

................................ ................................ ....................... 122 HCC.1326 Pitot heat indication systems

................................ ................................ .............. 123 HCC.1327 Magnetic direction indicator

................................ ................................ .............. 12 3 HCC.1329 Automatic pilot system

................................ ................................ ...................... 123

HCC.1330 Electronic f

light instrument system (EFIS)

................................ ....................... 124Document Number: 1008D0122

Revision: C

Page x of xiv HCC.1331 Instruments using a power supply

................................ ................................ ...... 124 HCC.1333 Instrument systems

................................ ................................ ............................. 124 HCC.1335 Flight director systems

................................ ................................ ....................... 125 HCC.1337 Powerplant instruments

................................ ................................ ...................... 125 ELECTRICAL SYSTEMS AND EQUIPMENT

................................ ................................ .... 126

HCC.1351 General

................................ ................................ ................................ ............... 126 HCC.1353 Electrical equipment and installations

................................ ............................... 127 HCC.1355 Distribution system

................................ ................................ ............................ 128 HCC.1357 Circuit protective devices

................................ ................................ ................... 129 HCC.1360 Precautions against injury

................................ ................................ .................. 129 HCC.1361 Master switch arrangement

................................ ................................ ................ 129

HCC.1362 Electricit y supplies for emergency conditions

................................ ................... 130 HCC.1363 Electrical system tests

................................ ................................ ........................ 130

HCC.1367 Switches

................................ ................................ ................................ ............. 130

LIGHTS

................................ ................................ ................................ ................................ ... 130 HCC.1381 Instrument lights

................................ ................................ ................................ 130 HCC.1383 Ground proximity and landing lights

................................ ................................ . 131 HCC.1385 Position light system installation

................................ ................................ ....... 131 HCC.1387 Position light system dihedral angles

................................ ................................ . 132 HCC.1389 Position light distribution and intensities

................................ ........................... 132

H CC.1391 Minimum intensities in the horizontal plane of bow, forward, rearward and stern position lights

................................ ................................ ................................ ....................... 133

HCC.1393 Minimum intens ities in any vertical plane of bow, forward, rearward and stern position lights

................................ ................................ ................................ ....................... 133 HCC.1395 Maximum intensities in overlapping bea ms of bow and forward, forward and stern, respectively rearward and stern position light

................................ ............................ 133 HCC.1397 Color specifications

................................ ................................ ............................ 134 HCC.1401 Anticollision light system

................................ ................................ .................. 134 SAFETY EQUIPMENT

................................ ................................ ................................ .......... 135

HCC.1411 General

................................ ................................ ................................ ............... 135 HCC.1413 Safety belts

................................ ................................ ................................ ......... 136 HCC.1414 Electrical bonding and protection against static electricity

............................... 136 HCC.1415 Ditching equipment

................................ ................................ ............................ 136 HCC.1417 Icing Detection

................................ ................................ ................................ ... 137 HCC.1419 Ice and snow protection

................................ ................................ ..................... 137 HCC.1421 Megaphones

................................ ................................ ................................ ....... 138 HCC.1422 Lifting gas detector and alarm

................................ ................................ ........... 138

MISCELLANEOUS EQUIPMENT

................................ ................................ ........................ 138 HCC.1423 Public address system

................................ ................................ ........................ 138 HCC.1431 Electronic equipment

................................ ................................ ......................... 139 HCC.1435 Hydraulic systems

................................ ................................ .............................. 139 HCC.1436 Pneumatic systems

- high pressure

................................ ................................ .... 141 HCC.1437 Engine

- driven accessories

................................ ................................ .................. 143 HCC.1438 Pneumatic systems

- low pressure

................................ ................................ ...... 143 HCC.1439 Protective breathing equipment

................................ ................................ ......... 143Document Number: 1008D0122

Revision: C

Page xi of xiv HCC.1455 Draining of fluids subject to freezing

................................ ................................ 144 HCC.1457 Cockpit voice recorders

................................ ................................ ..................... 144

HCC .1459 Flight recorders

................................ ................................ ................................ .. 145 HCC.1461 Equipment containing high energy rotors

................................ .......................... 146 HCC.1499 Domestic services and appliances

................................ ................................ ...... 147 Subpart G

- Operating Limitations and Information

................................ ........................... 148

GENERAL

................................ ................................ ................................ ............................... 148

HCC.1501 General

................................ ................................ ................................ ............... 148

OPERATING LIMITATIONS

................................ ................................ ................................ 148 HCC.1503 Airspeed limitations: general

................................ ................................ ............. 148 HCC.1505 Maximum operating speed limits

................................ ................................ ....... 148 HCC.1515 ACLS speeds

................................ ................................ ................................ ...... 148 HCC.1516 Other speed limitations

................................ ................................ ...................... 148 HCC.1519 Mass and center of gravity and mass distribution

................................ .............. 148 HCC.1521 Powerplant limitations

................................ ................................ ....................... 148 HCC.1522 Auxiliary power unit lim itations

................................ ................................ ........ 150 HCC.1523 Minimum flight crew

................................ ................................ ......................... 150 HCC.1524 Systems and equipment limitations

................................ ................................ .... 150

HCC.1525 Ki nds of operation

................................ ................................ .............................. 150

HCC.1526 Maximum rates of climb and descent

................................ ................................ 150 HCC.1527 Ambient air temperature and operating altitude

................................ ................ 150 HCC.1528 Envelope, lifting gas and ballonet pressures

................................ ...................... 150

HCC.1529 Instructions for continued airworthiness

................................ ............................ 150 HCC.1530 Engine or propeller vectoring

................................ ................................ ............ 151 HCC.1533 Additional operating limits

................................ ................................ ................ 151

MARKINGS AND PLACARDS

................................ ................................ ............................ 151

HCC.1541 General

................................ ................................ ................................ ............... 151

HCC.1543 Instrument markings: general

................................ ................................ ............. 151 HCC.1544 Operating pressure limitations

................................ ................................ ........... 151 HCC.1545 Airspeed limitation information

................................ ................................ ......... 151 HCC.1547 Magnetic direction indicator

................................ ................................ .............. 151 HCC.1549 Powerplant and APU instruments

................................ ................................ ...... 152 HCC.1551 Oil quantity indicator

................................ ................................ ......................... 152

HCC.1553 Fuel quantity indicator

................................ ................................ ....................... 152 HCC.1555 Control markings

................................ ................................ ............................... 152 HCC.1557 Miscellaneous markings and placards

................................ ................................ 153

HCC.1559 Operating limitations placard

................................ ................................ ............. 154 HCC.1561 Safety equipment

................................ ................................ ................................ 154 HCC.1563 Airspeed/ Altitude/ Attitude placard

................................ ................................ .. 154

AIRSHIP FLIGHT MANUAL

................................ ................................ ................................ 154

HCC.1581 General

................................ ................................ ................................ ............... 154 HCC.1583 Operating limitations

................................ ................................ .......................... 155 HCC.1585 Operating procedures

................................ ................................ ......................... 156

HCC.1587 Performance information

................................ ................................ ................... 158 HCC.1589 Loading information

................................ ................................ .......................... 160Document Number: 1008D0122

Revision: C

Page xii of xiv HYBRID FUNCTION AND RELIA BILITY TESTING

................................ ....................... 160 HCC.2135 Function and reliability testing

................................ ................................ .......... 160 Subpart J

- Powerplant (Auxiliary Power Unit (APU))

................................ ........................ 161

GENERAL

................................ ................................ ................................ ............................... 161

HCC.J901 Installation

................................ ................................ ................................ .......... 161 HCC.J903 Engines

................................ ................................ ................................ ............... 161

HCC.J907 Vibration

................................ ................................ ................................ ............. 162 HCC.J908 Cooling fans

................................ ................................ ................................ ........ 162 HCC.J909 Turbochargers

................................ ................................ ................................ ..... 163 HCC.J917 APU drive system

................................ ................................ ............................... 163 HCC.J918 Shafting critical speed

................................ ................................ ........................ 163 HCC.J919 Shafting joints

................................ ................................ ................................ ..... 164 HCC.J923 APU drive system and control mechanism tests

................................ ................ 164 HCC.J939 Powerplant operating characteristics

................................ ................................ .. 165 HCC.J943 Negative acceleration

................................ ................................ ......................... 166

FUEL SYSTEM

................................ ................................ ................................ ...................... 166

HCC.J951 General

................................ ................................ ................................ ............... 166 HCC.J952 Fuel system analysis and test

................................ ................................ .............. 166 HCC.J953 Fuel system independence

................................ ................................ .................. 167 HCC.J954 Fuel System lightning protection

................................ ................................ ........ 167

HCC.J955 Fuel Flow

................................ ................................ ................................ ............ 167 HCC.J961 Fuel system hot weather operation

................................ ................................ ..... 167

HCC.J975 Ca rburetor vapor vents

................................ ................................ ....................... 168

HCC.J977 Fuel tank outlet

................................ ................................ ................................ ... 168

FUEL SYSTEM COMPONENTS

................................ ................................ .......................... 169 HCC.J991 Fuel pumps

................................ ................................ ................................ ......... 169 HCC.J993 Fuel system lines and fittings

................................ ................................ ............. 169 HCC.J994 Fuel system components

................................ ................................ .................... 169

HCC.J995 Fuel valves

................................ ................................ ................................ .......... 169

HCC.J997 Fuel strainer or filter

................................ ................................ ........................... 170 HCC.J999 Fuel system drains

................................ ................................ .............................. 170

OIL SYSTEM

................................ ................................ ................................ .......................... 170

HCC.J1011 General

................................ ................................ ................................ ............. 170

HCC.J1013 Oil tanks

................................ ................................ ................................ ............ 171

HCC.J1015 Oil tank tests

................................ ................................ ................................ ..... 172 HCC.J1017 Oil lines and fittings

................................ ................................ ......................... 172

HCC.J1019 Oil straine r or filter

................................ ................................ ........................... 172 HCC.J1021 Oil system drains

................................ ................................ .............................. 173

HCC.J1023 Oil radiators

................................ ................................ ................................ ...... 173

HCC.J1025 Oil valves

................................ ................................ ................................ .......... 173

COOLING

................................ ................................ ................................ ............................... 173

HCC.J1041 General

................................ ................................ ................................ ............. 173

HCC .J1043 Cooling tests

................................ ................................ ................................ ..... 174 HCC.J1045 Cooling test procedures

................................ ................................ .................... 174 LIQUID COOLING

................................ ................................ ................................ ................ 176Document Number: 1008D0122

Revision: C

Page xiii of xiv HCC.J1061 Installation

................................ ................................ ................................ ........ 176

HCC.J1063 Coolant tank tests

................................ ................................ ............................. 177

INDUCTION SYSTEM

................................ ................................ ................................ .......... 177

HCC.J1091 Air intake

................................ ................................ ................................ .......... 177 HCC.J1093 Air intake system de

- icing and anti

- icing provisions

................................ ....... 178 HCC.J1101 Carburetor air preheater design

................................ ................................ ........ 179 HCC.J1103 Induction system ducts

................................ ................................ ..................... 179 HCC.J1105 Air intake system screens

................................ ................................ ................. 179

HCC.J1107 Inter

- coolers and after

- coolers

................................ ................................ .......... 180

HCC.J1108 I nduction system filters

................................ ................................ .................... 180 HCC.J1111 Turbine engine bleed

- air system

................................ ................................ ...... 180

EXHAUST SYSTEM

................................ ................................ ................................ .............. 180

HCC.J1121 General

................................ ................................ ................................ ............. 180 HCC.J1123 Exhaust piping

................................ ................................ ................................ .. 181 HCC.J1125 Exhaust heat exchangers

................................ ................................ ................... 181

APU CONTROLS AND ACCESSORIES

................................ ................................ .............. 181 HCC.J1141 APU controls: general

................................ ................................ ...................... 181 HCC.J1143 APU Engine controls

................................ ................................ ........................ 182 HCC.J1145 Ignition switches

................................ ................................ ............................... 182

HCC.J1147 Mixture controls

................................ ................................ ............................... 183 HCC.J1157 Carburetor air temperature controls

................................ ................................ .. 183 HCC.J1163 APU Powerplant accessories

................................ ................................ ............ 183 HCC.J1165 Engine ignition systems

................................ ................................ .................... 184

APU POWERPLANT FIRE PROTECTION

................................ ................................ .......... 184 HCC.J1181 Designated fire zones: regions included

................................ ........................... 184 HCC.J1182 Areas behind firewalls, and engine pod attaching structures containing

flammable fluid lines

................................ ................................ ................................ ............ 185

HCC.J1183 Flammable flu id

- carrying components

................................ ............................. 185

HCC.J1185 Flammable fluids

................................ ................................ .............................. 185 HCC.J1187 Drainage and ventilation of fire zones

................................ .............................. 186

HCC.J1188 Ventilation

................................ ................................ ................................ ........ 186

HCC.J1189 Shut

- off means

................................ ................................ ................................ .. 186

HCC.J1191 Firewalls

................................ ................................ ................................ ........... 187 HCC.J1192 Engine accessory compartment diaphragm

................................ ...................... 188

HCC.J 1193 APU Engine compartment

................................ ................................ ................ 188 HCC.J1195 Fire extinguishing systems

................................ ................................ ............... 188 HCC.J1197 Fire extinguishing agents

................................ ................................ .................. 188 HCC.J1199 Extingu ishing agent containers

................................ ................................ ........ 1 89 HCC.J1201 Fire extinguishing system materials

................................ ................................ . 189 HCC.J1203 Fire detector system

................................ ................................ .......................... 189 HCC.J1207 Compliance

................................ ................................ ................................ ....... 190

APPENDICES

................................ ................................ ................................ ........................... 191

APPENDIX A Tables and data

................................ ................................ ................................ 191 APPENDIX B Tearing strength test

................................ ................................ ....................... 199

APPENDIX C Definitions and abbreviations

................................ ................................ ......... 200Document Number: 1008D0122

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Page xiv of xiv General Defin itions and Acronyms

................................ ................................ ......................... 200 Abbreviations and Symbols

................................ ................................ ................................ ..... 205

List of Tables

Table 1

- Design maneuver conditions

................................ ................................ ....................... 191

Table 2

- Pilot Forces

................................ ................................ ................................ .................. 192

Table 3

- Takeoff and landing conditions

................................ ................................ ................... 193

Table 4

– Mooring and handling conditions

................................ ................................ ............... 194

Table 5

- General tolerances during flight testing

................................ ................................ ...... 194

Table 6

- Maximum pilot forces

................................ ................................ ................................ . 195

Table 7

- Ultimate inertia forces in units of gravity

................................ ................................ .... 195

Table 8

– Noncritical castings

................................ ................................ ................................ ..... 195

Table 9

– Motion and effect of cockpit controls

................................ ................................ ......... 196

Table 10

– Minimum intensities in the horizontal plane position lights

................................ ..... 196

Table 11

– Minimum intensities in any vertical plane position lights

................................ ........ 196

Table 12

– Maximum intensities in overlapping beams

................................ ............................. 197

Table 13

– Minimum effective intensities for anti

- collision lights

................................ ............. 197

Table 14

– Strength values for high pressure pneumatic systems

................................ .............. 198Document Number: 1008D0122

Revision: C

Page 1 of 206 

### Hybrid Certification Criteria (HCC) for Transport Category Hybrid Airships

Subpart A

- General

HCC.1 Applicability

This Criteria is applicable to the Lockheed Martin model LMZ1M hybrid airship and constitutes the airworthiness part of the Certification Basis.Document Number: 1008D0122

Revision: C

Page 2 of 206 

### Subpart B

- Flight

GENERAL

HCC.21 Proof of compliance

(a) Each requirement of these criteria must be met at each appropriate combination of total mass, static heaviness and lightness and center of gravity within the range of loading conditions that may occur during the operations for which certification is requested. This must be shown by tests upon an Airship of the type for which certification is requested, or by

calculations based on

, and equal in accuracy to the results of testing or a combination of each.

(b) Systematic investigation is required of each probable combination of mass and center of gravity, if compliance cannot be reasonably inferred from combinations investigated.

(c) The controllability, stability, trim, and stalling characteristics, where relevant, of the Airship must be shown at all airspeeds wi th various ballonet or gas cell levels.

(d) The following general tolerances from specified values are allowed during flight testing:

The manner and extent to which variations of other relevant data of the Airship are to be taken

into account in establ ishing compliance with the performance requirement, and in scheduling performance data, must be established for the product.

(e) If compliance with the flight characteristics requirements is dependent upon a stability augmentation system or upon any other automatic or power

- operated system, compliance

must be shown with HCC.672.

(f) For take

- off, landing and ground handling the wind and gust velocity must be measured at the height of hull axis when parked, or corrected for the height at which the wind vel ocity is

measured.

HCC.23 Load distribution limits

(a) Ranges of mass, static heaviness and lightness and lift and corresponding centers of gravity and lift must be established, within which the Airship may be safely operated.

(b) The load distribution limits may not exceed the:

(1) selected limits;Document Number: 1008D0122

Revision: C

Page 3 of 206 (2) limits at which the structure is proven; or:

(3) limits at which compliance with each applicable flight requirement of this Subpart is

shown.

(c) The flight crew must have means to determine the static heaviness / lightness of the Airship at any time.

HCC.25 Mass limits

(a) Maximum mass: the maximum mass is the highest mass at which compliance with each applicable requirement of these criteria is shown. The maximum mass must be established so

that it is:

(1) not more than:

(i) the highest mass selected for the product,

(ii) the design maximum mass, which is the highest mass at which compliance with each applicable structural loading conditio n of these criteria is shown, or

(iii)The highest mass at which compliance with each applicable flight requirement is shown;

(2) not less than that which can be achieved with the payload

- car or keel loaded to its maximum design mass

(b) Minimum mass: t he minimum selected mass (the lowest mass at which compliance with each applicable requirement is shown) must be established so that it is not less than:

(1) the lowest mass selected for the product;

(2) the design minimum mass (the lowest mass at which compliance with each structural loading condition is shown); or

(3) the lowest mass at which compliance with each applicable flight requirement is shown.

HCC.27 Center of gravity limits

The horizontal, vertical and lateral center of gravity limitations must be established for each practicably separable operating condition.

HCC.29 Empty mass and corresponding center of gravity

(a) The empty mass and corresponding center of gravity must be determined from the mass of all items, including the structure, a nd:

(1) the mass of the deflated gas cells and envelope;

(2) Fixed ballast;

(3) Unusable fuel determined under HCC.959; and:

(4) Full operating fluids, including

(i) Oil;Document Number: 1008D0122

Revision: C

Page 4 of 206 (ii) Hydraulic fluid;

(iii) other fluids required for normal operation of the Airship systems.

(b) The condition of the Airship at the time of determining empty mass must be one that is well defined and repeatable.

(c) A means of accounting for empty mass and center of gravity changes during the life of the Airship, other than by calculation only, must be established.

HCC.31 Removable ballast

Removable ballast as defined in Appendix C may be used in showing complia nce with the flight requirements of this subpart, if:

(a) the place for carrying ballast is properly designed and installed, and is marked under HCC.1557;

(b) instructions are published in the Airship Flight Manual, approved manual material, or markings and placards, for the proper placement of the removable ballast under each loading condition for which removable ballast is necessary.

(c) distribution of removable ballast in terms of inertia must be considered, beside basic mass and center of gravity ef

fects, as this may be a significant factor on handling characteristics such as oscillatory behavior and/or stabilities.

HCC.33 Propeller speed and pitch limits

(a) General: The propeller speed and pitch must be limited to values that will assure safe

ope ration under normal operating conditions.

(b) Propellers not controllable in flight: for each propeller, the pitch of which cannot be controlled in flight, during take

- off and initial climb at best rate of climb speed, the propeller must limit the engine rpm., at full throttle or at maximum allowable take

- off manifold pressure, to a speed not greater than the maximum allowable take

- off rpm.

(c) Controllable pitch propellers without constant speed controls: each propeller that can be controlled in flight, b ut that does not have constant speed controls, must have a means to limit the pitch range or an indication of the propeller pitch angle or thrust so that the lowest possible pitch allows compliance with subparagraph (b) of this paragraph.

(d) The means us ed to limit the low pitch position of the propeller blades must be set so that the engine does not exceed 103% of the maximum allowable engine rpm or 99% of an approved maximum overspeed, whichever is greater, with:

(1) the propeller blades at the low pit ch limit and governor inoperative;

(2) the Airship stationary under standard atmospheric conditions with no wind; and

(3) the engines operating at the maximum take

- off torque limit for turboprop engine

powered Airships.

(e) controllable pitch propellers with constant speed controls: each controllable pitch propeller with constant speed controls must have:Document Number: 1008D0122

Revision: C

Page 5 of 206 (1) with the speed control in operation, a means at the speed control to limit the maximum engine speed to the maximum allowable takeoff rpm;

(2) wit h the speed control inoperative, a means to limit the maximum engine speed to 103% of the maximum allowable takeoff rpm with the propeller blades at the lowest possible pitch and with takeoff manifold pressure, the Airship stationary, and no wind.

PERFORM ANCE

HCC.45 General

(a) Unless otherwise prescribed, the performance requirements of this subpart must be met for still air; and ambient atmospheric conditions defined for the product.

(b) The performance data must correspond to the vectored, propulsive thrust available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in subparagraph (d) of this paragraph.

(c) The available propulsive thrust must correspond to engine power or thrust , not exceeding the approved power or thrust, less:

(1) installation losses;

(2) the power or equivalent thrust absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.

(d ) The performance, also as affected by engine power or thrust, must be based on a relative humidity selected for the product or as a minimum of:

(1) 80% at or below standard temperature;

(2) 34% at and above standard temperature plus 50°F ( 28°C);

(3) Between the two temperatures listed in subparagraphs (d)(1) and (d)(2) of this paragraph, the relative humidity must vary linearly.

(e) The following also apply:

(1) Unless otherwise prescribed, the applicant must select the takeoff, en route, approach, and landing configurations for the Airship;

(2) The Airship configuration may vary with mass, static heaviness and lightness, altitude, and temperature, to the extent they are compatible with the operating procedures required by subparagraph (e)(3) of thi s paragraph;

(3) Unless otherwise prescribed, in determining take

- off performance, take

- off flight path,

take

- off distance, and landing distance; changes in the Airship's configuration, speed, power, and thrust must be made in accordance with procedures e stablished for the product for operation in service;

(4) Procedures for the execution of missed approaches and balked landings associated with the conditions prescribed in HCC.65, 67 and 77 must be established;

(5) The procedures established under subpar agraphs (e)(3) and (e)(4) of this paragraph

must:Document Number: 1008D0122

Revision: C

Page 6 of 206 (i) be such that they can be executed consistently by a crew of average skill,

(ii) use methods or devices that are safe and reliable,

(iii) include allowance for any reasonably expected time delays in the execution of the procedures.

(6) The performance data established shall be the minimum performance of an Airship or group of Airships being tested by an acceptable method in the specified conditions.

(7) For the determination of takeoff performance:

(i) the starting point shall be the point on the takeoff surface from which a stationary Airship commences the takeoff maneuver, and

(ii) the decision point airspeed shall be the latest point at which, as a result of power unit failure, the pilot is assum ed to decide to continue or discontinue a take

- off.

HCC.49 Performance at minimum operating speed

(a) T he hovering performance must be determined over the ranges of static heaviness, altitude, and temperature for which takeoff data are published in the A irship Flight Manual

with :

(1) Takeoff power;

(2) The ACLS extended; and

(3) At a height consistent with the procedure used in establishing the takeoff, climb out, and rejected takeoff paths.

(b) The steady rate of climb at the minimum operating speed must be determined over the ranges of static heaviness, altitude, and temperature for which certification is requested with :

(1) Takeoff power; and

(2) The ACLS extended.

HCC.51 Takeoff

(a) The takeoff performance data and procedures for Airships, equipped wi th ACLS and requiring a horizontal takeoff when operating statically heavy, the distance * required to

takeoff and clear a 50

- ft obstacle must be determined and published in the Airship Flight

Manual:

(1) For each appropriate combination of total mass, static heaviness and the most unfavorable center of gravity within the range of loading conditions for which certification is requested, and for ambient atmospheric temperature and wind conditions within the operational limits selected for the product;

(2) For the selected configuration for takeoff;

(3) For the most unfavorable center of gravity position;Document Number: 1008D0122

Revision: C

Page 7 of 206 (4) With the engines and vectored thrusters (if so equipped) operated within approved operating lim its.

*The takeoff distance shall be measured from the tailpoint of the Airship to 50 feet above the

takeoff surface

. (b) For each takeoff technique published in the Airship Flight Manual , the horizontal distance from the starting point to the point at wh ich 50 feet above the takeoff surface is attained shall be measured when taking off at maximum static heaviness:

(1) with all engines operating throughout, and

(2) with all engines operating up to the decision point airspeed then with the critical engine inoperative from the decision point onward.

In both cases the speed at the 50 foot height must be not less than the initial steady climb speed appropriate to the number of operating engines and to the static heaviness.

(c) For each takeoff technique publ ished in the Airship Flight Manual , the horizontal distance to accelerate from the starting point to the decision point with all engines operating then to come to a complete stop with the critical engine inoperative shall be established.

(d) The establish ed techniques for takeoff shall include the recommended pitch attitudes appropriate to the initial steady climb and the associated speeds appropriate to the number of operating engines and the static heaviness (or lightness). The initial climb speed shall be not

less than:

(1) the speed at which the climb performance minimum of HCC.65 and HCC.67 appropriate to the number of engines can be met, and

(2) 1.10 times the minimum speed at which the requirements of HCC.149 can be met with a transient heading cha nge of no more than 20° and with the ability to subsequently regain and maintain the original heading.

The all engines operating initial climb speed may not be less than the one engine inoperative steady initial climb speed.

(e) The minimum space require d for takeoff shall be:

(1) a circle of diameter not less than the length of the Airship plus whichever is the greater

of:

(i) 328 ft ( 100 m ) plus the measured takeoff distance with all engines operating established in accordance with (b)(1),

(ii) 1.33 times the measured takeoff distance with all engines operating established in accordance with (b)(1),

(iii) 197 ft ( 60 m ) plus the measured takeoff distance with one engine inoperative established in accordance with (b)(2),Document Number: 1008D0122

Revision: C

Page 8 of 206 (iv) 1.15 times the measured t akeoff distance with one engine inoperative established in accordance with (b)(2) and, where the decision point is later than the point where the ship is released by the ground crew,

(v) the accelerate

- stop distance determined in accordance with (c), or

(2) a rectangle of length equal to the diameter of the circle defined in (e)(1) and a width not less than the width of the Airship plus 656 ft ( 200 m )

. (f) Where the minimum space required for take

- off , as published in the Airship Flight Manual, is a rect angle, in accordance with (e)(2), the maximum permitted wind component at right angles to the major axis of the rectangle must be published in the Airship Flight Manual

. (g) Takeoffs made to determine the data required by this paragraph must not require

e xceptional piloting skill or favorable conditions.

HCC.65 Climb: all engines operating

(a) Each Airship, at maximum mass, static heaviness and at ambient atmospheric temperature within the operational limits established for the Airship and with the most unfavorable center of gravity for each configuration, and when the Airship is operated in accordance with the takeoff techniques established in accordance with HCC.51, must have a steady rate of climb

at the airfield altitude of at least 400 ft/min ( 2.0 m/ s) and a steady angle of climb of at least

1:12 with:

(1) thrust and lift controls in their normal position for climb;

(2) the landing gear or device retracted, if applicable; and

(3) not more than Maximum Takeoff Power and at the initial all

- engines

- operating climb speed of HCC.51(d).

(b) It must be demonstrated that envelope and gas cell pressures remain within the maximum and minimum approved pressures during climbs and descents at rat es of ascent and descent of

at least 1200 ft/min ( 7 m/s).

(c) For Airships in which the primary supply of air to the Ballonets is dependent upon engine power, the maximum Rate of Descent shall be established and published in the Airship Flight

Manual both for the all

- engines

- operating condition and with the Critical Engine inoperative. The latter case may be demonstrated either with the Critical Engine inoperative or with the air supply from the Critical Engine shut

- off.

(d) Performance data must be deter mined for variations in mass, static heaviness, altitude and temperature at the most unfavorable center of gravity for which approval is requested.

HCC.67 Climb: critical engine inoperative

(a) Each Airship, with the most critical engine inoperative and with or without vectored thrust, at various combinations of mass, static heaviness and at ambient atmospheric temperature within the operational limits established for the Airship and with the most unfavorable center of gravity for each configuration, and when the Airship is operated in accordance with the takeoff techniques established in accordance with HCC.51, must have a steady rate of climb at the airfield altitude of at least 150 ft/min ( 0.76 m/s) with:Document Number: 1008D0122

Revision: C

Page 9 of 206 (1) thrust and lift controls in their normal po sition for climb;

(2) the landing gear or device retracted, if applicable; and

(3) the operating engines operating at not more than Maximum Takeoff Power and at the

initial one

- engine

- inoperative climb speed of HCC.51(d).

(b) Performance data must be de termined for variations in mass, static heaviness, altitude and temperature at the most unfavorable center of gravity for which approval is requested.

HCC.68 En

- route flight path

(a) For the en

- route configuration, the flight paths prescribed in (b) and (c) of this paragraph must be determined at each mass, altitude, and ambient temperature, within the operating limits established for the Airship. The variation of mass along the flight path, accounting for the progressive consumption of fuel and oil by th e operating engines, and also accounting for accumulation of water or snow onto the envelope of the Airship must be included in the computation. The flight path must be determined at the associated climb speed and recommended pitch attitude, with:

(1) the most unfavorable center of gravity;

(2) the most critical engine inoperative (except for the flight path prescribed in (d) of this paragraph;

(3) the operating engines at the available maximum continuous power or thrust, and;

(4) the means for controll ing the engine cooling air supply in the position that provides adequate cooling in the hot day condition

(b) The most critical engine inoperative net flight path data must be established;

(c) Reserved

(d) The measured rate and gradient of climb with all engines operating must be established.

(e) The maximum level flight speed shall be not less than V Bmin (see HCC.311) in the following conditions:

(1) Buoyancy. Maximum permitted Static Heaviness or Static Lightness, whichever affects speed more adversel y.

(2) Power. All engines operating at not more than Maximum Continuous Power.

HCC.75 Landing

(a) For Airships equipped with ACLS and capable of making horizontal landings the horizontal distance* necessary to land and come to a complete stop from clear ing a point 50 ft (15 m) above the landing surface must be determined for each technique published in the Airship Flight Manual , with the Airship in the most critical configuration for landing. If any device is used that depends on the operation of any eng ine(s), and if the landing distance would be noticeably increased when a landing is made with the most critical engine inoperative, the landing distance must be determined with that engine inoperative unless the use of compensating means will result in a l anding distance not more than that with all engines operating.Document Number: 1008D0122

Revision: C

Page 10 of 206 *The distance shall be measured from the obstacle to the bow of the stopped Airship.

(b) For Airships which are capable of vertical landings, performance data must be established for each technique published in the Airship Flight Manual with the Airship in the most critical configuration for landing.

(c) Landing performance and data must b e determined and published in the Airship Flight

Manual:

(1) for standard temperatures at each mass and static heaviness, altitude and wind condition within the operational limits established for the product;

(2) for the selected configuration for landin g;

(3) for the most unfavorable center of gravity position;

(4) with the engines operated within approved operating limits

HCC.76 Engine failure

The Airship must be capable of maintaining level flight and zero rate of descent following failure

of the m ost critical engine. Ballast may be dropped or helium vented to achieve these conditions. Only disposable ballast may be dropped.

HCC.77 Balked landing

Each Airship must demonstrate the ability to transition to a balked landing climb from a descent

and a pproach to landing in accordance with established procedures in the Airship Flight Manual, at maximum landing mass and static heaviness without excessive sink or requiring excessive pilot skill. The Airship configuration will include:

(a) the Airship trim med for descent and landing;

(b) the ACLS extended; and

(c) thrust and lift controls initially in the position normally used for landing.

HCC.80 Loading/Unloading

(a) For Airships intended to load and unload cargo or other ballast when the Airship is i n flight, hovering, or on the ground, operating limits must be established with the Airship in the most critical configuration.

(b) Loading/Unloading operating limits must be determined and published in the Airship Flight Manual:

(1) for standard tempera tures at each weight and static heaviness, altitude, and wind condition within the operational limits established for the product;

(2) for the selected configuration for loading/ unloading;

(3) for the most unfavorable center of gravity position;

(4) wi th the engines operated within approved operating limits.

(c) During any cargo exchange or reballasting operation the Airship must be capable of achieving a safe free flight condition within a time period short enough to recover from a potentially hazardo us condition.Document Number: 1008D0122

Revision: C

Page 11 of 206 FLIGHT CHARACTERISTICS

HCC.141 General

(a) The Airship must meet the requirements of HCC.143 through 261 at all approved operating altitudes and ambient atmospheric conditions without exceptional piloting skill, alertness, or strength.

(b) In the course of establishing compliance with the requirements of HCC.143 through .261, a general qualitative assessment of the handling qualities shall be made. If this assessment reveals any unusual features not specifically covered by the Requirements then the handling qualities in this respect shall be satisfactory to the Administrator

. (c) Although the requirements as detailed in HCC .143 through .261 are, in general, associated with no appreciable atmospheric turbulence, a qualitative check shall be made to ensure that there is no undue deterioration in the handling characteristics in turbulent air.

CONTROLLABILITY AND MANEUV E RABILITY

HCC.143 General

(a) The Airship must be safely controllable and maneuverable during:

(1) Takeoff;

(2) Climb;

(3) Level flight;

(4) Descent;

(5) Landing;

(6) Level flight with the most critical engine inoperative and remaining engines vectored in any allowable position.

(7) in flight cargo exchange and reballasting operations and during passenger or cargo

load ing and unloading with the Airship on the ground.

Dynamic response due to modes of motion must be considered to ascertain that no abnormal modes of motion, flight attitudes and accelerations will occur on account of the maneuvers

induced.

(b) It must be s hown that without engine power descent and landing under the conditions of

HCC.561 can be made.

(c) It must be possible to make a smooth transition from one flight condition to any other flight condition without exceptional piloting skill, alertness, or s trength and without danger of exceeding the limit

- load factor under any probable operating condition, including the sudden failure of any engine, and:

(1) for airships with three or more engines the sudden failure of the second critical engine

when the air ship is in the en

- route, approach, or landing configuration and is trimmed with the critical engine inoperative . If the airship does not have the ability to maintain altitude

, the airsh ip must be capable of maintaining a safe descent rate and control duri ng landing per HCC.153 ; and:Document Number: 1008D0122

Revision: C

Page 12 of 206 (2) configuration changes, including use of deceleration devices.

(d) If, during the testing required by subparagraph (c) of this paragraph, marginal conditions exist with regard to required pilot strength, the pilot forces may not exceed the limits prescribed in Table 6 of Appendix A. For the purpose of complying with prolonged control force limitations the Airship must be trimmed for buoyancy and pitch as close to neutral as possible.

HCC.145 Longitudinal control

With al l engines operating at maximum continuous power, appropriate lift control settings, the Airship trimmed and without exceeding the pilot forces of Table 6 in Appendix A, it must be possible to produce a reasonably sudden:

(a) nose

- down pitch change out of a stabilized climb with 30° nose

- up deck angle at the most critical airspeed.

(b) nose

- up pitch change out of a stabilized descent with 30° nose

- down deck angle at the most critical airspeed.

HCC.147 Directional control

There must be enough rudder control to enter and recover any turns appropriate to the conditions for which certification is requested with pilot forces not exceeding the values given in Table 6 of the Appendix A. Additionally it must be demonstrated that directional control can be maintain ed with and against asymmetric engine thrust due to the failure of the most critical engine.

HCC.149 Minimum control speed

(a) V MC is the calibrated airspeed at which, when the most critical engine is suddenly made inoperative, it is possible to maintain control of the Airship, with that engine still inoperative, and thereafter maintain straight flight at the same speed.

The method used to simulate the most critical engine failure must represent the most critical mode of powerplant failure with respect to controllability expected in service.

(b) For Airships equipped with ACLS and capable of making horizontal landings the requirements of sub

- paragraph (a) must also be met for the landing configuration with:

(1) Maximum available takeoff power initially on each engine;

(2) The Airship trimmed for an approach with all engines operating at an approach gradient equal to the steepest used in the landing distance demonstration of HCC.75;

(3) ACLS extended; and

( 4) All propeller controls throughout in the position recommended for approach with all engines operating.

(c) At V MC , the temporary control forces specified in Table 6 of Appendix A must not be exceeded and it must not be necessary to reduce power of the o perative engine. During the maneuver the Airship must not assume any dangerous attitude and it must be possible to prevent a heading change of more than 20°.Document Number: 1008D0122

Revision: C

Page 13 of 206 HCC.150 Minimum aerodynamic control speed

The minimum aerodynamic control speed V AM is the minimum airspeed at which it is possible to maintain directional and longitudinal control and zero rate of descent of the Airship with aerodynamic means for various combinations of mass and static heaviness during takeoff, flight and landing.

HCC. 153 Control during landings

(a) Sufficient pitch and yaw control authority must exist under all appropriate approach and landing conditions defined in the Airship Flight Manual to permit the pilot to achieve the desired attitude and position. The means, t echnique and limits for such control must be published in the Airship Flight Manual.

(b) It shall be possible to make a landing without assistance from ground personnel in the maximum surface wind speed established in accordance with HCC.237. This require ment shall be met with all engines operating and with the Critical Engine inoperative. Satisfactory techniques for such a landing, which shall include procedures for securing the Airship to the ground, shall be determined and published in the Airship Fligh t Manual.

(c) A technique shall be determined and published in the Airship Flight Manual for making an emergency landing with all engines inoperative in wind speeds up to the permitted maximum for operation. The technique shall make reference to the emer gency evacuation technique as established in accordance with HCC.803 and shall include procedures for securing the Airship on the ground. If the use of a grapnel, or other device for bringing the Airship to rest, is prescribed, procedures for its deployme nt shall be given.

TRIM

HCC.161 Trim

It shall be possible to trim the Airship by means of static or aerodynamic trim, in all conditions of loading, configuration, speed and power, to ensure that the pilot will not be unduly fatigued or distracted by act ions necessary for the safe handling of the Airship. This applies both in normal operation and, if applicable, in the conditions associated with the failure of one engine, or with any likely single failure or malfunction of the Ballonet air supply system.

STABILITY

HCC.171 General

It shall be demonstrated that the Airship is sufficiently stable in both pitch and yaw axes in steady unaccelerated flight during climb, descent, and level flight when trimmed at the appropriate operating speeds and with consis tent use of auxiliary thrust and lift controls to ensure that the crew will not be unduly fatigued and distracted from their normal duties.

HCC.181 Dynamic stability

Any oscillation within the operating envelope of the Airship must be controllable with n ormal use of the primary flight controls without requiring exceptional pilot skills.Document Number: 1008D0122

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Page 14 of 206 MISCELLANEOUS FLIGHT REQUIREMENTS

HCC.201 Loss of aerodynamic lift demonstration

Loss of aerodynamic lift characteristics, where relevant, shall be investigated in st raight flight

and turns ; and with the ACLS and deceleration devices in any likely combination of po sitions approved for operation.

HCC.203 Loss of aerodynamic lift characteristics

It must be possible to produce and to correct pitch and yaw by unreversed use of the controls, up to the time the Airship is stalled. No abnormal pitching may occur. The longitudinal control force must be positive up to and throughout the loss of aerodynamic lift. In addition, it must be possible to prevent stalling promptly an d to recover from a stall by normal use of the controls.

HCC.207 Loss of aerodynamic lift warning

A loss of aerodynamic lift warning must be installed:

(a) if the Airship can be stalled and then requires pilot action to recover; and,

(b) the loss of ae rodynamic lift of the Airship cannot be detected by the inherent aerodynamic qualities of the Airship.

(c) The warning shall be furnished by a device that will give clearly distinguishable indications under expected conditions of flight. However, a visua l stall warning device that requires the attention of the flight crew within the cockpit is not acceptable by itself. If a warning device is used, it shall provide a warning in each of the airship configurations prescribed in paragraph HCC. 201 . T he stall warning for flight in icing conditions shall be provided by the same means as the stall warning for flight in non

- icing conditions. In addition, a stall warning system, if required, shall provide an appropriate warning that is clearly audible to the flig ht crew under all foreseeable operating conditions.

HCC.231 Operations on Water

(a) A hybrid airship may not have dangerous or uncontrollable porpoising characteristics at any normal operating speed on the water.

(b) Hybrid airships must demonstrate satisf actory directional stability and control for water operations up to the maximum wind velocity specified in HCC.237.

(c) A wave height, demonstrated to be safe for operation, and any necessary water handling procedures for hybrid airships must be establishe d.

(d) Spray may not dangerously obscure the vision of the pilots or damage the propellers or other parts of a hybrid airship at any time during taxiing, takeoff, and landing.

HCC.237 Wind velocities

A maximum surface wind speed in which the Airship is al lowed to operate shall be established

and published in the Airship Flight Manual and in the Ground Handling Manual. This speed shall not be greater than the lesser of:Document Number: 1008D0122

Revision: C

Page 15 of 206 (a) 75% of the maximum still air speed of which the Airship is capable with the critic al engine inoperative and the remaining engines operating at not more than maximum continuous

power, or,

(b) The maximum surface winds in which the Airship may be serviced by the ground crew.

HCC.251 Vibration and buffeting

(a) Each part of the Airship must be free from excessive vibration under any appropriate speed and power condition up to V CD as defined in HCC.311(c). In addition, buffeting must not occur in any normal flight condition severe enough to interfere with the control of the Airship, cause excessive fatigue to the crew, or result in loading beyond the limit load.

(b) The requirements of (a) shall be met when the Airship is flown with normal use of the controls (including deliberate small, sharp inputs) and in all permitted conditions of

bu oyancy.

HCC.253 Envelope pressure and distortion

It must be shown that envelope or hull distortion and/or deflection will not interfere with flight path control throughout the range of speed, power and envelope pressure, if applicable, to be

used in norm al flight. For non

- rigid Airships the following apply:

(a) A means must be provided for the pilot to determine and control the envelope pressure within the design pressure range if applicable.

(b) Improper use of the procedure and the controls necessary to comply with paragraph (a) must not damage the envelope or the structure attached to it.

HCC.255 Ground handling characteristics

(a) Satisfactory ground handling procedures must be developed assuming the specified minimum flight and ground crew, all an ticipated Airship mass, buoyancy, failure and the wind conditions specified in HCC.237.

(b) Mooring procedures must be developed.

(c) Towing with mechanical means such as tractors and/or winches must strictly avoid line snapping or whipping by using appropriate means of pre

- tensioning and controlled yield in case of suddenly incurred forces.

(d) Ground handling equipment must be abl e to counteract ground gust conditions and wind shifts safely.

(e) The Ground Handling Manual shall define the wind conditions addressed in (d)

HCC.261 Flight in rough air

(a) Procedures and performance information of the Airship at various levels of tu rbulence

must be established for combinations of mass and static heaviness and be published in the Airship Flight Manual.

(b) The lifting gas pressure must remain within its limits during flight in rough air.Document Number: 1008D0122

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Page 16 of 206 

### Subpart C

- Structure

GENERAL

HCC.301 Loads

(a) Strength requirements are specified in terms of limit loads (the maximum loads expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads.

(b) Un less otherwise provided, the lifting gas

- , air and ground loads must be placed in equilibrium with inertia forces and moments, considering each item of mass in the Airship, and, where appropriate, taking into account the effects of virtual inertia of the A irship (see definition of virtual inertia in Appendix C). Methods used to determine load intensities and distribution must be validated by flight load measurements unless the methods used for determining those loading conditions are shown to be conservativ ely approximate to or to closely represent actual conditions.

(c) Compliance with the structural requirements must be shown at critical combination of static and aerodynamic (where significant) lift and mass, from the design minimum to the design maximum a nd the most adverse combination of center of static and aerodynamic (where significant) lift and center of gravity position within the range for which certification is sought.

(d) An enhancement factor of 1. 33 must be used to establish limit loads where a erodynamic loads or load distributions are not reliably predictable, for example, empennages.

(e) If deflections under load would significantly change the distribution of external or internal loads, this redistribution must be taken into account.

(f) Loa ds and deflections as a function of static and aerodynamic (where significant) lift and mass distribution throughout the Airship's structure shall be considered. Procedures and placarding shall be used when necessary to prevent static and aerodynamic (wher e significant)

lift and load distributions which would cause deflections and stresses above the maxima

allowed.

HCC.303 Factors of safety

Unless otherwise specified, a factor of safety (FS) of 1.5 must be used. FS ULT=1.5*LIM.

HCC.305 Strength and defor mation

(a) The structure must be able to support limit loads without detrimental permanent deformation. At any load up to limit loads, the deformation must not interfere with safe operation.

(b) The structure must be able to support ultimate loads withou t failure for at least 3 seconds. However, when proof of strength is shown by dynamic tests simulating actual load conditions, the 3 second limit does not apply.

HCC.307 Proof of structure

(a) Compliance with the strength and deformation requirements mus t be shown for each critical load condition. Structural analysis may be used only if the structure conforms to thoseDocument Number: 1008D0122

Revision: C

Page 17 of 206 for which experience has shown this method to be reliable. In other cases, substantiating load tests must be made. Where substantiating loa d tests are made these must cover loads up to ultimate load, unless it is agreed with the Administrator that in the circumstances of the case, equivalent substantiation can be obtained from tests to agreed lower levels. Dynamic tests, including structural flight tests, are acceptable if the design load conditions have been

simulated

(b) Certain parts of the structure must be tested as specified in Subpart D of this HCC.

HCC.309 Design mass

The mass of the Airship is its mass with the envelope deflated plus the mass of the gas used to inflate the envelope. (See list of masses in App. C.).

(a) Maximum design masses: the maximum masses at which compliance is shown with each applicable structur al and flight requirement are defined below:

(1) Maximum design equilibrium mass W 0 ;

(2) Maximum static heaviness W sh (the amount by which the mass of an Airship exceeds the displacement buoyancy);

(3) Maximum landing mass W l ;

(4) Maximum takeoff mass W t = W 0 + W toh ;

(5) Maximum takeoff static heaviness W toh , (the amount by which the weight of the Airship exceeds the displacement buoyancy during takeoff);

(b) Minimum design masses: the minimum masses at which compliance is shown with each applicable r equirement are defined below:

(1) Minimum design equilibrium mass W

m ;

(2) Maximum static lightness W sl (The amount by which the mass of an Airship is less than the displacement buoyancy);

(c) Static lift is the difference between the weight of air displ aced by the Airship and the weight of the lifting gas.

HCC.311 Design airspeeds

The selected design airspeeds are equivalent airspeeds (EAS) except as provided in specific requirements.

(a) Design maximum level flight airspeed V H is the maximum speed ob tainable in level flight with all engines operating at maximum continuous power and the Airship loaded to equilibrium buoyancy or to loading which will produce minimum drag, whichever is greater.

(b) Design airspeed for maximum gust intensity V B shall not be less than 35 knots or 0.65 V H , whichever is higher.

(c) Design climb/dive airspeed V CD may not be less than the greater of:

(1) V H ; or theDocument Number: 1008D0122

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Page 18 of 206 (2) maximum airspeed obtainable in a climb with all (forward thrust) engines at maximum

take

- off power and the Airship in the minimum drag configuration and with maximum static lightness, or the

(3) maximum airspeed obtainable in a dive with all engines at maximum continuous power and the Airship in the minimum drag configuration and with maximum static heaviness.

(d) Design maneuv e ring speed V A : Speed at which, with full displacement of control (surface or engine), you will not exceed LIM load factor on airship.

(e) Design wind speed V WG is the maximum wind speed expected to occur during takeoff, landing, ground handling and grip mode. It is selected for the product but may not be less than

10 knots.

(f) Design wind speed V WT is the maximum wind speed to be expected with the Airship in grip mode during freight loading and unloading and passenger boarding and unbo arding.

(g) Design wind speed V WM , for airship in grip mode and/or secured by mooring, should meet the expected values but may not be less than specified in Table 4 of Appendix A.

FLIGHT LOADS

HCC.321 General

Compliance with the flight load requirements of this Subpart must be shown:

(a) at each lift from the minimum design lift to the maximum design lift (static lift, aerodynamic lift, vectored thrust);

(b) at each mass from the minimum design mass to the maximum design mass, also taking into account static heaviness as well as lightness;

(c) at each critical altitude within the range in which the Airship may be selected to operate;

(d) at each critical tempe rature at which the Airship is selected to be operated;

(e) for each required lift, mass, altitude and temperature, at any practicable distribution of disposable load within the operating limitations specified in HCC.1583 through 1589;

(f) when determini ng the loads, the influence of precipitation consistent with the operating condition sought must be accounted for.

HCC.333 Design maneuvering loads

(a) The Airship, including control surfaces and thrusters, is considered to be subjected to the

loads resul ting from the maneuvering conditions listed in Table 1 of Appendix A. Steady state and transient effects during checked and unchecked maneuver must be taken into account.

(b) Consideration of the maneuvering conditions must include the investigation of bot h the separate and the combined effects of the rudder and elevator control surfaces plus other related means of control as (but not limited to) lift

- and mass

- shift.

(c) Consideration of the maneuvering conditions must include the investigation of the effe ct

of the vectored thrust.Document Number: 1008D0122

Revision: C

Page 19 of 206 HCC.341 Gust and turbulence loads

The loads resulting from gusts and turbulence may either be determined by an analytical simulation of flight through random turbulence and discrete gusts with the results compared with

values d erived from the equation in subparagraph (c); or by applying subparagraph (a) and (b).

(a) The Airship is assumed to be subjected to the loads resulting from encounters with the following atmospheric gusts in level flight:

(1) discrete gust of U

m =25 ft/s (7.6 m/s) while flying at speed v=V H (ft/s);

(2) discrete gust of U

m =35 ft/s (10.6 m/s) while flying at speed v=V B (ft/s).

Gust shapes and intensities u are defined as follows:

u = U

m /2 [1

- cos(  X/H)] {ft/sec}

where:

U

m gust velocity specified above (ft/s), X penetration distance (ft), 0 < X < 2 H, H gust gradient length (ft), L/4 < H < 800 ft (244 m), (a sufficient number of gust gradient length must be investigated to find the critical response of the Airship) L length of the Airship (ft). The dyna mic response of the Airship to the design gusts as well as the steady state loads must be

taken into account.

(b) The gusts are applied in any direction, including parallel to the Airship longitudinal axis, with the control surfaces in both the neutral pos ition and the maximum effective angles required to counteract the gust.

(c) In the absence of a more rational analysis, the maximum aerodynamic bending moment M (lb×ft), applied to the envelope, must be computed as follows:

M = 0.058 V (L/2) 1/4 [1 + (f

- 4) (0.5624 L 0.02

- 0.5)] qU

m /v {ft

- lb}

where: f envelope ratio, f= (equivalent) envelope ratio = L/Dequivalent. Deq = sqrt(Volume/L),

U

m gust velocity from subparagraph (a) of this paragraph (ft/s), q dynamic pressure (lb/ft 2 ) at the velocity v (ft/s) under consideration, q=rv 2 /2, L length of the Airship (ft), D Dequivalent. Deq = sqrt(Volume/L), r density of air (slugs/ft 3 ), v Airship equivalent speed (ft/s) from subparagraph (a) of this paragraph, V total envelope volume (ft 3 ).

(d) The empennage is assumed to be subjected to the discrete gusts defined in subparagraph (a) applied under the following conditions.

(1) The Airship is in straight and level flight;

(2) The gust is applied at 90° to either side of tail surfaces;

(3) Control surfaces must be considered to be in both the neutral position and at the maximum effective angles required to counteract the gust;

(4) The effective angle of attack is assumed to be: α = 1.25 tan - 1 (U

m /1.689 V)Document Number: 1008D0122

Revision: C

Page 20 of 206 (5) Control surface loads plus stern aerodynamic forces in the hull induced by the empennage must be placed in equilibrium with opposing inertia forces and/or mooring point forces in a rational or conservative manner with the Airship at its design mass.

HCC.361 Engine and propeller and APU to rque

(a) Each engine mount and its supporting structure must be designed for the effects of:

(1) A limit engine torque corresponding to maximum power and propeller speed acting simultaneously with 75% of the limit loads from the design maneuver condition s of HCC.333, or from the design gust conditions of HCC.341 and the landing impact loads of HCC.473(b);

(2) A limit engine torque corresponding to the maximum continuous power and propeller speed acting simultaneously with the limit loads from the design maneuver conditions of HCC.333, or the limit loads from the design gust conditions of HCC.341 and the landing impact loads of HCC.473(b);

(3) For turbopropeller installations: in addition to the conditions specified in subparagraphs (a)(1) and (a)(2) of this paragraph, a limit engine torque corresponding to maximum power and propeller speed, multiplied by a factor accounting for propeller control system malfunction, including quick feathering, acting simultaneously with 1 g level flight loads.

In the abse nce of a rational analysis, a factor of 1.6 must be used.

(b) For turbopropeller installations, the engine mounts and supporting structure must be designed to withstand each of the following.

(1) A limit engine torque load imposed by sudden engine stoppage due to malfunction or structural failure (such as compressor jamming);

(2) A limit engine torque load imposed by the maximum acceleration of the engine.

(c) The limit engine torque, to be considered under subparagraph (a) of this paragraph, must

be obta ined by multiplying the mean torque by a factor of:

(1) 1.25 for turbopropeller installations, unless power transients can cause a higher limit

torque;

(2) and:

(i) For four stroke engines with equal intervals between power strokes:

(A) 1.33 for engines with five or more cylinders; 2, 3, 4 or 8 for engines with 4, 3, 2 or 1 cylinders, respectively

(ii) For two stroke engines with equal intervals between power strokes:

(A) 1.33 for engines with five or more cylinders;

(B) 1.5, 2.25, 3 or 6 for engines wi th 4, 3, 2 or 1 cylinders, respectivelyDocument Number: 1008D0122

Revision: C

Page 21 of 206 (iii) For discrete firing engines of configurations other than represented by (i) and (ii) above, the Authority must be consulted.

(d) For diesel engine installations, the engine mounts and supporting structure must be designed to withstand the following:

(1 ) A limit engine torque load imposed by sudden engine stoppage due to malfunction or

structural failure.

(i ) The effects of sudden engine stoppage may alternatively be mitigated to an acceptable level by utilizati on of isolators, dampers clutches, and similar provisions, so unacceptable load levels are not imposed on the previously certificated structure.

(2) The limit engine torque to be considered under HCC.361(a) must be obtained by multiplying the mean torque b y a factor of four for diesel cycle engines.

(i) If a factor of less than four is used, it must be shown that the limit torque imposed on the engine mount is consistent with the provisions of HCC.361(c). In other words, it

must be shown that the use of th e factors listed in HCC.361(c)(3) will result in limit torques on the mount that are equivalent to or less than those imposed by a conventional gasoline reciprocating engine.

( e ) When the airflow through the propeller is not symmetrical, due to Airship yaw ing and pitching, engine vectoring or interaction from other thruster flow fields, the additional forces

must be considered.

HCC.363 Side load on engine and APU mounts

(a) Each propulsive engine and auxiliary power unit mount and its supporting structure must be designed, in combination with maximum continuous forward or reverse thrust, for a limit load factor in a lateral direction, for the side load on the engine mount, at least equal to the maximum load factor in the yawing or gust condition but not le ss than

(1) 1.33; or:

(2) One

- third of the limit vertical load factor for design maneuver conditions specified in

HCC.333.

(b) The side load prescribed in subparagraph (a) of this paragraph may be assumed to be independent of other flight conditions.

HC C.367 Unsymmetrical loads due to engine failure

For turbopropeller powered Airships, the engine mount and support structure must be designed for the loads resulting from the failure of any one engine in combination with a single malfunction of the propell er drag limiting system. The following conditions apply.

(a) The loads resulting from power failure because of fuel flow interruption are considered to

be limit loads.

(b) The loads resulting from the disconnection of the engine compressor from the turbin e or from loss of the turbine blades are considered to be ultimate loads.Document Number: 1008D0122

Revision: C

Page 22 of 206 HCC.371 Gyroscopic loads

Each engine mount and its supporting structure must be designed for the gyroscopic loads resulting from pitch, yaw or roll rates induced from the maneuver or gust loads whichever is higher, acting in combination with the maximum rate of angular change in vectored thrust with the engines at maximum continuous rpm.

CONTROL SURFACE AND SYSTEM LOADS

HCC.391 Control surface loads: general

(a) Control surfaces must be designed for the control surface loads resulting from the

conditions described in HCC.333 and 341.

(b) In the flight loading conditions, the airloads on movable surfaces and the corresponding

deflections need not exceed those that would result in flight from the application of any pilot force within the ranges specified in HCC.397(b). However, these pilot forces may not be less than the actual maximum pilot forces determined when complying with HCC.143(c). In applying this requ irement, the effects of control system boost and servo

- mechanisms, and the effects of control surface inertia moments must be considered. The automatic pilot effort or any powered control system effort must be used for design if it alone can produce higher control surface loads than the human pilot.

(c) Loads due to the accumulation of snow and ice to show compliance with HCC.505 have to be taken into account. A snow density of 31 lb/ft 3 (500 kg/m 3 ) should be used to determine the loads. The maximum icing conditions that operation is requested for should be utilized to

establish the ice loads.

HCC.395 Control system

(a) Each flight control system and its supporting structure must be designed for limit loads corresponding to at least 1.25 of the computed h inge moments of the movable control surface in the conditions prescribed in HCC.333 and 341. However, these loads except the loads resulting from ground gusts need not exceed the higher of the loads that can be produced by the pilot, by the autopilot or an y powered control system.

(b) The system must be designed for the maximum effort of the pilot or autopilot, whichever is higher. In addition, the system should be designed for the case that the pilot and the autopilot act in opposition. Pilot forces used for design need not exceed the maximum forces prescribed in HCC.397(b).

(c) The design must, in any case, provide a rugged system for service use. Compliance with this paragraph may be shown by designing for loads resulting from application of the

minimum forces prescribed in HCC.397 (b).

HCC.397 Control system loads

(a) Pilot forces used for design are assumed to act at the appropriate control grips or pads as they would in flight, and to be reacted at the attachments of the control system to the control

surface horns.

(b) The pilot forces and torques to be applied are presented in Table 2 of the Appendix A.Document Number: 1008D0122

Revision: C

Page 23 of 206 HCC.399 Dual control system

(a) Each dual control system must be designed for the pilots operating in opposition, using individual pilot forces n ot less than:

(1) 0.75 times those obtained under HCC.391; or

(2) The minimum forces specified in HCC.397(b).

(b) The control system must be designed for pilot forces applied in the same direction, using individual pilot forces not less than 0.75 times those obtained under HCC.391.

HCC.405 Secondary control system

Secondary controls, such manually operated air or lifting gas valves as well as freight loading system controls, must be designed for the maximum forces that a pilot or crew member is likely

t o apply to those controls. The required design forces for one

- hand operation of secondary controls are as listed in Table 2 (c) of Appendix A. If two hands are needed the forces must be increased to 150%. The forces must be multiplied by the number of the people necessary for the operation, if applicable. If the actual forces for the operation of secondary controls are lower, they may be reduced, but not to be less than 200% of the actual forces.

HCC.407 Trim tabs effects

The effects of trim tabs on the co ntrol surface design conditions must be accounted for. Where the surface loads are limited by maximum pilot effort the tabs are considered to be deflected in the direction that would assist the pilot.

HCC.409 Tabs

Control surface tabs must be designed f or the most severe combination of airspeed and tab deflection likely to be obtained within the flight envelope for any useable combination of center of gravity position, heaviness or lightness.

HCC.411 Supplementary conditions for control surfaces

For Airships with control surfaces having appreciable angles with respect to the horizontal and vertical axes or having inter surface supports, the surfaces and supporting structure must be designed for the combined surface loads prescribed for the separat e systems.

HCC.415 Tail

- to

- wind loads

(a) The control system from the control surfaces to the stops, or when installed, the gust locks must be designed for limit loads corresponding to hinge moments calculated from the expression:

M R = k

⋅ l R ⋅ S R ⋅ q [Nm]

w here:

M R limit hinge moment [Nm],

l R mean chord of control surface aft of the hinge line [m],

S R area of the control surface aft of the hinge line [m2], q dynamic pressure corresponding to an air speed of 42.7 ft/s ( 13 m/s), k limit hinge moment factor due to ground gust 1.40.Document Number: 1008D0122

Revision: C

Page 24 of 206 (b) In the absence of a more rational analysis, the load distribution on the movable control surface must be computed as varying linearly from zero at the hinge to a maximum value at the trailing edge.

(c) The Airship structure shall be designed to withstand the limit loads resulting from a 25 knot wind from dead astern or from any angle within a cone of 20° apex angle with its axis parallel to the longitudinal axis of the Airship while the Airship is parked.

GROUND LOADS

HCC.4 71 General

The limit ground loads in this Subpart are considered to be external loads that act upon the ACLS and supporting structure. In each specified ground load condition, the external loads must be placed in equilibrium with the linear and angular in ertia forces in a rational and conservative

manner.

HCC.473 Ground load conditions and assumptions

(a) The ground load requirements of this subpart must be complied with for the following

take

- off and landing conditions:

(1) During a level take

- off where the vehicle mass is W t and the vertical ACLS load is

1.5W sh

. W t is the maximum takeoff mass and W sh is the maximum design static heaviness.

(2) During a level landing with the ACLS in hover mode where the vehicle mass is W l and the vertical ACLS load is the greater of nW l or 1.5Wsh. W l is the maximum landing mass and n is the limit vertical inertia load factor at the C.G. of the airship selected under HCC.473(b).

(3) During a level landing with the ACLS in grip mode where t he vehicle mass is W l, the vehicle ground speed is at the grip mode landing limit in any direction, and the worst case vertical and horizontal ACLS loads are accounting for plenum suction, friction, and vehicle

inertia.

(b) The selected limit vertical iner tia load factor at the center of gravity of the Airship for the landing load conditions prescribed in this subpart may not be less than that which would be obtained when landing with an ACLS and the airship in heavy taxi/landing mode, at the

maximum descen t velocity expected to occur in service but may not be less than 3 ft/sec (0.914 m/sec). Proper consideration may be given to the distribution of the landing energy on the envelope and/or the surrounding structure. No allowance shall be made for dynamic lift throughout the landing impact. The limit vertical inertia load factor n represents the ratio of the externally applied vertical forces to the mass of the Airship.

(c) Energy absorption tests (to determine the limit load factor n corresponding to the required limit descent velocities) must be made under HCC.723(a).

(d) Except for Airships for which the structural flexibility effects are negligible , the effect of dynamic response of the structure must be covered by an analysis for the compl ete flight structure. The method of analysis must take into account at least the following elements:

(1) the structural flexibility including the ACLS and supporting structure;

(2) the aerodynamic conditions assumed to be constant, and;Document Number: 1008D0122

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Page 25 of 206 (3) an analytical model of the ACLS dynamic characteristics substantiated by an appropriate subscale test.

HCC.479 ACLS loading condition

The ACLS and supporting structure are considered to be subjected to the loads resulting from the takeoff and landing conditions as detailed in HCC.473(a). In determining the ground loads at the ACLS and affected support structure, the following apply:

(a) When investigating landing conditions, the drag components due to the ACLS must be properly combined with the corresponding instantaneous vertical ground reactions assuming an appropriate sliding coefficient of friction. The contact speed must be appropri ate to landing the Airship at the maximum selected forward landing speed.

(b) If the ACLS allows for landing in a sideslip condition, the ACLS and supporting structure must be designed to withstand the loads from a sideslip angle acting in the critical di rection with respect to the ACLS and supporting structure.

(c) Auxiliary landing gear and/or supporting structure (e.g. wheels mounted on tail fin or cargo bay) must be designed to withstand the loads resulting from expected service.

HCC.481 Mooring condi tions

The limit loads specified in this paragraph are considered to be external loads that act upon the Airship structure and mooring lines. The Airship must be designed for all loads arising from mooring under the conditions of Appendix A

, Table 4 (Symme trical and Unsymmetrical Mooring), and, separately, the loads arising on the moored Airship when operating one engine at maximum power. For these conditions, the Airship is considered in the landing configuration. In addition the following has to be shown:

(a) Reserved

(b) If tether points on the ground are used all values necessary for their design must be listed in the Ground Handling or Operating Manual. All static and dynamic loads must be determined considering the wind conditions to be expected durin g mooring. These values

must be published in the Airship Flight Manual. The determination by analytical means is only acceptable if a procedure is used warranting reliable results. Otherwise appropriate ground tests have to be performed. Loads provided to the Airship by other ground support equipment, such as a tail down retaining ring, lateral guidance equipment or maintenance platforms need to be considered;

(c) Reserved

(d) The investigation of service conditions must include validated field weather con ditions while the Airship is moored during various gust and ambient conditions.

(e) Limit loads must be established for load exchange phase of flight when cargo, fuel and ballast are exchanged with the Airship in a hovering mode wherein its position is or is not maintained by vectored thrust and/or tethering to the ground.Document Number: 1008D0122

Revision: C

Page 26 of 206 OTHER LOADS

HCC.505 Precipitation conditions

(a) The design shall be such that the stability and control of the Airship is unlikely to be critically affected by such ice accretion as may occur during flight in anticipated operating

conditions.

(b) It must be shown by analysis that snow layers and partially sliding snow areas do not result in structural damage and/or uncontrollable conditions during flight.

(c) Fine snow crystals pen etrating into the Airship through crevices and openings must not accumulate to an extent that renders mechanisms or other parts of the Airship inoperative.

(d) The limit load of precipitated snow on the parked Airship's surface must be established. A

sno w density of 31 lb/ft 3 should be used in determining the load limit.

HCC.507 Jacking loads

The Airship must be designed for loads developed when supported by jacks or suspended from the hangar ceiling. Jacking points for the cars or the keel and attachmen t points for hangar ceiling suspension must be identified. The maximum mass and configuration of the Airship structure that can be supported in this manner must be determined. Appropriate load factors must be applied in the design and substantiated.

HCC.5 09 Servicing access loads

(a) Parts of the structure that may be used for supporting personnel during the rigging procedure, loading/unloading, boarding/unboarding, inspection, maintenance or repair on the ground must have the limit load multiplied by a l oad factor of 1.35 in addition to the factor of safety.

(b) If the parts mentioned under (a) must support personnel for servicing access in flight the in flight n

- factors must be applied.

EMERGENCY LANDING CONDITIONS

HCC.561 General

(a) The Airship, including its propulsion system, although it may be damaged in emergency landing conditions, must be designed as prescribed in this paragraph to protect each occupant

under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when:

(1) proper use is made of seat belts provided for in the design for designated flight seats;

(2) the occupant experiences the ultimate inertia forces shown in Tab le 7 of the Appendix

A.Document Number: 1008D0122

Revision: C

Page 27 of 206 (3) A demonstration is completed showing the airship has a powered off descent rate less than or equal to 20 feet/second (1,200 ft/min) at no more than 25 knots forward velocity true airspeed ;

(4) An analysis is completed for the a irship design showing the descent rate in (3) with a 1.5 factor of safety cannot exceed the ultimate inertia forces shown in Table 7 of Appendix A for a minor crash landing.

(c) The supporting structure must be designed to restrain, under loads up to those specified in subparagraph (b)(2) of this paragraph, each item of mass that could injure an occupant if it came loose in a minor crash landing.

(d) In addition to c) the following apply:

(1) Engines and propellers which would pass through any part of the normal passenger or crew accommodation if they moved forward within a cone of 30° apex angle, the apex of the cone being at the engine c.g. and its axis parallel to the longitudinal axis of the Airship,

shall have attachments sufficient to withstand an ul timate acceleration of 6 g forwards as defined by the cone.

(2) In addition, each engine and propeller shall be secured in a manner which will ensure that it will not pass through such accommodation when subject to any combination of

forward acceleration up to 6 g and downward acceleration up to 6 g.

FATIGUE EVALUATION

HCC.571 General

The structure must be designed, as far as practical, to avoid points of stress concentration where cyclic stresses above the fatigue limit are likely to occur in normal se rvice. An evaluation of the strength, detail design, and fabrication must show that catastrophic failure due to fatigue, corrosion, or accidental damage, will be avoided throughout the operational life of the Airship.

This evaluation must be conducted in a ccordance with the provisions of subparagraphs (a)(1), (b) and (d) of HCC.573, except as specified in subparagraph (a)(2) of this HCC.573, for each part of the structure which could contribute to a catastrophic failure (such as, but not limited to, envelop e or structure, the failure of which could affect buoyancy and dynamic lift, structure supporting aerodynamic form of envelope, empennage, control surfaces and their systems, the car or keel, cabin and cargo system structure, engine mounting, ACLS or devi ce and their related primary attachments). For turbopropeller powered Airships those parts which could contribute to a catastrophic failure must also be evaluated under HCC.573(c). In addition, the following apply:

(a) Each evaluation required by this para graph must include:

(1) The typical loading spectra, temperatures, humidity and corrosive and degrading agents expected in service;

(2) The identification of principal structural elements and detail design points, the failure

of which could cause catastr ophic failure of the Airship; and

(3) An analysis, supported by test evidence, of the principal structural elements and detail design points identified in HCC.573(a)(2).Document Number: 1008D0122

Revision: C

Page 28 of 206 (b) The service history of Airships of similar structural design, taking due account of differences in operating conditions and procedures, may be used in the evaluations required by this paragraph.

(c) Based on the evaluations required by this paragraph, inspections or other procedures must be established as necessary to prevent catastr ophic failure, (such as, but not limited to, envelope or structure, the failure of which could affect buoyancy and dynamic lift, structure supporting aerodynamic form of envelope, empennage, control surfaces and their systems, the car or keel, cabin and ca rgo system structure, engine mounting, ACLS or device and their related primary attachments), and must be included in the "Airworthiness Limitations Section of the Instructions for Continued Airworthiness" required by HCC.1529.

(d) Reserved

(e) Damage

- tol erance (discrete source) evaluation.

The Airship must be capable of successfully completing a flight during which likely structural damage occurs as a result of:

(1) Impact with a 10 pound (4.5 kg ) bird (see HCC.631);

(2) Uncontained fan blade impact;

(3) Uncontained engine failure; or

(4) Uncontained high energy rotating machinery failure. The damaged structure must be able to withstand the static loads (considered as ultimate loads) which are reasonably expected to occur on the flight. Dynamic effec ts on these static loads need not be considered. Corrective action to be taken by the pilot following the incident, such as limiting maneuvers, avoiding turbulence, and reducing speed, must be considered. If significant changes in structural stiffness or g eometry, or both, follow from a structural failure or partial failure, the effect on damage tolerance must be further investigated.

HCC.573 Damage tolerance and fatigue evaluation

(a) Metallic structures:

(1) Damage

- tolerance (fail

- safe) evaluation: the evaluation must include a determination of the probable locations and modes of damage due to fatigue, corrosion, or accidental damage. The determination must be shown by analysis supported by test evidence and (if available) service experience. Damage at multiple sites due to prior fatigue exposure must be included where the design is such that this type of damage can be expected to occur. The evaluation must incorporate repeated load and static analysis supported by test evidence. The extent of damage for residual strength evaluation at any time within the operational life must be consistent with the initial detectability and subsequent growth under repeated loads. The residual strength evaluation must show that the remaining

structure is able to withstand loads (considered as static ultimate loads) corresponding to the following conditions:

(i) The limit symmetrical maneuvering conditions specified in HCC.333 up to V H

.

(ii) The limit gust conditions specified in HCC.341 at the specified speeds up to V HDocument Number: 1008D0122

Revision: C

Page 29 of 206 ( iii)The limit asymmetrical conditions specified in HCC.367 at speeds up to V H

(iv)The limit yaw maneuvering conditions specified in HCC.333 at the specified speeds up to V H

.

(v) For ACLS and directly

- affected airframe structure, the limit ground loading

c onditions specified in HCC.473, 479 and 481 will apply. If significant changes in structural stiffness or geometry, or both, follow from a structural failure, or partial failure, the effect on damage tolerance must be further investigated. The residual

s trength requirements of this subparagraph (a) apply, where the critical damage is not readily detectable. On the other hand, in the case of damage which is readily detectable within a short period, smaller loads than those of subparagraphs (1)(i) to (1)(v ) inclusive may be used by agreement with the Administrator

. A probability approach may be used in these latter assessments, substantiating that catastrophic failure is extremely improbable

. (2) Fatigue (safe

- life) evaluation: Compliance with the damage

- tolerance requirements of subparagraph (1) of this HCC.573 (a) is not required if it is established for the product that their application for particular structure is impractical. This structure must be shown by analysis, support ed by test evidence, to be able to withstand the repeated loads of variable magnitude expected during its service life without detectable cracks. Appropriate safe

- life scatter factors must be applied.

(b) Non

- metallic structures: composite airframe struct ures must be evaluated under this subparagraph instead of HCC.573 (a). The applicant must evaluate the composite airframe structure, the failure of which would result in catastrophic loss of the Airship, in each structure related to buoyancy and static lif t, empennage, their carry through and attaching structure, movable control surfaces and their attaching structure, car or keel, cabin, cargo system, engine mounting, ACLS and their related primary structures, using the damage

tolerance criteria prescribed in subparagraphs (1) to (4) of this paragraph unless shown to be impractical. If the applicant establishes that damage

- tolerance criteria are impractical for a particular structure, the structure must be evaluated in accordance with subparagraphs (1) and ( 6) of this paragraph. Where bonded joints are used, the structure must also be evaluated in accordance with subparagraph (5) of this paragraph. The effects of material variability and environmental conditions on the strength and durability properties of th e composite materials must be accounted for in the evaluations required by this paragraph.

(1) It must be demonstrated by test, or by analysis supported by tests or, if available, service experience that the structure is capable of carrying ultimate load w ith damage up to the threshold of detectability of the inspection procedures employed.

(2) The growth rate or no

- growth of damage that may occur from fatigue, corrosion, manufacturing flaws or impact damage under repeated loads expected in service, must b e established by tests or analysis supported by tests.

(3) The structure must be shown by residual strength tests, or analysis supported by residual strength tests, to be able to withstand critical limit flight loads (considered as ultimate loads) with th e extent of detectable damage consistent with the results of the damage tolerance evaluations.Document Number: 1008D0122

Revision: C

Page 30 of 206 (4) The damage growth, between initial detectability and the value selected for residual strength demonstrations, factored to obtain inspection intervals, must allow development of an inspection program suitable for application by operation and maintenance personnel.

(5) The limit load capacity of each bonded joint, the failure of which would result in catastrophic loss of the Airship, must be substantiated by on e of the following methods:

(i) The maximum disbonds of each bonded joint consistent with the capability to withstand the loads in subparagraph (3) of this paragraph must be determined by analysis, tests, or both. Disbonds of each bonded joint greater tha n this must be prevented by design features; or

(ii) Proof testing must be conducted on each production article that will apply the critical limit design load to each critical bonded joint; or

(iii) Repeatable and reliable non

- destructive inspection techn iques must be established which assure the strength of each joint.

(6) Structural components for which the damage tolerance method is shown to be impractical must be shown by component fatigue tests or analysis supported by tests to be

able to withstand t he repeated loads of variable magnitude expected in service. Sufficient component, sub

- component, element, or coupon tests must be done to establish the fatigue scatter factor and the environmental effects. Damage up to the threshold of detectability

and u ltimate load residual strength capability must be considered in the demonstration.

(c) Sonic fatigue strength: it must be shown by analysis, supported by test evidence, or by the service history of Airships of similar structural design and sonic excitatio n environment, that:

(1) Sonic fatigue cracks are not probable in any part of the flight structure subject to sonic excitation; or:

(2) Catastrophic failure caused by sonic cracks is not probable assuming that the loads prescribed in subparagraph (a)(1) of this paragraph are applied to all areas affected by

those cracks.

(d) Damage

- tolerance (discrete source) evaluation: the Airship must be capable of continuing safe flight and landing after likely single structural damage occurs during a flight as a res ult of separately either one of:

(1) Lightning (see also HCC.581)

(2) Icing

(3) Hail

(4) Propeller and uncontained fan blade impact,

(5) Uncontained engine failure,

(6) Uncontained high energy rotating machinery failure

(7) Whiplashing of cables breaking under loadDocument Number: 1008D0122

Revision: C

Page 31 of 206 (8) The damaged structure must be able to withstand the static loads (considered as ultimate loads) which are reasonably expected to occur at the time of the occurrence and during the completion of the flight. Dynamic effects on these static loads need not be considered. Corrective action to be taken by the pilot following the incident, such as limiting maneuvers, avoiding turbulence, and reducing speed, may be considered. If significant changes in structural s tiffness or geometry, or both, follow from a structural failure or partial failure, the effect on damage tolerance must be further investigated.

LIGHTNING PROTECTION

HCC.581 Lightning protection

a) The Airship must be protected against catastrophic effe cts from lightning.

b) For metallic components, compliance with subparagraph (a) of this paragraph may be shown by bonding the components properly to the airframe.

c) For non

- metallic components, compliance with subparagraph (a) of this paragraph may be

s hown by incorporating acceptable means of diverting the resulting electrical current.

d) All components should be designed to minimize the effects of a strike such, that a strike will not endanger the Airship.Document Number: 1008D0122

Revision: C

Page 32 of 206 

### Subpart D

- Design and Construction

GENERAL

HCC.601 General

The Airship may not have design features or details that experience has shown to be hazardous or unreliable. The suitability of each questionable design detail and part having an important bearing on safety must be established by tests.

HCC.603 Materials

The suitability and durability of materials used for parts, the failure of which could adversely affect safety, must be established on the basis of experience or test. In addition, the materials must conform to approved specifications ( such as industry or military specifications, or Technical Standard Orders) that ensure their having the strength and other properties assumed in the design data; and take into account the effects of environmental conditions, such as temperature, UV

- light a nd humidity, expected in service.

HCC.605 Fabrication methods

(a) The methods of fabrication used must produce a consistently sound structure. If a fabrication process (such as gluing, spot welding, or heat treating) requires close control to

reach this objective, the process must be performed under an approved process specification.

(b) Each new Airship fabrication method must be substantiated by a test program.

HCC.607 Fasteners

(a) Each removable bolt, screw, nut, pin or other removable fastener must incorporate two separate locking devices if:

(1) its loss could preclude continued flight and landing within the design limitations of the Airship using normal pilot skill and strength; or

(2) its loss could result in reduction in pitch or yaw control capability or response below that required by Subpart B of this HCC.

(b) The fasteners specified in subparagraph (a) of this paragraph and their locking devices may not be adversely affected by the e nvironmental conditions associated with the particular

installation.

(c) No self

- locking nut may be used on any bolt subject to rotation in operation unless a non

friction locking device is used in addition to the self

- locking device.

HCC.609 Protection of structure

Each part of the Airship structure must:

(a) be suitably protected against deterioration or loss of strength in service due to any cause, including:

(1) Weathering;

(2) Corrosion; and

(3) AbrasionDocument Number: 1008D0122

Revision: C

Page 33 of 206 (b) have adequate provisions for ventila tion and drainage where necessary for protection against the hazards listed at subparagraphs (a)(1) and (a)(2).

HCC.611 Accessibility provisions

Means must be provided to allow inspection (including inspection of principal structural elements, control sy stems, envelope and ballonets, gas cells), replacement of parts normally requiring replacement, adjustment, and lubrication as necessary for continued airworthiness. The inspection means for each item must be practicable for the inspection interval for the item. Non

destructive inspection aids may be used to inspect structural elements where it is impracticable to provide means for direct visual inspection if it is shown that the inspection is effective and the inspection procedures are specified in the mai ntenance manual required by HCC.1529.

HCC.613 Material strength properties and design values

(a) Material strength properties must be based on enough tests of material meeting specifications to establish design values on a statistical basis.

(b) The des ign values must be chosen to minimize the probability of structural failure due to material variability. Except as provided in subparagraph (e) of this paragraph, compliance with this subparagraph must be shown by selecting design values which assure mater ial strength with the following probability:

(1) Where applied loads are eventually distributed through a single member within an assembly, the failure of which would result in loss of structural integrity of the component; 99% probability with 95% confid ence.

(2) For redundant structure, in which the failure of individual elements would result in applied loads being safely distributed to other load carrying members; 90% probability

with 95% confidence.

(c) The effects of temperature on allowable stresse s used for design in an essential component or structure must be considered where thermal effects are significant under normal operating

conditions.

Accumulation of humidity in composite parts and ageing of fabric materials under UV light

have to be take n into account for the same reason.

(d) The strength, detail design, and fabrication of the structure must minimize the probability of disastrous fatigue failure, particularly at points of stress concentration.

(e) Greater design values may be used if a " premium selection" of the material is made in which a specimen of each individual item is tested before use to determine that the actual strength properties of that particular item will equal or exceed those used in design.

HCC.619 Special factors

The fa ctor of safety prescribed in HCC.303 must be multiplied by the highest pertinent special factors of safety determined in HCC.621 through 628 for each part of the structure, the strength

of which is:

(a) Uncertain; or

(b) Likely to deteriorate in service before normal replacement; orDocument Number: 1008D0122

Revision: C

Page 34 of 206 (c) Subject to appreciable variability because of uncertainties in manufacturing processes or inspection methods.

HCC.621 Casting factors

(a) General. The factors, tests, and inspections specified in paragraphs (b) through (d) of this section must be applied in addition to those necessary to establish foundry quality control. The inspections must meet approved specifications. Paragraphs (c) and (d) of this section apply to any structural castings except castings that are pre ssure tested as parts of hydraulic or other fluid systems and do not support structural loads.

(b) Bearing stresses and surfaces. The casting factors specified in paragraphs (c) and (d) of

this section

— (1) Need not exceed 1.25 with respect to bearing str esses regardless of the method of inspection used; and

(2) Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor.

(c) Critical castings. For each casting whose failure would preclu de continued safe flight and landing of the airship or result in serious injury to occupants, the following apply:

(1) Each critical casting must

—

(i) Have a casting factor of not less than 1.25; and

(ii) Receive 100 percent inspection by visual, radiograp hic, and magnetic particle or penetrant inspection methods or approved equivalent nondestructive inspection

methods.

(2) For each critical casting with a casting factor less than 1.50, three sample castings must

be static tested and shown to meet

—

(i) The strength requirements of HCC .305 at an ultimate load corresponding to a casting factor of 1.25; and

(ii) The deformation requirements of HCC .305 at a load of 1.15 times the limit load.

(3) Examples of these castings are structural attachment fittings, par ts of flight control systems, control surface hinges and balance weight attachments, seat, berth, safety belt, and fuel and oil tank supports and attachments, and cabin pressure valves.

(d) Noncritical castings. For each casting other than those specified in paragraph (c) of this section, the following apply:

(1) Except as provided in paragraphs (d)(2) and (3) of this section, the casting factors and corresponding inspections must meet the following table:Document Number: 1008D0122

Revision: C

Page 35 of 206 Casting factor Inspection

2.0 or more 100 percent visual.

Less than 2.0 but

more than 1.5 100 percent visual, and magnetic particle or penetrant or

equivalent nondestructive inspection methods. 1.25 through 1.50 100 percent visual, magnetic particle or penetrant, and

radiographic, or approved eq uivalent nondestructive inspection methods.

(2) The percentage of castings inspected by nonvisual methods may be reduced below that specified in paragraph (d)(1) of this section when an approved quality control procedure is

established.

(3) For castings p rocured to a specification that guarantees the mechanical properties of the material in the casting and provides for demonstration of these properties by test of coupons cut from the castings on a sampling basis

—

(i) A casting factor of 1.0 may be used; a nd

(ii) The castings must be inspected as provided in paragraph (d)(1) of this section for casting factors of “1.25 through 1.50” and tested under paragraph (c)(2) of this section.

HCC.623 Bearing factors

(a) Except as provided in subparagraph (b) of this paragraph, each part that has clearance (free fit), and that is subject to pounding or vibration, must have a bearing factor large enough to provide for the effects of normal relative motion.

(b) No beari ng factor need be used for a part for which any larger special factor is prescribed

HCC.625 Fitting factors

For each fitting (a part or terminal used to join one structural member to another), the following apply.

(a) For each fitting, the strength of w hich, is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures, a fitting factor of at least 1.15 must be applied to each part of

(1) The fitting;

(2) The means of attachment , and,

(3) The bearing on the joined members.

(b) No fitting factor needs to be used for joints made under approved practices and based on comprehensive test data (such as continuous joints in metal plating, welded joints, and scarf joints in wood).

(c) For each integral fitting, the part must be treated as a fitting up to the point at which the section properties become typical of the member.

(d) For each designated flight seat, berth and safety belt and harness, its attachment to the

structure must be shown, by analysis, tests or both, to be able to withstand the inertia forces prescribed in HCC.561 multiplied by a fitting factor of 1.33.Document Number: 1008D0122

Revision: C

Page 36 of 206 HCC.628 Rope, wire, cable and chain factors

(a) For tethers and mooring ropes, wires or cables that are not pass ed through pulleys, the following factors apply for limit loads:

(1) 3 for calculated breaking strength;

(2) 2.5 for breaking strength established by tests.

(b) For ropes, wires or cables of hoists and winches etc. the factors must be established in

accord ance with HCC. 603. Load collectives and kinds of operation are to be considered.

(c) For ropes, wires or cables which are stressed at low level as shown by calculation and for which the factors are not established in (b), a factor of 3.4 against tested ultimate load applies.

HCC.631 Birdstrike

If V H is greater than 100 kts, the Airship must be designed to assure capability of continued safe flight and landing after impact with a 10 pound (4.5 kg ) bird, when the velocity of the Airship (relative to the b ird along the flight path of the Airship) is equal to V H . Compliance may be shown by analysis based on tests carried out on sufficiently representative structures of similar design.

CONTROL SURFACES

HCC.651 Proof of strength

(a) Limit load tests of contr ol surfaces are required. These tests must include the horn or fitting to which the control system is attached.

(b) Compliance with the special factors requirements of HCC.619 through HCC.628 and HCC.657 for control surface hinges must be shown by analysi s or individual load tests.

(c) In structural analyses, rigging loads due to wire bracing must be accounted for in a rational

or conservative manner.

HCC.655 Installation

(a) Movable tail surfaces must be installed so that there is no interference betwe en any surfaces or their bracing when one surface is held in its extreme position and the others are operated through their full angular movement.

(b) If an adjustable stabilizer is used, it must have stops that will limit its range of travel to that allowing safe flight and landing.

HCC.657 Hinges

(a) Control surface hinges, except ball and roller bearing hinges, must have a factor of safety

of no t less than 6.67 with respect to the ultimate bearing strength of the softest material used as a bearing.

(b) For ball or roller bearing hinges, the approved rating of the bearing may not be exceeded.

(c) Hinges must have enough strength and rigidity for loads parallel to the hinge line.Document Number: 1008D0122

Revision: C

Page 37 of 206 HCC.659 Mass balance

The supporting structure and the attachment of concentrated mass balance mass used on control surfaces must be designed for

(a) 24 g normal to the plane of the control surface;

(b) 12 g fore and aft;

(c) 12 g parallel to the hinge line.

CONTROL SYSTEMS

HCC.671 General

(a) Each control and control system must operate with ease, smoothness and positiv e ne s s appropriate to its functions.

(b) Controls must be arranged and identified to provide for convenience in operation and to prevent the possibility of confusion and subsequent inadvertent operation.

(c) The airship must be shown by analysis, test, or both, to be capable of continued safe flight and landing after any of the following failures or jamming in the flight control system and surfaces (including trim, lift, drag and artificial feel systems) within the normal flight envelope, without requiring exceptional piloting skill or strength. Probable malfunctions must have only minor effects on a irship operation and must be capable of being readily counteracted by the pilot:

(1) Any single failure not shown to be extremely improbable, excluding jamming, (for example, disconnection or failure of mechanical elements, or structural failure of hydra ulic components, such as actuators, control spool housing, and valves).

(2) Any combination of failures not shown to be extremely improbable, excluding jamming (for example dual electrical or hydraulic system failures, or any single failure in

combination with any probable hydraulic or electrical failure).

(3) Any jam in a control position normally encountered during cargo loading/unloading, passenger boarding/unboarding, take

- off, climb, cruise, normal turns, descent and landing unless the jam is shown to be extremely improbable or can be alleviated. A runaway of a flight control to an adverse position and jam must be accounted for if such runaway and subsequent jamming is not extremely improbable.

(d) As required by HCC.143 the Airship must be capable of maintaining a statically stable

condition and have sufficient control of attitude and altitude to allow a safe descent if all propulsive engines fail. Compliance with this requirement may be shown by analysis where

that method has been shown to be reliabl e.

(e) Components of the gas and air system, and control surfaces, including valves, mechanisms, cables, actuators, hinges, bearings and any other related moving component of these systems, will be shown to operate normally in the environmental conditions requested for operation, this could include but not limited to rain, frost, icing and dust in the extreme that is possible to be encountered in operation.Document Number: 1008D0122

Revision: C

Page 38 of 206 HCC.672 Stability augmentation and automatic and power

- operated systems

If the functioning of stab ility augmentation or other automatic or power

- operated system is necessary to show compliance with flight characteristics requirements, the system must comply with HCC.671 and the following:

(a) A warning which is clearly distinguishable to the pilot under expected flight conditions must be provided for any failure in the stability augmentation system or in any other automatic or power

- operated system which could result in an unsafe condition if the pilot is unaware of the failure. Warning systems mus t not activate the control systems.

(b) The design of the stability augmentation system or of any other automatic or power

operated system must allow initial counteraction of failures without requiring exceptional pilot skill or strength, by overriding the failure by moving the flight controls in the normal sense, and by deactivating the failed system.

(c) It must be shown that after any single failure of the stability augmentation system or any other automatic or power

- operated system:

(1) The Airship is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations; and:

(2) The controllability and maneuverability requirements are met within a practical operational flight envelope (for examp le, speed, altitude and normal acceleration configurations) which is described in the Airship Flight Manual

. HCC.675 Stops

(a) Each control system must have stops that positively limit the range of motion of each movable aerodynamic surface controlled by the system.

(b) Each stop must be located so that wear, slackness, or take

- up adjustments will not adversely affect the control characteristics of the Airship because of a change in the range of

surface travel.

(c) Each stop must be able to withstand any loads corresponding to the design conditions for the control system.

HCC.677 Trim Systems

(a) Trim systems include ballonets, ballast transfer, trim tabs on aerodynamic control surfaces or any other system which directly affects the long

- term, in

- flight , attitude of the Airship. Proper precautions must be taken to prevent inadvertent, improper, or abrupt trim operation.

(b) Static trim

(1) When ballonets are used for trimming, the pilot must have means for determining the

fullness of all ballonets. In addition a means in accordance with HCC.1322 must be provided, alerting if the ballonets are completely empty or full. There must be means to

determine the intermediate conditions of the ballonets.

(2) When ballast transfer is used for trimming, the pilot must be capable of determining any intermediate condition of the ballast transfer system.

(c) Aerodynamic trim:Document Number: 1008D0122

Revision: C

Page 39 of 206 (1) When trim tabs are used, there must be means near the trim control to indicate to the pilot the direction of trim control movement relativ e to Airship motion. In addition, there must be means to indicate to the pilot the position of the trim device with respect to the range of adjustment. This means must be visible to the pilot and must be located and designed to prevent confusion.

(2) Tab controls must be irreversible unless the tab is properly balanced and has no unsafe flutter characteristics. Irreversible tab systems must have adequate rigidity and reliability in the portion of the system from the tab to the attachment of the irreversibl e unit to the Airship structure.

HCC.679 Control system gust locks

If there is a device to prevent damage to the control surfaces (including tabs), and to the control system, from gusts striking the Airship while it is on the ground and moored and if the device, when engaged, prevents normal operation of the control surfaces by the pilot, it must:

(a) Give unmistakable warning to the pilot when the lock is engaged;

(b) Prevent the lock from inadvertently engaging in flight.

HCC.681 Limit load static tes ts

(a) Compliance with the limit load requirements of this HCC must be shown by tests in

which:

(1) The direction of the test loads produces the most severe loading in the control system, and;

(2) Each fitting, pulley, and bracket used in attaching the system to the main structure is

included.

(b) Compliance must be shown (by analysis or individual load tests) with the special factor requirements for control system joints subject to angular motion.

HCC.683 Operation tests

(a) It must be shown by operation tests that, when the controls are operated from the crew compartment or another control station with the system loaded as prescribed in subparagraph (b) of this paragraph, the system is free from:

(1) Jamming;

(2) Excess ive friction;

(3) Excessive deflection.

(b) The prescribed test loads are:

(1) For the entire system, loads corresponding to the limit airloads on the appropriate surface, or the limit pilot forces, whichever are less;

(2) For secondary controls, loads not less than those corresponding to the maximum pilot

effort established under HCC.405.Document Number: 1008D0122

Revision: C

Page 40 of 206 HCC.685 Control system details

(a) Each detail of each control system must be designed and installed to prevent jamming, chafing, and interference from cargo, passe ngers, loose objects, or the freezing of moisture.

(b) There must be means to prevent the entry of foreign objects into places where they would jam a control system.

(c) There must be means to prevent the rubbing of cables or tubes against other parts.

(d) Each element of a control system must have design features, or, where impractical, must be distinctively and permanently marked, to minimize the possibility of incorrect assembly that could result in malfunctioning of the control system.

HCC.693 Joints

Control system joints (in push

- pull systems) that are subject to angular motion, except those in ball and roller bearing systems, must have a special factor of safety of not less than 3.33 with respect to the ultimate bearing strength of the softest mate rial used as a bearing. This factor may be reduced to 2.0 for joints in cable control systems. For ball or roller bearings, the approved ratings may not be exceeded.

HCC.697 Lift and Drag Devices, Controls

Each lift and drag device control must be designed and located to make inadvertent operation improbable. Lift and drag devices intended for ground operation only must have means to prevent the inadvertent operation of their controls in flight if that operation could be hazardous.

HCC.699 Lift and Drag Device Indicator

Lift and drag devices (other than flaps and leading edge devices) must have a device to warn the pilot that the control is operated, unless it is demonstrated that operation of the control is not

hazardous.

AIR CUSHION LANDING SYSTEM (ACLS)

HCC.721 General

(a) For Hybrid Airships equipped with ACLS and designed for running takeoff and landing the requirements of this subparagraph and HCC.723 for the ACLS apply:

(1) The main ACLS must be designed so that if it fails due to overloads during takeoff and landing the failure mode is not likely to cause the spillage of enough fuel from any part of the fuel system to constitute a fire hazard.

(2) Each Airship must be designed so that, with the Airship under control, it can be landed

with an y one or more ACLS pad not extended without sustaining a structural component failure that is likely to cause the spillage of enough fuel to constitute a fire hazard.

(b) Compliance with the provisions of this paragraph may be shown by analysis or tests, o r both.Document Number: 1008D0122

Revision: C

Page 41 of 206 HCC.723 Shock absorption tests

(a) The ACLS dynamic characteristics used for design must be validated by energy absorption tests. The dynamic characteristics must be substantiated for the range of landing conditions, Airship configurations, and service variations expected in operation.

(1) The configurations subjected to energy absorption tests must include at least the maximum static landing weight or the maximum static takeoff weight, whichever produces the greater value of landing impact en ergy.

(2) The test attitude of the ACLS unit and the application of appropriate drag loads during the test must simulate the Airship landing conditions in a manner consistent with the development of rational or conservative limit loads.

(3) Changes in prev iously approved design weights and minor changes in design may be substantiated by analysis based on previous tests conducted on the same basic ACLS that has similar energy absorption characteristics.

(b) The ACLS must not fail, but may yield, in the test showing its reserve energy absorption capacity, simulating a descent velocity of 1.2 times the limit descent velocity. The elastic behavior of the Airship may be taken into account.

HCC.729 Retraction mechanism

(a) General: for Hybrid Airships designed fo r running take-off and landing and equipped with retractable ACLS, the following apply.

(1) Each ACLS retracting mechanism and its supporting structure must be designed for maximum flight

- load factors with the pad retracted and must be designed for the

com bination of friction, inertia, and air loads, occurring during retraction at any airspeed up to V LO , selected for the product;

(2) The ACLS and retracting mechanism must withstand flight loads, including loads resulting from all yawing conditions specified in the structure subpart with the ACLS extended at any speed up to V LO

. (b) Emergency operation: unless it can be demonstrated that a safe landing can be made with the pads retracted, there must be a means to extend the ACLS in the event of either:

(1) An y reasonably probable failure in the normal ACLS operation system; or

(2) Any reasonably probable failure in a power source that would prevent the operation of the normal ACLS operation system.

(c) Operation al test: the proper functioning of the retracting mechanism must be shown by operation al tests.

(d) Position indicator: there must be a ACLS position indicator (as well as necessary devices to actuate the indicator) or other means to inform the pilot that the ACLS is secured in the extended (or retracted ) position. If switches are used, they must be located and coupled to the ACLS pneumatic system in a manner that prevents an erroneous indication of fully deployed if the ACLS is not in the fully deployed position, or retracted if the ACLS is not in the fu lly retracted position. The switches must be of a type and location which cannot be affected by the freezing of atmospheric water vapor on to the switch system.Document Number: 1008D0122

Revision: C

Page 42 of 206 (e) ACLS warning: an aural or equally effective device that functions continuously when the

ACL S is not fully deployed and the altitude of the Airship is less than 100 ft above ground level. If the altitude sensor portion of the warning system fails, the warning system must be designed to activate until the ACLS is fully deployed.

(f) If the ACLS re traction system uses a cable system:

(1) Each cable, cable fitting, turnbuckle, splice, and pulley use in ACLS retraction system must be approved. In addition:

(i) No cable smaller than 0.125 in ( 3.2 mm) diameter may be used in the retraction system; and

(ii) Each cable system must be designed so that there will be no hazardous change in cable tension throughout the range of travel under operating conditions and temperature

variations.

(2) Each kind and size of pulley must correspond to the cable with whi ch it is used. Pulleys and sprockets must have closely fitted guards to prevent the cables and chains from being displaced or fouled. Each pulley must lie in the plane passing through the cable so that the cable does not rub against the pulley flange.

(3) Fairleads must be installed so that they do not cause a change in cable direction of more than three degrees.

(4) Clevis pins subject to load or motion and retained only by cotter pins may not be used in the retraction system.

(5) Turnbuckles must be atta ched to parts having angular motion in a manner that will positively prevent binding throughout the range of travel.

(6) There must be provisions for visual inspection of fairleads, pulleys, terminals, and

turnbuckles.

PERSONNEL AND CARGO ACCOMMODATIONS

H CC.771 Pilot compartment

(a) The compartment and its equipment must allow each pilot to perform his duties without unreasonable concentration or fatigue;

(b) Where the flight crew is separated from the passengers there must be means for

communication bet ween flight crew and the passengers;

(c) The combined probability of propeller failure and time a propeller could be positioned where its spin plane is +/

- 5 degrees to the controls referenced in HCC.779 (excluding cables and control rods) or minimum flig ht crew (established under HCC.1523) is extremely improbable (and when in the non

- transition positions for vectored thrust).

(d) If provision is made for a second pilot, the Airship must be controllable with equal safety from either pilot seat.

(e) Th e pilot compartment must be constructed so that, when flying in rain or snow, it will not

leak in a manner that will distract the crew or harm the structure.Document Number: 1008D0122

Revision: C

Page 43 of 206 (f) Vibration and noise characteristics of the flightdeck equipment may not interfere with safe

o peration of the Airship.

HCC.772 Flight crew compartment doors

Reserved

HCC.773 Pilot compartment view

(a) Non

- precipitation conditions: for non

- precipitation conditions, the following apply:

(1) Each pilot compartment must be arranged to give the pilots a sufficiently extensive, clear, and undistorted view, to enable them to safely perform any maneuvers within the operating limitations of the Airship, including ground maneuvering, takeoff, approach and landing.

(2) Each pilot compartment must be free of glare and reflection that could interfere with the normal duties. This must be shown in day and night flight tests under non

- precipitation

conditions.

(b) Precipitation conditions: for precipitation conditions, the following apply:

(1) The Airship must h ave a means to maintain a clear portion of the windshield during precipitation conditions, sufficient for the crew to have a sufficiently extensive view along the flight path in normal flight attitudes of the Airship. This means must be designed to

functio n, without continuous attention on the part of the crew, in:

(i) Heavy rain at speeds up to V H

(ii) The icing conditions specified in HCC.1419 if certification with ice protection provisions is requested.

(2) No single failure of the systems used to pro vide the view required by sub

- paragraph (b)(1) of this paragraph must cause the loss of that view by the crew in the specified precipitation conditions.

(3) The pilot must have a window that is openable under the conditions prescribed in sub

paragraph (b) (1) of this paragraph and gives sufficient protection from the elements against impairment of the pilot's vision;

(c) Internal windshield and window fogging: the Airship must have a means to prevent fogging to the internal portions of the windshield and w indow panels over an area which would provide the visibility specified in sub

- paragraph (a) of this paragraph under all internal and external ambient conditions, including precipitation conditions, in which the Airship is intended to be operated.

(d) On A irships designed for running takeoff and landing fixed markers or other guides must be installed at each pilot station to enable the pilots to position themselves in their seats for an optimum combination of outside visibility and instrument scan. If light ed markers or guides are used they must comply with the requirements specified in HCC.1381.

HCC.775 Windshields and windows

(a) Windshields and windows must be made of non

- splintering material.Document Number: 1008D0122

Revision: C

Page 44 of 206 (b) Windshields and windows must have a luminous transmittance value of not less than 70%

when used for:

(1) Operating crews view when seated in the normal flight position

(2) Propeller and empennage inspection during flight

(3) Loading or unloading

(4 ) Mooring

(5) Rigging

(c) An openable window at the pilot and co

- pilot station must be provided.

HCC.777 Cockpit controls

(a) Each cockpit control must be located and (except where its function is obvious) identified to provide convenient operation and to prevent confusion and inadvertent operation.

(b) Controls must be located and arranged so that the crew members, when seated and wearing harness, have full and unrestricted movement of each control without interference.

(c) Identical engine and thrust er controls for each engine/thruster must be located to prevent confusion as to the engines/thrusters they control. Grouped controls per engine/thruster must be clearly distinguishable and recognizable by size, shape and color.

(d) On Airships designed fo r running takeoff and landing, the ACLS control must be located

forward of the throttles.

(e) Identical controls for gas (cells), ballast, ballonets and fuel must be located and arranged so that the pilot can see and reach it without moving any seat or pr imary flight control.

(f) All control knobs for a particular function must be so shaped and colored that there is a clear contrast with control knobs for a different function and with the surrounding flight deck.

Control knobs that are utilized for the s ame functions as utilized for airplanes will comply with the shape and color provisions of 14 CFR parts 23.777(g) and 25.781.

HCC.779 Motion and effect of cockpit controls

Cockpit controls must be designed so that they operate in accordance with the movem ent and actuation in Table 9 of Appendix A. Wherever practicable, the sense of motion involved in the operation of other controls must correspond to the sense of the effect of the operation upon the Airship or upon the part operated.

HCC.783 Doors

(a) Ea ch closed cabin with passenger accommodations must have at least one adequate and easily accessible external door.

(b) Passenger doors must not be located with respect to any propeller disk or any other potential hazard so as to endanger persons using the door.

(c) Each external passenger or crew door must comply with the following requirements:

(1) There must be a means to lock and safeguard the door against inadvertent opening during flight by persons, by cargo, or as a result of mechanical failure.Document Number: 1008D0122

Revision: C

Page 45 of 206 (2) T he door must be openable from the inside and the outside when the internal locking mechanism is in the locked position.

(3) There must be a means of opening which is simple and obvious and is arranged and

marked inside and outside so that the door can be r eadily located, unlocked, and opened,

even in darkness.

(4) The door must meet the marking requirements of HCC.811.

(5) The door must be reasonably free from jamming as a result of fuselage deformation in an emergency landing.

(6) Auxiliary locking devices that are actuated externally to the air ship may be used but such devices must be overridden by the normal internal opening means.

(d) In addition, each external passenger or crew door, for airships having a seating capacity of 19 or less excluding pilots

, must comply with the following requirements:

(1) Each door must be openable from both the inside and outside, even though persons may be crowded against the door on the inside of the air ship

. (2) If inward opening doors are used, there must be a means to prevent occupants from crowding against the door to the extent that would interfere with opening the door.

(3) Auxiliary locking devices may be used.

(e) Each external door for airships having a seating capacity of 19 or less excluding pilots

, must comply with the following requirements:

(1) There must be a means to lock and safeguard each external door, including cargo and service type doors, against inadvertent opening in flight, by persons, by cargo, or as a

result of mechanical failure or failure of a s ingle structural element, either during or after

closure.

(2) There must be a provision for direct visual inspection of the locking mechanism to determine if the external door, for which the initial opening movement is not inward, is fully closed and locke d. The provisions must be discernible, under operating lighting conditions, by a crewmember using a flashlight or an equivalent lighting source.

(3) There must be a visual warning means to signal a flight crewmember if the external door is not fully close d and locked. The means must be designed so that any failure, or combination of failures, that would result in an erroneous closed and locked indication is improbable for doors for which the initial opening movement is not inward.

(f) In addition, for ai rships having a seating capacity of 19 or less excluding pilots , the following requirements apply:

(1) Each passenger entry door must qualify as a floor level emergency exit. This exit must have a rectangular opening of not less than 24 inches wide by 48 i nches high, with corner radii not greater than one

- third the width of the exit.

(2) If an integral stair is installed at a passenger entry door, the stair must be designed so that, when subjected to the inertia loads resulting from the ultimate static load factors inDocument Number: 1008D0122

Revision: C

Page 46 of 206 HCC .561(b)(2) and following the collapse of one or more ACLS pads , it will not reduce the effectiveness of emergency egress through the passenger entry door.

(g) If lavatory doors are installed, they must be designed to preclude an occupant fro m becoming trapped inside the lavatory. If a locking mechanism is installed, it must be capable of being unlocked from outside of the lavatory.

HCC.784 Passenger compartment windows

Each openable passenger compartment window must comply with the followin g requirements:

(a) there must be a means to lock and safeguard each openable window against inadvertent opening in flight, by persons or failure of a single structural element, either during or after closure; and:

(b) there must be adequate provisions t o prevent persons falling out or items being thrown out of an opened window.

HCC.785 Seats, berths, safety belts and harnesses

There must be a seat or berth for each occupant.

(a) Each seat, berth, designated as occupiable during take

- off, landing, grou nd maneuvers and mooring and emergency situations, its supporting structure, its safety belt, and harness must be designed for occupants weighing at least 215 pounds ( 98 kg ) and for the maximum load factors corresponding to the specified flight and ground load conditions, including emergency landing conditions.

(b) Each seat, berth, safety belt and harness must be approved against appropriate requirements depending on function.

(c) Each pilot seat must be designed for the reactions resulting from the appl ication of pilot forces to the primary flight controls prescribed in Table 2 of Appendix A.

(d) Each crew member seat at a flight compartment station and each passenger compartment crew member seat designated for use during takeoff and landing shall have a shoulder

harness.

(e) Each berth installed parallel to the longitudinal axis of the Airship must be designed so that the forward part has a padded end

- board, canvas diaphragm, or equivalent means that can withstand the static load reaction of the occupa nt when the occupant is subjected to the forward inertia forces prescribed in HCC.561. In addition each berth must have an approved safety belt and may not have corners or other parts likely to cause serious injury to a person occupying it during emergency conditions.

(f) Proof of compliance with the strength and deformation requirements of this paragraph for seats, berths, and safety belts, approved as part of the type design and for their installation, may be shown by :

(1) Structural analysis, if the structure conforms to conventional aircraft types for which existing methods of analysis are known to be reliable; or

(2) A combination of structural analysis and static load tests to limit loads; or

(3) Static load tests to ultimate loads.Document Number: 1008D0122

Revision: C

Page 47 of 206 (g) Each occupant must be protected from serious head injury when subjected to the inertia loads resulting from these load factors by a safety belt. Each Safety belt must be equipped with a metal to metal latching device. Each safety b elt must incorporate a lap belt and

shoulder harness.

(h) Each seat located in the passenger compartment and designated for use during takeoff and landing by a flight attendant must be:

(1) Near a required floor level emergency exit, except that another location is acceptable if the emergency egress of passengers would be enhanced with that location. A flight attendant seat must be located adjacent to each floor level exit. Other flight attendant seats must be evenly distributed among the required floor l evel emergency exits to the extent

feasible.

(2) To the extent possible, without compromising proximity to a required floor level emergency exit, located to provide a direct view of the cabin area for which the flight attendant is responsible.

(3) Positi oned so that the seat will not interfere with the use of a passageway or exit when

the seat is not in use.

(4) Located to minimi z e the probability that occupants would suffer injury by being struck by items dislodged from service areas, stowage compartmen ts, or service equipment.

(5) Either forward or rearward facing with an energy absorbing rest that is designed to support the arms, shoulders, head and spine.

(6) Equipped with a restraint system consisting of a combined safety belt and shoulder

harness u nit with a single point release. There must be means to secure each restraint system when not in use to prevent interference with rapid egress in an emergency.

(i) There must be a means to secure each safety belt, when not in use, so as to prevent

interfe rence with the operation of the Airship and with rapid egress in an emergency.

(j) The compartment area surrounding each seat, bed or bunk, including the structure, interior walls, instrument panel, control wheel, pedals, and seats, within striking distan ce of the occupants head or torso (with the safety belt fastened), must be free of potentially injurious objects, sharp edges, protuberances, and hard surfaces. If energy absorbing designs or devices are used to meet this requirement, they must protect the occupant from serious injury when the occupant experiences the ultimate inertia forces prescribed in HCC.561.

(k) Each seat track must be fitted with stops to prevent the seat from sliding off the track.

(l) All compartments and areas accessible in flig ht must be free of potentially injurious objects, sharp edges, protuberances and hard surfaces. If energy absorbing designs or devices are used to meet this requirement, they must protect the occupant from serious injury when the occupant experiences inert ia forces due to normal gusts.

(m) In turbulence conditions it must be impossible for an unrestrained person to fall through large openings in the structure (e.g. sightseeing windows).

(n) There must be means installed for crew members acting in areas not accessible to untrained persons to carry out their tasks safely. During internal/external inspection,Document Number: 1008D0122

Revision: C

Page 48 of 206 maintenance or repair catwalks, rails, hatches and ladders it must be possible to become quickly linked

- up to a restrain system.

(o) When stressing seat attachments, seat rails etc. the mass of the seat in addition to that of the passengers shall be taken into account. The fitting factors of HCC.625 shall be applied.

(p) All other seats and compartment areas must be equipped with retention means (seat be lts, seat back handholds, grips, rails) to ensure that persons be retained during reasonably expectable in

- flight occurrences (refer to AFM), unless it can be shown that persons can steady themselves without difficulty.

HCC.786 Areas accessible during fli ght

For crew members patrolling the interior of the Airship and working outside the passenger or flight compartments, even outside the hull, safety provisions must be provided, such as access (doors, safe catwalks and ladders), handrails and grips, escape routes, fire detection and extinguishers, emergency lighting, axes, knives and onboard communication.

HCC.787 Baggage and cargo compartment

Each compartment for the stowage of cargo, baggage, ballast, carry

- on articles and equipment (such as life rafts) and any other stowage compartment:

(a) must be designed for its placarded maximum mass of contents and the critical load distribution at the maximum load factors corresponding to the flight limit loads determined in HCC.321 through HCC.371 and ground lim it loads determined in HCC.471 through

HCC.481.

(b) must contain provisions to prevent shifting of contents and to protect any controls, wiring lines, equipment or accessories during flight and ground conditions.

(c) under the emergency landing condition s of HCC.561, baggage and cargo compartments

must:

(1) Be positioned such that if the contents break loose they are unlikely to cause injury to the occupants, cause damage to fuel tanks, or restrict any of the escape facilities provided

for use after an e mergency landing; or:

(2) Have sufficient strength to withstand the conditions specified in HCC.561, including the means of restraint and their attachments required by subparagraph (b) of this paragraph. Sufficient strength must be provided for the maximum authorized mass of cargo and baggage at the critical loading distribution.

(d) If cargo compartment lamps are installed, each lamp must be installed so as to prevent contact between lamp bulb and cargo.

HCC.789 Retention of items of mass in passenger and crew compartments a nd galleys

(a) Means must be provided to prevent each item of mass (that is part of the Airship type design) in a passenger or crew compartment or galley from becoming a hazard by shifting under the appropriate maximum load factors corresponding to the sp ecified flight and ground load conditions, and to the emergency landing conditions of HCC.561 (b).Document Number: 1008D0122

Revision: C

Page 49 of 206 (b) Each interphone restraint system must be designed so that when subjected to the load factors specified in HCC.561 (b), the interphone and megaphone, if i nstalled, will remain in its stowed position.

HCC.791 Passenger information signs and placards

(a) If smoking is to be prohibited, there must be at least one placard so stating that is legible to each person seated in the cabin. If smoking is to be allow ed, and if the crew compartment is separated from the passenger compartment, there must be at least one sign notifying when smoking is prohibited. Signs which notify when smoking is prohibited must be installed so as to be operable from either pilot's seat and, when illuminated, must be legible under all probable conditions of cabin illumination to each person seated in the cabin.

(b) Signs that notify when occupants are to return to their designated flight seats and seat belts

are to be fastened must be i nstalled so as to be operable from either pilot's seat and, when illuminated, must be legible under all probable conditions of illumination to each person in the cabin and to crew members when performing duties in normally occupiable areas. A placard must be located on or adjacent to the door of each receptacle used for the disposal of flammable waste materials to indicate that use of the receptacle for disposal of cigarettes, etc., is prohibited.

(c) Lavatories must have "NO SMOKING" or "NO SMOKING IN LAVA TORY" placards positioned adjacent to each ashtray. The placards must have red letters at least 0.5 in (12.7 mm) high on a white background of at least 1 in (25.4 mm) high. (a "NO SMOKING" symbol may be included on the placard.)

HCC.793 Floor surfaces

Th e floor surface of all areas which are likely to become wet in service must have slip resistant properties.

HCC.801 Ditching

(a) If certification with ditching provisions is requested, the Airship must meet the requirements of this paragraph and HCC.1411 and 1415(a).

(b) Each practicable design measure, compatible with the general characteristics of the Airship, must be taken to minimize the probability that in an emergency landing on water, the behavior of the Airship would cause immediate injury to th e occupants or would make it impossible for them to escape.

(c) The probable behavior of the Airship in a water landing must be investigated in a model test or by comparison with similar configurations for which the ditching characteristics are

known. Diff

erent configurations, heaviness and center of gravity have to be considered.

(d) It must be shown that under reasonably probable water conditions, the flotation time of the Airship will allow the occupants to leave the Airship and enter the liferafts requ ired by HCC.1415. If compliance with this provision is shown by buoyancy and trim computations, appropriate allowances must be made for probable structural damage and leakage.Document Number: 1008D0122

Revision: C

Page 50 of 206 HCC.803 Emergency evacuation

(a) Each crew and passenger compartment must hav e easy access to at least two independent means to allow rapid evacuation in emergency such as crash landings, with the ACLS (if applicable) extended or retracted, considering the possibility of the Airship on fire.

(b) A technique shall be established an d published in the Airship Flight Manual for rapid evacuation of the Airship on land and on water by all occupants in such an emergency, considering the possibility of (still) running engines/propellers.

(c) The technique shall include the crew procedures for controlling passenger evacuation.

(d) When following this technique, the operation of the Airship's controls, including the emergency deflation means shall be such that, during the evacuation, the Airship will not leave the ground to an extent that w ould prevent the occupants leaving the Airship, and the envelope must not deflate at a rate that would permit the envelope to entrap any occupant.

(e) The technique shall include any special precautions to be taken in surface wind speeds

between zero and the maximum in which operation is permitted.

(f) If the occurrence of fire hazard for the passenger and crew compartments in crash landings cannot be considered extremely improbable, it must be shown that the maximum passengers capacity, including the num ber of crew members required by the operating rules for which certification is requested, can be evacuated from the Airship to the ground under simulated emergency conditions within 90 seconds. Compliance with this requirement must be shown by actual demon stration under simulated night conditions using only the emergency exits on the most critical side of the Airship. The participants must be representative of average airline passengers with no prior practice or rehearsal for the demonstration, although sta ndard briefings are permissible.

HCC.807 Emergency exits

(a) Number and location. Emergency exits must be located to allow escape without crowding in any probable crash attitude. The airship must have at least the following emergency exits:

(1) For all airship s with a seating capacity of two or more at least one emergency exit on the opposite side of the cabin from the main door specified in HCC .783.

(2) Reserved.

(3) If the pilot compartment is separated from the cabin by a door that is lik ely to block the pilot's escape in a minor crash, there must be an exit in the pilot's compartment. The number of exits required by paragraph (a)(1) of this section must then be separately determined for the passenger compartment, using the seating capaci ty of that compartment.

(4) Emergency exits must not be located with respect to any propeller disk or any other potential hazard so as to endanger persons using that exit.

(b) Type and operation. Emergency exits must be movable windows, panels, or extern al doors, openable from both inside and outside the air ship , that provide a clear and unobstructed opening large enough to admit a 19

- by

- 26

- inch ellipse. Auxiliary locking devices used to

secure the air ship must be designed to be overridden by the normal internal opening means.Document Number: 1008D0122

Revision: C

Page 51 of 206 The inside handles of emergency exits that open outward must be adequately protected against inadvertent operation. In addition, each emergency exit must

-- (1) Be readily accessible, requiring no exceptional agility to be used in emergencies;

(2) Have a method of opening that is simple and obvious;

(3) Be arranged and marked for easy location and operation, even in darkness;

(4) Have reasonable provisions against jamm ing by fuselage deformation.

(c) Tests. The proper function ing of each emergency exit must be shown by tests.

(d) Doors and exits. In addition, for airships having a seating capacity of 19 or less excluding pilots, the following requirements apply:

(1) In addition to the passenger

- entry door

--

(i) For an air ship with a total passenger seating capacity of 15 or fewer, an emergency exit, as defined in paragraph (b) of this section, is required on each side of the cabin;

and

(ii) For an air ship with a total passenger seating capacity of 16 through 19, three

eme rgency exits, as defined in paragraph (b) of this section, are required with one on the same side as the passenger entry door and two on the side opposite the door.

(2) A means must be provided to lock each emergency exit and to safeguard against its openi ng in flight, either inadvertently by persons or as a result of mechanical failure. In addition, a means for direct visual inspection of the locking mechanism must be provided to determine that each emergency exit for which the initial opening movement is outward is fully locked.

(3) Each required emergency exit, except floor level exits

, if not less than six feet from the ground, must be provided with an acceptable means to assist the occupants to descend to the ground. Emergency exits must be distribut ed as uniformly as practical, taking into account passenger seating configuration.

(4) Unless the applicant has complied with paragraph (d)(1) of this section, there must be an emergency exit on the side of the cabin opposite the passenger entry door, pro vided

that

--

(i) For an airship having a passenger seating configuration of nine or fewer, the emergency exit has a rectangular opening measuring not less than 19 inches by 26 inches high with corner radii not greater than one

- third the width of the exit with a step up inside the air ship of not more than 29 inches and a step down outside the air ship of not more than 36 inches;

(ii) For an air ship having a passenger seating configuration of 10 to 19 passengers, the emergency exit has a rectangular opening measuring not less than 20 inches wide by 36 inches high, with corner radii not greater than one

- third the width of the exit, and with a step up inside the air ship of not more than 20 inches. T he step down outside the air ship may not exceed 27 inches; andDocument Number: 1008D0122

Revision: C

Page 52 of 206 (iii) The air ship complies with the additional requirements of HCC .561(b)(2)

, HCC .803(b), HCC .811(c), HCC .812, HCC .813(b), and HCC .815.

(e) For multiengine air ships , ditching emergency exits must be provided in accordance with the following requirements, unless the emergency exits required by paragraph (a) or (d) of this section already comply with them:

(1) One exit above the waterline on each side of the air ship having the dimensions specified in paragraph (b) or (d) of this section, as applicable; and

(2) If side exits cannot be above the waterline, there must be a readily accessible overhead hatch emergency exit that has a rectangular opening measuring not less than 20 inches wide by 36 inches long, with corner radii not greater than one

- third the wi dth of the exit.

(3) In lieu of paragraph (e)(2) of this section, if any side exit(s) cannot be above the waterline, a device may be placed at each of such exit(s) prior to ditching. This device must slow the inflow of water when such exit(s) is opened w ith the air ship ditched. For airships having a seating capacity of 19 or less excluding pilots , the clear opening of such exit(s) must meet the requirements defined in paragraph (d) of this section.

HCC.810 Emergency egress assist means and escape routes

Each emergency exit must have an approved means to assist the occupants in descending to the ground under all probable Airship attitudes to be encountered in the moored position and in a minor crash landing.

HCC.811 Emergency exit marking

(a) Each emergency exit and external door in the passenger compartment must be externally marked and readily identifiable from outside the air ship by

— (1) A conspicuous visual identification scheme; and

(2) A permanent decal or placard on or adjacent to the emergency exit which shows the means of opening the emergency exit, including any special instructions, if applicable.

(b) In addition, for airships having a seating capacity of 19 or less excluding pilots , these exits and doors must be internally marked w ith the word "exit" by a sign which has white letters 1 inch high on a red background 2 inches high, be self

- illuminated or independently, internally

electrically illuminated, and have a minimum brightness of at least 160 microlamberts. The color may be re versed if the passenger compartment illumination is essentially the same.

(c) In addition, when certification to the emergency exit provisions of Sec. 23.807(d)(4) is requested, the following apply:

(1) Each emergency exit, its means of access, and its mea ns of opening, must be conspicuously marked;

(2) The identity and location of each emergency exit must be recognizable from a distance equal to the width of the cabin;

(3) Means must be provided to assist occupants in locating the emergency exits in

condit ions of dense smoke;Document Number: 1008D0122

Revision: C

Page 53 of 206 (4) The location of the operating handle and instructions for opening each emergency exit

from inside the air ship must be shown by marking that is readable from a distance of 30 inches;

(5) Each passenger entry door operating handle mu st

—

(i) Be self

- illuminated with an initial brightness of at least 160 microlamberts; or

(ii) Be conspicuously located and well illuminated by the emergency lighting even in conditions of occupant crowding at the door;

(6) Each passenger entry door with a locking mechanism that is released by rotary motion

of the handle must be marked

—

(i) With a red arrow, with a shaft of at least three

- fourths of an inch wide and a head twice the width of the shaft, extending along at least 70 degrees of arc at a radius

a pproximately equal to three

- fourths of the handle length;

(ii) So that the center line of the exit handle is within ± one inch of the projected point of the arrow when the handle has reached full travel and has released the locking mechanism; and

(iii) Wit h the word "open" in red letters, one inch high, placed horizontally near the head of the arrow; and

(7) In addition to the requirements of paragraph (a) of this section, the external marking of each emergency exit must

—

(i) Include a 2

- inch colorband outl ining the exit; and

(ii) Have a color contrast that is readily distinguishable from the surrounding fuselage

surface. The contrast must be such that if the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. "Reflectance" is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided.

HCC.812 Emergency lighting

When certification to the emergency exit provisions of HCC .807(d)(4) is requested, the following apply:

(a) An emergency lighting system, independent of the main cabin lightin g system, must be

installed. However, the source of general cabin illumination may be common to both the emergency and main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting syste m.

(b) There must be a crew warning light that illuminates in the cockpit when power is on in the

air ship and the emergency lighting control device is not armed.Document Number: 1008D0122

Revision: C

Page 54 of 206 (c) The emergency lights must be operable manually from the flightcrew station and be provided with automatic activation. The cockpit control device must have "on", "off," and "armed" positions so that, when armed in the cockpit, the lights will operate by automatic

activation.

(d) There must be a means to safeguard against inadvertent operation o f the cockpit control device from the "armed" or "on" positions.

(e) The cockpit control device must have provisions to allow the emergency lighting system to be armed or activated at any time that it may be needed.

(f) When armed, the emergency lighting s ystem must activate and remain lighted when

— (1) The normal electrical power of the air ship is lost; or

(2) The air ship is subjected to an impact that results in a deceleration in excess of 2g and a velocity change in excess of 3.5 feet

- per

- second, acting along the longitudinal axis of the

air ship ; or

(3) Any other emergency condition exists where automatic activation of t he emergency lighting is necessary to aid with occupant evacuation.

(g) The emergency lighting system must be capable of being turned off and reset by the flightcrew after automatic activation.

(h) The emergency lighting system must provide internal lighti ng, including

— (1) Illuminated emergency exit marking and locating signs, including those required in

HCC .811(b);

(2) Sources of general illumination in the cabin that provide an average illumination of not

less than 0.05 foot

- candle and an illumination at any point of not less than 0.01 foot

- candle when measured along the center line of the main passenger aisle(s) and at the seat armrest height; and

(3) Floor proximity emergency escape path marking that provides emergency evacuation guidance for the air shi p occupants when all sources of illumination more than 4 feet above the cabin aisle floor are totally obscured.

(i) The energy supply to each emergency lighting unit must provide the required level of

illumination for at least 10 minutes at the critical ambient conditions after activation of the emergency lighting system.

(j) If rechargeable batteries are used as the energy supply for the emergency lighting system, they may be recharged from the main electrical power system of the air ship provided the

cha rging circuit is designed to preclude inadvertent battery discharge into the charging circuit

faults. If the emergency lighting system does not include a charging circuit, battery condition monitors are required.

(k) Components of the emergency lighting s ystem, including batteries, wiring, relays, lamps, and switches, must be capable of normal operation after being subjected to the inertia forces resulting from the ultimate load factors prescribed in HCC .561(b)(2).Document Number: 1008D0122

Revision: C

Page 55 of 206 (l) The emergency lighting system must be designed so that after any single transverse vertical separation of the gondola during a crash landing:

(1) At least 75 percent of all electrically illuminated emergency lights required by this section remain operative; and

(2) Each electrically illuminat ed exit sign required by HCC .811(b) and (c) remains operative, except those that are directly damaged by the gondola separation.

HCC.813 Emergency exit access

(a) For airships having a seating capacity of 19 or less excluding pilots, access to window

type emergency exits may not be obstructed by seats or seat backs.

(b) In addition, when certification to the emergency exit provisions of HCC.807(d)(4) is requested, the following emergency exit access must be provided:

(1) The passageway leading from the a isle to the passenger entry door must be

unobstructed and at least 20 inches wide.

(2) There must be enough space next to the passenger entry door to allow assistance in evacuation of passengers without reducing the unobstructed width of the passageway

bel ow 20 inches.

(3) If it is necessary to pass through a passageway between passenger compartments to reach a required emergency exit from any seat in the passenger cabin, the passageway must be unobstructed; however, curtains may be used if they allow free entry through the

passageway.

(4) No door may be installed in any partition between passenger compartments unless that door has a means to latch it in the open position. The latching means must be able to withstand the loads imposed upon it by the door wh en the door is subjected to the inertia loads resulting from the ultimate static load factors prescribed in HCC.561(b)(2).

(5) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach a required emergency exit f rom any passenger seat, the door must have a means to latch it in the open position. The latching means must be able to withstand the loads imposed upon it by the door when the door is subjected to the inertia loads resulting

from the ultimate static load factors prescribed in HCC.561(b)(2).

HCC.815 Width of aisle

The passenger aisle width at any point between seats must equal or exceed the values in the following table:Document Number: 1008D0122

Revision: C

Page 56 of 20 6 * A narrower width not less than 9 in (229 mm) may be approved when substantiated by appropriate tests.

HCC.831 Ventilation

(a) Each passenger and crew compartment must be ventilated and each crew compartment must have enough fresh air (but not less than 10 cubic ft ( 0.283 m3) per minute per crew member) to enable crew members to perform their duties without undue discomfort:

(b) Air in crew and passenger compartments and all areas accessible in flight must be free

from harmful or hazardous concentration s of gases or vapors. In meeting this requirement, the following apply:

(1) Carbon monoxide concentrations in excess of one part in 20

, 000 parts of air are considered hazardous. For test purposes, any acceptable carbon monoxide detection method may be used

. (2) Reserved

. (3) Helium concentrations must be established that are considered non

- hazardous for occupants. Higher concentrations of Helium may be allowed in crew compartments and all areas accessible during flight if appropriate protective breathing equipment is available.

(c) There must be provisions made to ensure that the conditions prescribed in subparagraph (b) of this paragraph are met after reasonably probable failures or malfunctioning of the ventilating, heating, or other systems and equipme nt.

(d) If accumulation of hazardous quantities of smoke in the cockpit area is reasonably probable, smoke evacuation must be readily accomplished.

(e) Except as provided in subparagraph (f) of this paragraph, means must be provided to enable the occupan ts of the following compartments and areas to control the temperature and quantity of ventilating air supplied to their compartment or area independently of the temperature and quantity of air supplied to other compartments and areas:

(1) The flight

- crew compartment.Document Number: 1008D0122

Revision: C

Page 57 of 206 (2) Crew

- member compartments and areas other than the flight

- crew compartment unless

the crew

- member compartment or area is ventilated by air interchange with other compartments or areas under all operating conditions.

(f) Means to enable th e flight crew to control the temperature and quantity of ventilating air supplied to the flight

- crew compartment independently of the temperature and quantity of ventilating air supplied to other compartments are not required if all of the following

condit ions are met:

(1) The total volume of the flight

- crew and passenger compartments is 800 cubic ft ( 22

. 7

m 3 ) or less.

(2) The air inlets and passages for air to flow between flight

- crew and passenger compartments are arrange to provide compartment temperat ures within 5oF ( 2

. 8°C) of each other and adequate ventilation to occupants in both compartments.

(3) The temperature and ventilation controls are accessible to the flight crew.

FIRE PROTECTION EVALUATION

HCC.833 Combustion heating systems

Combustion h eaters must be approved.

HCC.851 Fire extinguishers

(a) Hand fire extinguishers

(1) The following minimum number of hand fire extinguishers must be conveniently located and evenly distributed in passenger compartments:

(2) At least one hand fire extinguisher must be conveniently located in the pilot

compartment.Document Number: 1008D0122

Revision: C

Page 58 of 206 (3) At least one readily accessible hand fire extinguisher must be available for use in each Class A or Class B cargo or baggage compartment and in each Class E cargo or baggage compartment that is accessible to crew members in flight.

(4) At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley located above or below the passenger compartment.

(5) Each hand fire ext inguisher must be approved.

(6) Hand fire extinguishers are required in all areas accessible in flight where fires are likely to occur.

(7) The type of extinguishing agent used in the extinguishers required by this paragraph must be appropriate for the k inds of fires likely to occur where used.

(8) The quantity of extinguishing agent used in each extinguisher required by this paragraph must be appropriate for the kinds of fires likely to occur where used.

(9) Each extinguisher intended for use in a pers onnel compartment must be designed to

minimize the hazard of toxic gas concentration.

(b) Built

- in fire extinguishers: If a built

- in fire extinguisher is provided:

(1) Each built in fire extinguishing system must be installed so that:

(i) No extinguishin g agent likely to enter personnel compartments will be hazardous to the occupants; and

(ii) No discharge of the extinguisher can cause structural damage.

(2) The capacity of each required built

- in fire extinguishing system must be adequate for any fire l ikely to occur in the compartment where used, considering the volume of the compartment and the ventilation rate.

HCC.853 Compartment interiors

For each compartment occupied by the crew or passengers, the following apply:

(a) Materials (including finish es or decorative surfaces applied to the materials) must meet the applicable test criteria prescribed in 14 CFR part 25 A ppendix F Part I , or other approved equivalent methods, regardless of the passenger capacity of the airship

. (b) Reserved

(c) In addition to meeting the requirements of paragraph (a) of this section, seat cushions, except those on flight crewmember seats, must meet the test requirements of 14 CFR part 25 Appendix F Part II, or other equivalent methods, regardless of the passe nger capacity of the airship

. (d) Except as provided in paragraph (e) of this section, the following interior components of airships with passenger capacities of 20 or more must also meet the test requirements of 14 CFR part 25 Appendix F Parts IV and V, o r other approved equivalent method, in addition to the flammability requirements prescribed in paragraph (a) of this section:

(1) Interior ceiling and wall panels, other than lighting lenses and windows;Document Number: 1008D0122

Revision: C

Page 59 of 206 (2) Partitions, other than transparent panels needed to enhance cabin safety;

(3) Galley structure, including exposed surfaces of stowed carts and standard containers and the cavity walls that are exposed when a full complement of such carts or containers is not carried; and

(4) Large cabinets and cabin sto wage compartments, other than underseat stowage compartments for stowing small items such as magazines and maps.

(e) The interiors of compartments, such as pilot compartments, galleys, lavatories, crew rest quarters, cabinets and stowage compartments, need not meet the standards of paragraph (d) of this section, provided the interiors of such compartments are isolated from the main passenger cabin by doors or equivalent means that would normally be closed during an emergency landing condition.

(f) Smoking i s not allowed in lavatories. If smoking is allowed in any area occupied by the crew or passengers, an adequate number of self

- contained, removable ashtrays must be provided in designated smoking sections for all seated occupants.

(g) Regardless of whether smoking is allowed in any other part of the airship , lavatories must

have self

- contained, removable ashtrays located conspicuously on or near the entry side of each lavatory door, except that one ashtray may serve more than one la vatory door if the ashtray can be seen readily from the cabin side of each lavatory served.

(h) Each receptacle used for the disposal of flammable waste material must be fully enclosed, constructed of at least fire resistant materials, and must contain fir es likely to occur in it under normal use. The capability of the receptacle to contain those fires under all probable conditions of wear, misalignment, and ventilation expected in service must be demonstrated by test.

HCC.854 Lavatory fire protection

For Airships with a passenger capacity of 20 or more:

(a) Each lavatory must be equipped with a smoke detector system or equivalent that provides a warning light in the cockpit, or provides a warning light or audible warning in the passenger

cabin that would be readily detected by a flight attendant; and

(b) Each lavatory must be equipped with a built

- in fire extinguisher for each disposal receptacle for towels, paper, or waste, located within the lavatory. The extinguisher must be designed to discharge autom atically into each disposal receptacle upon occurrence of a fire in that receptacle.

HCC.855 Cargo or baggage compartments

For each cargo or baggage compartment not occupied by crew or passengers, the following apply:

(a) The compartment must meet one o f the class requirements of HCC.857.

(b) Class B through Class C cargo or baggage compartments, as defined in HCC.857, must have a liner, and the liner must be separate from (but may be attached to) the Airship

structure.Document Number: 1008D0122

Revision: C

Page 60 of 206 (c) Ceiling and sidewall liner p anels of Class C compartments must meet the test requirements

of 14 CFR part 25 Appendix F Part III or other approved equivalent methods.

(d) All other materials used in the construction of the cargo or baggage compartment must meet the applicable test cr iteria prescribed in 14 CFR part 25 Appendix F P art I , or other approved equivalent methods.

(e) No compartment may contain any controls, wiring, lines, equipment, or accessories, the damage or failure of which would affect safe operation, unless those it ems are protected so

that:

(1) They cannot be damaged by the movement of cargo in the compartment; and

(2) Their breakage or failure will not create a fire hazard.

(f) There must be means to prevent cargo or baggage from interfering with the functioning of the fire protective features of the compartment.

(g) Sources of heat within the compartment must be shielded and insulated to prevent igniting the cargo or baggage.

(h) Flight tests must be conducted to show compliance with the provisions of HCC.857 concerning:

(1) Compartment accessibility;

(2) The entry of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers; and

(3) The dissipation of the extinguishing agent in Class C compartments.

During th e above tests, it must be shown that no inadvertent operation of smoke or fire detectors in any compartment would occur as a result of fire contained in any other compartment, either during or after extinguishment, unless the extinguishing system floods ea ch such compartment simultaneously.

HCC.856 Thermal/Acoustic Insulation materials

(a) Thermal/acoustic insulation material installed in the gondola must meet the flame propagation test requirements of 14 CFR part 25 Appendix F part VI, or other approved

e quivalent test requirements. This requirement does not apply to "small parts," as defined in 14 CFR part 25 Appendix F part I.

HCC.857 Cargo compartment classification

(a) Class A: A Class A cargo or baggage compartment is one in which:

(1) The presence of a fire would be easily discovered by a crew member while at his station; and

(2) Each part of the compartment is easily accessible in flight.

(b) Class B: A Class B cargo or baggage compartment is one in which:

(1) There is sufficient access in flight to enable a crew member to effectively reach any part of the compartment with the contents of a hand fire extinguisher;Document Number: 1008D0122

Revision: C

Page 61 of 206 (2) When the access provisions are being used no hazardous quantity of smoke, flames or exting uishing agent will enter any compartment occupied by the crew or passengers; and

(3) There is a separate approved smoke detector or fire detector system to give warning to the pilot or flight engineer station.

(c) Class C: A Class C cargo or baggage comp artment is one not meeting the requirements for either a Class A or B compartment but in which:

(1) There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station;

(2) There is an approved buil t

- in fire extinguishing system controllable from the pilot or flight engineer stations;

(3) There are means to exclude hazardous quantities of smoke, flames, or extinguishing agent, from any compartment occupied by the crew or passengers; and

(4) There ar e means to control ventilation and draughts within the compartment so that the extinguishing agent used can control any fire that may start within the compartment.

HCC.858 Cargo compartment fire detection systems

If certification with cargo compartment f ire detection provisions is requested, the following must be met for each cargo compartment with those provisions:

(a) The detection system must provide a visual indication to the flight crew within one minute

after the start of a fire.

(b) The system mu st be capable of detecting a fire at a temperature significantly below that at which the structural integrity of the Airship is substantially decreased.

(c) There must be means to allow the crew to check in flight, the functioning of each fire

detector ci rcuit.

(d) The effectiveness of the detection system must be shown for all approved operating configurations and conditions.

HCC. 859 Combustion heater fire protection

(a) Combustion heater fire zones: the following combustion heater fire zones must be

pr otected from fire in accordance with the applicable provisions of HCC.1181 to HCC.1191

and HCC.1195 to HCC.1203:

(1) The region surrounding the heater, if this region contains any flammable fluid system components (excluding the heater fuel system), that c ould:

(i) Be damaged by heater malfunctioning; or:

(ii) Allow flammable fluids or vapors to reach the heater in case of leakage.

(2) The region surrounding the heater, if the heater fuel system has fittings that, if they leaked, would allow fuel or vapors to enter this region.

(3) The part of the ventilating air passage that surrounds the combustion chamber. However, no fire extinguishment is required in cabin ventilating air passages.Document Number: 1008D0122

Revision: C

Page 62 of 206 (b) Ventilating air ducts: each ventilating air duct passing through an y fire zone must be fireproof. In addition:

(1) Unless isolation is provided by fireproof valves or by equally effective means, the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire origina ting in the heater can be contained in the duct; and

(2) Each part of any ventilating duct passing through any region having a flammable fluid system must be constructed or isolated from that system so that the malfunctioning of any component of that syste m cannot introduce flammable fluids or vapors into the ventilating

airstream.

(c) Combustion air ducts: each combustion air duct must be fireproof for a distance great enough to prevent damage from backfiring or reverse flame propagation. In addition:

(1) No combustion air duct may have a common opening with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunctioning of the heater or its associated components; and

(2) No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(d) Heater controls; general: provision must be made to prevent the hazardous accumulation

of water or ice on or in any heater control component, control system tubing, or safety control.

(e) Heater safety controls: for each combustion heater there must be the following safety

control means:

(1) Means independent of the components provided for the norm al continuous control of air temperature, airflow, and fuel flow must be provided, for each heater, to automatically

shut

- off the ignition and fuel supply to that heater at a point remote from that heater when any of the following occurs:

(i) The heat exch anger temperature exceeds safe limits.

(ii) The ventilating air temperature exceeds safe limits.

(iii) The combustion airflow becomes inadequate for safe operation.

(iv) The ventilating airflow becomes inadequate for safe operation.

(2) The means of comply ing with subparagraph (e)(1) of this paragraph for any individual

heater must:

(i) Be independent of components serving any other heater, the heat output of which is essential for safe operation; and

(ii) Keep the heater off until restarted by the crew.Document Number: 1008D0122

Revision: C

Page 63 of 206 (3 ) There must be means to warn the crew when any heater, the heat output of which is essential for safe operation has been shut

- off by the automatic means prescribed in subparagraph (e)(1) of this paragraph.

(f) Air intakes: Each combustion and ventilating air intake must be located so that no flammable fluids or vapors can enter the heater system under any operating condition:

(1) During normal operation; or:

(2) As a result of the malfunctioning of any other component.

(g) Heater exhaust: heater exhaust sy stems must meet the provisions of HCC. 1121 and

HCC. 1123. In addition, there must be provisions in the design of the heater exhaust system to safely expel the products of combustion to prevent the occurrence of:

(1) Fuel leakage from the exhaust to surrounding compartments;

(2) Exhaust gas impingement on surrounding equipment or structure;

(3) Ignition of flammable fluids by the exhaust, if the exhaust is in a compartment containing flammable fluid lines; and

(4) Restriction by the exhaust of the pro mpt relief of backfires that, if so restricted, could

cause heater failure.

(h) Heater fuel systems: each heater fuel system must meet each powerplant fuel system requirement affecting safe heater operation. Each heater fuel system component within the

ven tilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream.

(i) Drains: there must be means to safely drain fuel that might accumulate within the combustion chamber or the heater exchanger. In addition:

(1) Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts; and

(2) Each drain must be protected from hazardous ice accumulation under any operating

conditions.

HCC.863 Flammable fluid fire protection

(a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazard if ignition does occur.

(b) Compliance with subparagraph (a) of this paragraph must be shown by analysis or tests, and the following factors must be considered:

(1) Possible sources and paths of fluid leakage, and means of detecting leakage;

(2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials;

(3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices;Document Number: 1008D0122

Revision: C

Page 64 of 206 (4) Means available for controlling or extinguishing a fi re, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents;

(5) Ability of Airship components that are critical to safety of flight to withstand fire and

heat.

(c) If action by the flight crew is r equired to prevent or counteract a fluid fire (e.g., equipment shutdown or actuation of a fire extinguisher), quick acting means must be provided to alert the

crew.

(d) Each area where flammable fluids or vapors might escape by leakage of a fluid system

m ust be identified and defined.

HCC.865 Fire protection of flight controls, engine mounts and other flight structure

Essential flight controls, engine mounts, and other flight structures located in designated fire zones or in adjacent areas which would be subjected to the effects of fire in the fire zone must be constructed of fireproof material or shielded so that they are capable of withstanding the effects

of fire.

HCC.869 Fire protection: systems

(a) Electrical system components:

(1) Components of th e electrical system must meet the applicable fire and smoke protection requirements of HCC.831 (b) and 863.

(2) Electrical cables, terminals, and equipment in designated fire zones that are used during emergency procedures, must be at least fire resistant.

(3) Main power cables (including generator cables) must be designed with flexibility in the routing to minimize the amount of deformation and stretching to prevent failure and must

be:

(i) Isolated from flammable fluid lines; or

(ii) Shrouded by means of electrically insulated, flexible conduit, or equivalent, which

is in addition to the normal cable insulation.

(4) Insulation on electrical wire and electrical cable installed in any area of the Airship

must be self

- extinguishing when tested in accordan ce with the applicable portions of 14 CFR part 25 Appendix F Part I(a) (3).

(b) Each vacuum air system line and fitting on the discharge side of the pump that might contain flammable vapors or fluids must meet the requirements of HCC.1183 if the line or

fi tting is in a designated fire zone. Other vacuum air systems components in designated fire

zones must be at least fire resistant.

MISCELLANEOUS

HCC.871 Leveling means

There must be means for determining when the Airship is in a level position on the groun d.Document Number: 1008D0122

Revision: C

Page 65 of 206 HCC.875 Protection near propellers

(a) Design precautions must be taken to avoid damage to the Airship by the effect of vibration induced by passing propeller tips and to minimize the hazards to the Airship in the event of ice thrown from unducted pr opellers. The hazards which must be considered include damage to structure and critical systems.

(b) For vectored thrusters every possible inclination must be considered under (a).

(c) No window may be near the propeller tips unless it can withstand the most severe ice impact likely to occur.

AIRSHIP SPECIFICS

HCC.883 Non

- rigid Airship envelope

For the envelope of non

- rigid Airships the following shall apply:

(a) The envelope mus t be designed to be pressurized and maintain sufficient superpressure (amount of envelope pressure in excess of ambient pressure) to remain in tension while supporting the limit design loads for all flight conditions and ground conditions, except for

moori ng and handling conditions, where wrinkling at the ends of the nose battens is permitted under loads larger than limit but should not occur to a level were damage to the envelope can happen. The effects of all local aerodynamic pressures (including thrust slipstream impingement) and pitch angles must be included in the determination of stresses to arrive at

the limit

- strength requirements for the envelope fabric. In determin ing limit design loads of the envelope the most critical areas with maximum envelope pressure

- , aerodynamic

- , structure

- and suspension system loads must be considered if applicable.

(b) The envelope fabric must have an ultimate strength not less than 4 times the limit load determined by the maximum design internal pressure combined with the maximum load resulting from any of the requirements specified herein and taking into account the effects of environmental conditions such as temperature and humidity, expected in service.

(c) Suspension system components made of fabric or non

- metallic material must have an ultimate strength of not less than four times the prescribed limit loads. A minimum pitch angle of ±30° must be used in determining system suspension loads.

(d) It must be demonstrated by test in accordance with the section Tearing Strength of the Appendix B that the envelope fabric (in both the warp and woof (fill) directions) can withstand limit design loads without further tearing.

(e) Reserved

(f) Ballonets must be designed and installed such that their center of gravity of thei r combined volume will coincide longitudinally, within approved limits determined in HCC.27, with the center of buoyancy of the envelope. The ballonet system must be designed so that the static trim capabilities of the system about the center of buoyancy o f the Airship are equally divided between the fore and aft ballonets, if provided. The effective trim capabilities of the ballonets must be maintained approximately equal between the limits of 0 to 100% ballonet fullness. Sufficient means must be provided to prevent trapping of air when partially deflated.Document Number: 1008D0122

Revision: C

Page 66 of 206 (g) Unless it is demonstrated that breaking away when the airship is parked or moored is extremely improbable, provisions must be installed to permit rapid envelope deflation should the Airship break awa y during parking or mooring. If the Airship is to be left unattended, automatic deflation must be provided. The system must be protected against inadvertent use and must be properly identified and available to crew members.

(h) A means must be provided t o permit emergency deflation of the envelope on the ground during emergency evacuation of the occupants. Normal valving of lifting gas may be considered in meeting this requirement.

(i) Internal and/or external suspension systems for supporting components and connecting them to the envelope, such as a keel, crew and passenger compartments and propulsion units, must be designed to transmit and distribute the resulting loads to the envelope in a uniform manner for all flight conditions. Fabric parts of such systems and their connection to the envelope must be designed and constructed such that the bonds are not subjected to peeling loads. Provisions must be made to prevent chafing between suspension system components and air system components.

(j) The nose o f the envelope must be designed to prevent wrinkling due to high speed flight.

(k) Gas tight sleeves must be provided at locations where suspension cables penetrate the envelope. These must be of sufficient length to allow for envelope stretch and other

d imensional changes and uncertainties. If suspension system cables must be adjustable to ensure proper load distribution throughout the service life of the Airship, the adjustable part must be located on the air side of the suspension system.

(l) The envel ope and ballonets must be protected from chafing with the suspension system

cables and/or other solid elements.

(m) Fire hazard to the envelope have to be investigated and must be minimized; and:

(1) it has to be demonstrated that the gas filled envelope has self

- extinguishing capabilities; helium as a lifting gas along with a flash resistant material meets this criteria; or;

(2) the envelope material have self

- extinguishing properties according to 14 CFR part 25, Appendix F Part I (a)(v).

(n) Acceptable envelope leakage rates and purity degradation values have to be established and published in the Airship Flight Manual.

(o) Reserved

(p) The envelope shall be protected from:

(1) heat emanating from engines, heaters and the sun;

(2) off

- limit air pressur es within the Airship cover;

(3) ice thrown by propeller or debris.

HCC.887 Lifting gas pressure system

(a) Non

- rigid Airships:Document Number: 1008D0122

Revision: C

Page 67 of 206 (1) A means shall be provided to control the internal pressure of the envelope and to provide air to the ballonets and must contain at least the following components:

(i) Lifting gas Valves: at least two valves must be provided. The valves may be located either on or near the envelope but not higher than 10° above the equator. They must be designed for both manual and automatic operation, be operable at specified pressure settings at all attainable air speeds, and be designed to open and close positively a nd be prevented from sticking and/or freezing. The valves must not discharge lifting gas into spaces normally accessible to occupants, the engine intake system, or the ballonets. The valves must be of sufficient capacity to permit ascent above pressure hei ght at the maximum design rate

- of

- climb but not less than 3000 ft/min ( 15 m/s ) without exceeding lifting gas pressure of 1.25 times maximum operating pressure.

(ii) Air Valve(s): at least one air valve must be provided to discharge air from each

ballonet. The valves may be located in the envelope or connected to it by a suitable duct. The valve(s) must be capable of manual and automatic operation and be capable of operating at appropriate pressure settings at all attainable air speeds and must be designed to open and close positively and be prevented from sticking and/or freezing. The valve(s) must be of sufficient capacity to permit ascent below pressure height at the maximum design rate

- of

- climb without exceeding lifting gas pressure of 1.15 times

maximum operating pressure. It must not be possible for the pilot to manually and simultaneously to lock all air valves closed to prevent envelope overpressure in the climb and a resultant automatic release of helium. If the Airship has only one valve per

ballone t, then a system must be provided to prevent both fore and aft ballonet valves from being manually locked closed simultaneously. If the Airship has multiple valves per ballonet, then it must not be possible to manually lock one particular valve closed.

Thi s would normally be valve #1, the highest pressure valve, in the forward ballonet.

(iii) Ballonet Air Induction System: scoops, ducts, blowers and dampers (air inlet valves) or combinations of these must be of sufficient capacity to permit descent at the maximum design rate but not less than 1500 ft/min ( 7.5 m/sec ) with sufficient pressure to maintain envelope shape and control system functions. The effects of single or multiple engine failure if the system is dependent on engine functioning must be

determ ined.

(iv) Air supply source: A reliable means of supplying air to the ballonet, must be provided, and must have adequate capacity to enable the pressure in the envelope to be maintained during flight at low engine powers and forward speeds, and, if appro priate, when thrust vectoring reduces the effectiveness of the engines in supplying air. The means shall also be able to maintain envelope shape to permit operation of systems dependent upon that shape following the failure of all engines for a sufficient time to permit a landing to be made.

(2) Provisions must be made to blow air into the lifting gas space to supplement the ballonet in case of excessive lifting gas loss. The control(s) for this system must be readily accessible and quickly operable by the crew. A lifting gas pressure sufficient to preventDocument Number: 1008D0122

Revision: C

Page 68 of 206 wrinkling of the envelope at a forward speed of 0.25 V H must be maintained with a descent

rate of 300 ft/min ( 1.5 m/s )

. (b) Reserved

(c) Controls and instruments necessary for controlled release or trans fer of lifting gas by the crew must be provided. Such controls and instruments shall be located and arranged so that they may be operated by the crew in the correct manner without undue concentration or fatigue. If remotely actuated lifting gas valves are used, a mechanical backup system must be provided.

HCC.889 Ground handling provisions

Provisions for ground handling must be provided as required by HCC.255. All fabric patches and fittings of ground handling lines must be designed with a breaking streng th of not less than 1.15 the specified breaking strength of the attached cable or line assembly strength.

HCC.891 Flutter

The envelope and all fixed and movable control surfaces must be shown to be free from flutter, up to V H plus U

m , V CD or V M O whichever is greater, by analysis supported by flight test.

HCC.893 Lifting gas

The lifting gas must be non

- flammable, non

- toxic and non

- irritant. The acceptable lifting gas and purity requirements upon inflation shall be specified as part of the airsh ip design.

HCC.897 External load means of attachment

For Airships carrying external loads or ballast the following apply:

(a) The external load must not interfere with the Airship's ability to maintain safe flight and to be controllable during takeoff, landing, taxiing, parking and the load exchange process.

(b) The mechanism for handling external loads must be designed for the maximum predicted

inertia factors.

(c) Loads must be applied to the load support structure in the directions and angles produc ed by pitch and roll of the Airship during all flight phases while carrying an external load. Angles of ±30° pitch and ± 20° roll are required by the Administrator as minimum values.

(d) It must be shown by analysis or test or both that the load cannot be unintentionally released during flight.

HCC .898 Jettisonable external loads

(a) The external load attaching means, for jettisonable airship

- load combinations, must include a quick

- release system to enable the pilot to release the external load quickly dur ing flight. The quick

- release system must consist of a primary quick release subsystem and a backup quick release subsystem that are isolated from one another. The quick release system, and the means by which it is controlled, must comply with the followin g:

(1) A control for the primary quick release subsystem must be installed either on one of the pilot's primary controls or in an equivalently accessible location and must be designed and located so that it may be operated by either the pilot or a crewmemb er without hazardously limiting the ability to control the airship during an emergency situation.Document Number: 1008D0122

Revision: C

Page 69 of 206 (2) A control for the backup quick release subsystem, readily accessible to either the pilot or another crewmember, must be provided.

(3) Both the primary and backup quick release subsystems must

—

(i) Be reliable, durable, and function properly with all external loads up to and including the maximum external limit load for which authorization is requested.

(ii) Be protected against electromagnetic interference (EMI) from external and internal sources and against lightning to prevent inadvertent load release.

(A) The minimum level of protection required for jettisonable rotorcraft

- load combinations used for nonhuman external cargo is a radio frequency field stren gth of 20 volts per meter.

(iii) Be protected against any failure that could be induced by a failure mode of any other electrical or mechanical airship system.

(b) The critically configured jettisonable external loads must be shown by a combination of

anal ysis, ground tests, and flight tests to be both transportable and releasable throughout the approved operational envelope without hazard to the airship during normal flight conditions. In addition, these external loads

- must be shown to be releasable withou t hazard to the airship during emergency flight conditions.

(c) A placard or marking must be installed next to the external

- load attaching means clearly stating any operational limitations and the maximum authorized external load as demonstrated

under HCC. 25 and this section.

(d) The fatigue evaluation of HCC.571 of this part does not apply to airship

- load combinations to be used for nonhuman external cargo except for the failure of critical structural elements that would result in a hazard to the airship.

HCC.899 Hoists and suspended loads

(a) It must be shown by analysis and test that the hoisting/sling load system is designed for static limit loads derived from the maximum suspended masses, for which authorization is sought, multiplied by a factor of 2. The load is applied in the vertical direction and in any direction making an angle of 30° relative to the vertical.

(b) It must be shown by analysis and test that any Airship mooring provisions and their supports used to hold a light airship in place dur ing connection of external loads are designed for static limit static loads induced by the loading and unloading operation multiplied by a

load factor of 3.

(c) It must be shown by analysis and simulation, supported by test that oscillations of masses

sus pended from the hovering Airship will be manageable and will not damage the Airship.

(d) It must be shown by analysis supported by test that

- during the cargo transfer

- the kinetic energy of the suspended mass due to oscillations in combination with the dynamics of the hovering Airship and the lowering speed of the cargo hoist does not endanger the Airship's controllability.Document Number: 1008D0122

Revision: C

Page 70 of 206 (e) Ropes, cables and/or other devices attached to the lowered suspended mass for longitudinal and lateral adjustment of the precise settling and positioning of the mass must be designed to absorb all inertial forces due to the dynamics addressed in (c). The rope, wire and cable factors in HCC.628 apply.

(f) For the hoisting/sling load system, including all cables, winches, control eq uipment and ancillary components, proof must be furnished of the suitability, durability and reliability of the entire device. HCC.1309 applies.Document Number: 1008D0122

Revision: C

Page 71 of 206 

### Subpart E

- Powerplant (Thrusters)

GENERAL

HCC.901 Installation

(a) For the purpose of this code, Airship powerplant installations include each component

that:

(1) Is necessary for propulsion in any direction;

(2) Affects the safety and control of the major propulsion unit(s); or:

(3) Affects the safety of the major propulsive units between normal inspections or

overhauls.

(b) For each powerplant:

(1) The installation must comply with:

(i) The installation instructions provided under 14 CFR part 33.5 (engine), and 14 CFR

part 35. 3 (propeller) or equivalent instructions; and:

(ii) The applicable provisions of this Subpart.

(2) The components of the installation must be constructed, arranged, and installed so as to ensure their continued safe operation between normal inspections o r overhauls.

(3) The installation must be accessible for necessary inspections and maintenance; and

(4) The major components of the installation must be electrically bonded to the other parts of the Airship.

(c) The powerplant installation must comply w ith HCC.1309.

(d) Reserved

(e) The satisfactory functioning of the power unit must be demonstrated by ground and flight tests over the range of operating conditions for which certification is required and must include tests under hot climatic conditions, unless equivalent evidence can be produced.

HCC.903 Engines

(a) Engine type certification:

(1) Each engine must be approved and have a type certificate. Alternately, the engine(s) may be certificated as part of the airship to the provisions of 14 CFR p art 33.

(2) Each turbine engine not certificated to 14 CFR part 33 must be shown to comply with

14 CFR part 33 or be shown to have a foreign object ingestion service history in similar installation locations which has not resulted in any unsafe condition o r that the particular installation excludes ingestion.

(b) Engine isolation: The powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or the

failure or malfunction (including destruction by fire in the engine compartment) of any systemDocument Number: 1008D0122

Revision: C

Page 72 of 206 that can affect an engine (other than a fuel tank, if only one fuel tank for two engines is installed), will not:

(1) Prevent the continued safe operation of the remain ing engines; or

(2) Require immediate action by a crew member for continued safe operation of the remaining engines.

(c) Control of engine rotation: There must be a means for stopping the rotation of any engine individually in flight, except that means f or stopping the rotation of any engine need to be provided only where continued rotation could jeopardize the safety of the Airship:

(1) In particular, where no means are provided to prevent continued rotation, the safety of the Airship must be shown in th e event of failure of the engine oil supply. (See 14 CFR

part 33 for turbine engines)

(2) Each component of the stopping system on the engine side of the firewall that might be exposed to fire must be at least fire resistant.

(3) If hydraulic propeller fe athering systems are used for this purpose, the feathering lines

must be at least fire

- resistant under the operating conditions that may be expected to exist during feathering.

(d) Turbine engine installations: For turbine engine installations

(1) Design precautions must be taken to minimize the hazards to the Airship in the event of an engine

- rotor failure or a fire originating inside the engine which burns through the engine casing;

(2) The powerplant systems associated with engine control devices, syst ems, and instrumentation must be designed to give reasonable assurance that those operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in

service.

(e) Restart capability.

(1) Means to restart any engine in flight must be provided.

(2) An altitude and airspeed envelope must be established for the Airship for in

- flight engine restarting, and each installed engine must have a restart capability within that envelope.

(f) Star ting and stopping (piston engine): the design of the installation must be such that risk of fire or mechanical damage to the engine or Airship, as a result of starting is reduced to a minimum. Any techniques and associated limitations for engine starting m ust be established

and published in the Airship Flight Manual, approved manual material, or applicable operating placards. Means must be provided for stopping and restarting each engine in flight. In addition the following apply:

(1) Each component of the stopping system on the engine side of the firewall that might be exposed to fire must be at least fire resistant;Document Number: 1008D0122

Revision: C

Page 73 of 206 (2) If hydraulic propeller feathering systems are used for this purpose, the feathering lines must be at least fire resistant under the oper ating conditions that may be expected to exist during feathering.

HCC.905 Propellers

(a) Each propeller must be approved and have a type certificate. Alternately, the propeller(s) may be certificated as part of the airship to the provisions of 14 CFR pa rt 35.

(b) Engine power and propeller shaft rotational speed must not exceed the limits for which the propeller is certificated or approved for (See 14 CFR p art 35).

(c) Each component of the propeller blade pitch control system must meet the requirement s of 14 CFR p art 35.

(d) Design precautions must be taken to minimize the hazards to the Airship and occupants in the event a propeller blade fails or is released by a hub failure. The hazards which must be considered include damage to structure, gas cell s, load carrying parts of envelope, suspensions and catenary (if installed) and critical systems due to impact of a failed or released blade and the unbalance created by such failure or release.

(e) If a vectoring system is installed the combination of sw iveling speed, airspeed, and engine power may not exceed the limits for which the propeller is designed for.

HCC.907 Vibration

(a) Propeller vibration: (See 14 CFR part 35 )

(b) Engine vibration: each engine must be installed to prevent the harmful vibra tion of any part of the engine or Airship.

(c) Thrust vectoring: the thruster drive system and vectored operation of the thruster may not subject the propeller/gearbox and/or the principal rotating parts of the engine to excessive

vibration stresses. This must be shown by a vibration investigation.

(d) For diesel engines a flutter or vibration analysis shall be done that includes:

(1) the whirl mode degree of freedom which takes into account the stability of the plane of rotation of the propeller and significant elastic, inertial, and aerodynamic forces, and

(2) propeller, engine, engine mount and structural stiffness and damping v ariations appropriate to the particular configuration, and

(3) the flutter or vibration investigation will include showing the engine

– attachment

– airship structure is free from flutter with one cylinder inoperative.

(e) Considering the vibration charac teristics of diesel engines, the applicant must comply with the following:

(1) Each diesel engine installation must be constructed and arrange to result in vibration

characteristics that

—

(i) Do not exceed those established during the type certification of the engine; andDocument Number: 1008D0122

Revision: C

Page 74 of 206 (ii) Do not exceed vibration characteristics that a previously certificated airframe structure has been approved for

–

(A ) Unless such vibration characteristics are showing to have no effect on safety or continued airworthiness, or

(B) Unl ess mitigated to an acceptable level by utilization of isolators, dampers, clutches, and similar provisions, so that unacceptable vibration levels are not imposed on the previously certificated structure.

HCC.908 Cooling fans

For cooling fans that are a part of a powerplant installation the following apply:

(a) For cooling fans installed in Airships, it must be shown that a fan blade failure will not prevent continued safe flight either because of damage caused by the failed b lade or loss of cooling air.

(b) Fatigue evaluation: Unless a fatigue evaluation under HCC.571 is conducted, it must be shown that cooling fan blades are not operating at resonant conditions within the operating limits of the Airship.

HCC.909 Turbocharge rs

(a) Each turbocharger must be approved under the engine type certificate.

(b) Control system malfunctions, vibrations, and abnormal speeds and temperatures expected in service may not damage the turbocharger compressor or turbine.

(c) Each turbocharg er case must be able to contain fragments of a compressor or turbine that fails at the highest speed that is obtainable with normal speed control devices inoperative.

(d) Each intercooler installation, where provided, must comply with the following.

(1) The mounting provisions of the intercooler must be designed to withstand the loads imposed on the system;

(2) It must be shown that, under the installed vibration environment, the intercooler will not fail in a manner allowing portions of the intercooler to be ingested by the engine;

(3) Airflow through the intercooler must not discharge directly on any Airship component (e.g. windshield) unless such discharge is shown to cause no hazard to the Airship under all operating conditions.

(e) Engine power, co oling characteristics, operating limits, and procedures affected by the turbocharger system installations must be evaluated. Turbocharger operating procedures and

limitations must be published in the Airship Flight Manual in accordance with HCC.1581.

HCC. 917 Thruster drive system

(a) General: the thruster drive system includes any part necessary to transmit power from the engines to the thruster or propeller. This includes gearboxes, shafting, universal joints, couplings, thruster brake assemblies, clutch es, supporting bearings for shafting, any attendant accessory pads or drives, and any cooling fans that are a part of, attached to, or mounted on the thruster drive system. Paragraphs HCC.918 to HCC.924 will also apply.Document Number: 1008D0122

Revision: C

Page 75 of 206 HCC.918 Shafting critical speed

( a) The critical speeds of any shafting must be determined by demonstration except that analytical methods may be used if reliable methods of analysis are available for the particular design.

(b) If any critical speed lies within, or close to, the operatin g ranges for idling, power

- on, and autorotative conditions, the stresses occurring at that speed must be within safe limits. This must be shown by tests.

(c) If analytical methods are used and show that no critical speed lies within the permissible operati ng ranges, the margins between the calculated critical speeds and the limits of the allowable operating ranges must be adequate to allow for possible variations between the computed and actual values.

HCC.919 Shafting joints

Each universal joint, slip jo int and other shafting joints which require lubrication for operation must have provision for lubrication.

HCC.921 Thruster brake

If there is a means to control the rotation of the thruster drive system independently of the engine, any limitations on th e use of that means must be specified, and the control for that means must be guarded to prevent inadvertent operation.

HCC.923 Thruster drive system and control mechanism tests

(a) Endurance tests, general: each thruster drive system and thruster contro l mechanism must be tested, as prescribed in subparagraphs (b) to (j) and (m) of this paragraph, for at least 50

hours. These tests must be conducted as follows:

(1) Five

- hour test cycles must be used.

(2) The tests must be conducted on the Airship or ma y be conducted on a representative bench test facility. The load, the frequency, and the methods of application to the affected thruster drive system components must be representative of Airship conditions. Test components must be those used for showing co mpliance with the remainder of this paragraph.

(3) The test torque and rotational speed must be:

(i) determined by the powerplant limitations; and

(ii) absorbed by the thruster to be approved for the Airship.

(b) Endurance tests, maximum thrust run: the maximum thrust run must be conducted as

follows:

The maximum thrust torque run must consist of 0.5 hour of alternate runs of 5 minutes at maximum thrust torque and the maximum speed for use with maximum thrust torque, and 5 minutes at as low an engine idle speed as practicable. The engine must be declutched from the thruster drive system, and the thruster brake, if furnished and so intended, must be applied during the first minute of the idle run. During the rem aining 4 minutes of the idle run, theDocument Number: 1008D0122

Revision: C

Page 76 of 206 clutch must be engaged so that the engine drives the thruster at the minimum practical rpm. Acceleration of the engine and the thruster drive system must be done at the maximum rate. When declutching the engine, it mus t be decelerated rapidly enough to allow the operation of the overrunning clutch.

(c) Endurance tests, maximum continuous vector thrust: 1.5 hours of continuous operation at maximum continuous torque and the maximum speed for use with maximum continuous

t orque must be conducted.

The main thruster controls must be operated at a minimum of 15 times each hour through the main thruster pitch positions of maximum thrust and minimum thrust, except that the control movements need not produce loads or blade flapp ing motion exceeding the maximum loads of motions encountered in flight.

(d) Endurance tests: 90% of maximum continuous run: 1 hour of continuous operation at 90% of maximum continuous torque and the maximum speed for use with 90% of maximum

continuous to rque must be conducted.

(e) Endurance tests: 80% of maximum continuous run: 1 hour of continuous operation at 80% of maximum continuous torque and the minimum speed for use with 80% of maximum continuous torque must be conducted.

(f) Endurance tests: 60% of maximum continuous run: 1 hour of continuous operation at 60% of maximum continuous torque and the minimum speed for use with 60% of maximum continuous torque must be conducted.

(g) Endurance tests: engine malfunctioning run: It must be determined whe ther malfunctioning of components, such as the engine fuel or ignition systems, or whether unequal engine power can cause dynamic conditions detrimental to the drive system. If so, a suitable number of hours of operation must be accomplished under those co nditions.

(h) Endurance tests: overspeed run: One hour of continuous operation must be conducted at maximum continuous torque and the maximum power

- on overspeed expected in service, assuming that speed and torque limiting devices, if any, function properl y.

(i) Endurance tests, clutch and brake engagements:

A total of at least 100 clutch and brake engagements, including the engagements of subparagraph (b) of this paragraph, must be made during the take

- off torque runs and, if necessary, at each change of torque and speed throughout the test. The clutch engagements must be accomplished at the speed and by the method prescribed for the product.

(j) Any components that are affected by maneuvering and gust loads must be investigated for the same flight conditi ons as are the thrusters, and their service lives must be determined by fatigue tests or by other acceptable methods. In addition, a level of safety equal to that of the thrusters must be provided for each component in the thruster drive system, the failur e of which would cause an uncontrolled hover or landing.

(k) Each part tested as prescribed in this paragraph must be in a serviceable condition at the end of the tests. No intervening disassembly which might affect test results may be conducted.Document Number: 1008D0122

Revision: C

Page 77 of 206 (l) Endu rance tests; operating lubricants: To be approved for use in thruster drive and control systems, lubricants must meet the specifications of lubricants used during the tests prescribed by this paragraph. Additional or alternate lubricants may be qualified b y equivalent testing or by comparative analysis of lubricant specifications and thruster drive and control system

characteristics. In addition:

(1) At least one 10

- hour cycle required by this paragraph must be conducted with transmission and gearbox lubri cant temperatures, at the location prescribed for measurement, not lower than the maximum operating temperature for which approval is requested;

(2) For pressure lubricated systems, at least one 10

- hour cycles required by this paragraph

must be conducted with the lubricant pressure, at the location prescribed for measurement, not higher than the minimum operating pressure for which approval is requested.

(m) The manufacturer may propose an alternate endurance test procedure if the thruster system differs in character from that in this part. This test plan must be approved by the

Administrator

.

HCC.924 Additional tests

(a) Any additional dynamic, endurance, and operational tests, and vibratory investigations necessary to determine that the thruster drive m echanism is safe, must be performed.

(b) Lubrication system failure. For lubrication systems required for proper operation of thruster drive systems, it must be shown that the thruster drive system is capable of operating under 75% of max. continuous powe r conditions for at least 15 minutes.

(c) The tests prescribed in subparagraphs (a) and (b) of this paragraph must be conducted on the Airship and the torque must be absorbed by the thrusters to be installed, except that other ground or flight test facilit ies with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the Airship.

HCC.925 Propeller clearance

(a) Ground clearance:

Propellers an d shrouds must have positive ground clearance under most adverse conditions expected under normal operation.

(b) Structural clearance: There must be:

(1) sufficient clearance between the propeller blades or cuffs and stationary parts of the Airship, including radial clearance to prevent harmful vibration;

(2) positive clearance between other rotating parts of the propeller or spinner and stationary parts of the Airs hip;

(3) sufficient clearance between the propeller and the Airship envelope so as to minimize damage from debris or ice thrown by the propellers unless propeller shrouds or equivalent protective means are provided.Document Number: 1008D0122

Revision: C

Page 78 of 206 (4) positive clearance between propelle rs and shrouds under all flight and ground conditions specified in these criteria.

(c) Hazards from propeller and shroud interference for minor crash landings must be considered in the design for each propeller vectoring position.

(d) Ducted propellers:

(1) (a) and (c) apply.

HCC.929 Propeller de

- icing

(a) Propeller and other complete engine installations must be protected against the accumulation of ice as necessary to enable satisfactory functioning without appreciable loss of power when operated in t he icing conditions for which certification is requested.

(b) If combustible fluid is used for propeller de

- icing, HCC.1181 to 1185 and HCC.1189 apply.

HCC.933 Reversing systems

(a) Reserved

(b) Reversing systems must be designed so that no unsafe condi tion will result during normal operation of the system, or from any failure (or reasonably likely combination of failures) of the reversing system, under any anticipated condition of operation of the Airship including ground operation. Failure of structura l elements need not be considered if the probability of this kind of failure is extremely remote.

HCC.937 Turbopropeller

- drag limiting systems

Turbopropeller

- powered Airship propeller

- drag limiting systems must be designed so that no single failure or m alfunction of any of the systems during normal or emergency operation results in propeller drag in excess of that for which the Airship was designed under HCC.367. Failure of structural elements of the drag limiting systems need not be considered if the pr obability of this kind of failure is extremely remote.

HCC.939 Powerplant operating characteristics

(a) Turbine engine powerplant operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to a hazardous degree, during normal and emergency operation within the range of operating limitations of the Airship and of the engine.

(b) Turbocharged reciprocating engine operating characteristics must be investigated in fligh t to assure that no adverse characteristics, as a result of an inadvertent overboost, surge, flooding, or vapor lock, are present during normal or emergency operation of the engine(s) throughout the range of operating limitations of both Airship and engine

. (c) For turbine engines, the air inlet system must not, as a result of airflow distortion during normal operation, cause vibration harmful to the engine.

(d) It must be established over the range of operating conditions for which certification is require d that the powerplant installation does not induce engine carcass vibration in excess of the acceptable levels established during engine type certification under 14 CFR part 33.83 (e).Document Number: 1008D0122

Revision: C

Page 79 of 206 (e) For governor

- controlled engines, it must be shown that there exist s no hazardous torsional instability of the drive system associated with critical combinations of power, rotational speed, and control displacement.

HCC.943 Negative acceleration

No hazardous malfunction of an engine or any component or system associated with the powerplant unit may occur when the Airship is operated at the negative accelerations within the flight envelopes prescribed in HCC.333. This must be shown for the greatest duration expected

for the acceleration.

HCC.94 5 Powerplant Installation

– One cylinder inoperative

Tests or analysis, or a combination of methods, must show that the airframe can withstand the shaking or vibratory forces imposed by the engine if a cylinder becomes inoperative. Appropriate design considerations or operating pro cedures, or both, shall be developed to prevent airframe and propeller damage.

HCC.94 7 Powerplant Installation

– High Energy Engine Fragments

It may be possible for diesel engine cylinders (or portions thereof) to fail and physically separate

from the engine at high velocity (due to the high internal pressures). This failure mode will be considered possible in engine designs with removable cylinders or other non

- integral block designs. The following is required:

(a ) It must be shown that the engine co nstruction type (massive or integral block with non

removable cylinders) is inherently resistant to liberating high energy fragments in the event of a catastrophic engine failure; or,

(b) It must be shown by the design of the engine, that engine cylinders, other engine components or portions thereof (fragments) cannot be shed or blown off of the engine in the event of a catastrophic engine failure; or

(c) It must be shown that all possible liberated engine parts or components do not have adequate energy to penetrate engine cowlings; or

(d) Assuming infinite fragment energy, and analyzing the trajectory of the probable fragments and components, any hazard due to liberated engine parts or components will be minimized and the possibility of crew injury is elim inated. Minimization must be considered during initial design and not presented as an analysis after design completion.

FUEL SYSTEM

HCC.951 General

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and

pressure est ablished for proper engine functioning under each likely operating condition, including any maneuver for which certification is requested.

(b) Each fuel system must be arranged so that

(1) No fuel pump can draw fuel from more than one tank at a time; or

(2) There are means to prevent introducing air into the system.Document Number: 1008D0122

Revision: C

Page 80 of 206 (c) Each fuel system for a turbine or diesel engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80°F ( 27°C)

and having 0.2 cm 3 of free water per liter added and cooled to the most critical condition for icing likely to be encountered in operation.

(d) Each fuel system for a turbine engine powered Airship must meet the applicable fuel venting requirements of 14 CFR p art 34.

HCC.952 Fuel system analysis and test

(a) Proper fuel system functioning under all probable operating conditions must be shown by analysis and those tests found necessary by the Administrator

. Tests, if required, must be made using the Airship f

uel system or a test article that reproduces the operating characteristics of the portion of the fuel system to be tested.

(b) The likely failure of any heat exchanger using fuel as one of its fluids may not result in a

hazardous condition.

(c) Each fuel heat exchanger must be able to withstand without failure any vibration, inertia and fuel pressure load to which it may be subjected in operation.

HCC.953 Fuel system independence

Each fuel system must meet the requirements of HCC.903 (b) by:

(a) Allowin g the supply of fuel to each engine through a system independent of each part of the system supplying fuel to any other engine; or

(b) Any other acceptable method.

HCC.954 Fuel System lightning protection

The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by:

(a) direct lightning strikes to areas having a high probability of stroke attachment;

(b) swept lightning strokes on areas where swept strokes are highly probable;

(c) corona or streamering at fuel vent outlets.

HCC.955 Fuel Flow

(a) Each fuel system must provide at least 100% of the fuel flow required under each intended operating condition and maneuver. Compliance must be shown as follows:

(1) Fuel must be delivered to each engine at a pressure, corrected for accelerations (load factors), within the limits specified in the engine type certificate.

(2) The quantity of fuel in the tank may not exceed the amount established as the unusable fuel quantity for that tank under the requirements of HCC.959 plus that necessary to show compliance with this paragraph.

(3) Each main pump must be used that is necessary for each operating condition and attitude for which compliance with this paragraph is shown, and the appropriate emergency

pump must be substituted for each main pump so used.Document Number: 1008D0122

Revision: C

Page 81 of 206 (4) If there is a fuel flowmeter, it must be blocked and the fuel must flow through the meter or its bypass.

(5) The fuel head between the tank and the engine must be critical with respect to Airship flight atti tudes.

(b) If an engine can be supplied with fuel from more than one tank, the fuel system must for each engine, in addition to having appropriate manual switching capability, be designed to prevent interruption of fuel flow to that engine, without attent ion by the flight crew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank, that normally supplies fuel to that engine alone, contains usable fuel.

HCC.957 Flow between interconnected tanks

(a) Where tank outlets are interconnected and allow fuel to flow between them due to gravity or flight accelerations, it must be impossible for fuel to flow between tanks in quantities great enough to cause overflow from the tank vent in any sustained flig ht condition.

(b) If fuel can be pumped from one tank to another in flight:

(1) The design of the vents and the fuel transfer system must prevent structural damage to tanks from overfilling; and

(2) There must be means to warn the crew before overflow t hrough the vents occurs.

HCC.959 Unusable fuel supply

The unusable fuel supply for each fuel tank and its fuel system components must be established as not less than that quantity at which the first evidence of engine malfunctioning occurs under

the most adverse fuel

- feed condition occurring under each intended operation and flight maneuver involving fuel feeding from that tank. Fuel system component failures need not be

considered.

HCC.961 Fuel system hot weather operation

(a) The fuel system must perf orm satisfactorily in hot weather operation. This must be shown by demonstrating that the fuel system from the tank outlets to each engine is pressurized, under all intended operations, so as to prevent vapor formation, or must be shown by climbing

from th e altitude of the airport elected for the product to the maximum altitude established as an operating limitation under HCC.1527. If a climb test is elected, there must be no evidence of vapor lock or other malfunctioning during the climb test conducted und er the following

conditions:

(1) For piston engine powered Airships, the power settings should be maintained at the maximum approved levels for takeoff and climb to provide for the maximum fuel flow. The climb should be continued to the maximum operating a ltitude approved for the Airship. If a lower altitude is substantiated, appropriate limitations should be published in the Airship Flight Manual.

(2) For turbine engine powered Airships, the engines must operate at takeoff power/

maximum thrust for the ti me interval selected for showing the takeoff flight path, and at maximum continuous power for the rest of the climb.Document Number: 1008D0122

Revision: C

Page 82 of 206 (3) The mass of the Airship must be with full fuel tanks, minimum crew, and the ballast necessary to maintain the center of gravity within allowable limits or other combinations approved by the Administrator

. (4) The climb airspeed may not exceed the maximum airspeed established for climbing from takeoff to the maximum operating altitude.

(5) The fuel temperature must be at least 110oF ( 43 °C).

(b) The test prescribed in subparagraph (a) of this paragraph may be performed in flight or on the ground under closely simulated flight conditions. If a flight test is performed in weather cold enough to interfere with the proper conduct of the test , the fuel tank surfaces, fuel lines, and other fuel system parts subject to cold air must be insulated to simulate, insofar as practicable, flight in hot weather.

HCC.963 Fuel tanks: general

(a) Each fuel tank must be able to withstand, without failure, the vibration, inertia, fluid, and structural loads that it may be subjected to in operation.

(b) Flexible fuel tank liners must be approved or must be shown to be suitable for the particular application.

(c) Each integral fuel tank must have adequate facilities for interior inspection and repair.

(d) Fuel tanks shall be designed, located and installed so that no fuel is released in or near the Airship or near the engines in quantities sufficient to start a serious fire in otherwise

survivable crash conditions.

(e) Fuel tanks within the Airship must be able to resist rupture, and to retain fuel, under the inertia forces prescribed for the emergency landing conditions in HCC.561. In addition, these

tanks mus t be in a protected position so that exposure of the tanks to scraping action with the ground is unlikely.

(f) For pressurized fuel tanks, a means with failsafe features must be provided to prevent the

build

- up of an excessive pressure difference between the inside and the outside of the tank.

(g) Fuel tank access covers must comply with the following criteria in order to avoid loss of hazardous quantities of fuel: All covers located in an area where experience or analysis indicates a strike is likely, mus t be shown by analysis or tests to minimize penetration and deformation by low energy engine debris, or other likely debris.

HCC.965 Fuel tank tests

(a) It must be shown by tests that the fuel tanks mounted in the Airship can withstand, without

failure or leakage, the more critical of the pressures resulting from the conditions specified in subparagraphs (a)(1) and (2) of this paragraph. In addition it must be shown by either analysis or tests, that tank surfaces subjected to more critical pressures result ing from the conditions of subparagraphs (a)(3) and (4) of this paragraph, are able to withstand the following pressures:

(1) An internal pressure of 3.5 psi ( 24.14 kPa).

(2) 125% of the maximum air pressure developed in the tank from ram effect.Document Number: 1008D0122

Revision: C

Page 83 of 206 (3) Fl uid pressures developed during maximum limit accelerations, and deflections, of the Airship with a full tank.

(4) Fluid pressures developed during the most adverse combination of Airship pitch, yaw

and roll and fuel load.

(b) Each metallic tank with larg e unsupported or unstiffened flat surfaces, the failure or deformation of which, could cause fuel leakage, must be able to withstand the following test, or its equivalent, without leakage or excessive deformation of the tank walls:

(1) Each complete tank assembly and its supports must be vibration tested while mounted

to simulate the actual installation.

(2) Except as specified in subparagraph (b)(4) of this paragraph, the tank assembly must be vibrated for 25 hours at an amplitude of not less than 0.0312 5 in ( 0.8 mm) (unless another amplitude is substantiated) while two

- thirds filled with water or other suitable test fluid.

(3) The test frequency of vibration must be as follows:

(i) If no frequency of vibration resulting from any rpm within the normal o perating range of engine speeds is critical, the test frequency of vibration must be 2000 cycles per minute.

(ii) If only one frequency of vibration resulting from any rpm within the normal operating range of engine speeds is critical, that frequency of v ibration must be the test frequency.

(iii) If more than one frequency of vibration resulting from any rpm within the normal operating range of engine speeds is critical, the most critical of these frequencies must be the test frequency.

(4) Under subpara graph (b)(3) (ii) and (iii) of this paragraph, the time of test must be adjusted to accomplish the same number of vibration cycles that would be accomplished in 25 hours at the frequency specified in subparagraph (b)(3)(i) of this paragraph.

(5) During th e test, the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute, through an angle of 15o on both sides of the horizontal (30o total), about the most critical axis, for 25 hours. If motion about more than one axis is likely to be critical, the tank must be rocked about each critical axis for 12.5 hours.

(c) Except where satisfactory operating experience with a similar tank in a similar installation is shown, non

- metallic tanks must withstand the test specified in subparagraph (b) (5) of this paragraph, with fuel at a temperature of 110oF ( 43°C). During this test, a representative specimen of the tank must be installed in a supporting structure simulating the installation in the Airship.

(d) For pressurized fuel tanks, it must be s hown by analysis or tests that the fuel tanks can withstand the maximum pressure likely to occur on the ground or in flight taking the additional pressures of (a)(3) and (a)(4) of this subparagraph into account.Document Number: 1008D0122

Revision: C

Page 84 of 206 HCC.967 Fuel tank installation

(a) Each fu el tank must be supported so that tank loads are not concentrated. In addition:

(1) There must be pads, if necessary, to prevent chafing between each tank and its

supports;

(2) Padding must be non

- absorbent, or treated to prevent the absorption of fuel;

(3) If a flexible tank liner is used, it must be supported so that it is not required to withstand fluid loads;

(4) Interior surfaces adjacent to the liner must be smooth and free from projections that could cause wear of the liner, unless

(i) Provision s are made for protection of the liner at those points, or

(ii) The liner construction itself provides such protection;

(5) A positive pressure must be maintained within the vapor space of each bladder cell under all conditions of operation except for pa rticular condition for which it is shown that a zero or negative pressure will not cause the bladder cell to collapse;

(6) Siphoning of fuel (other than minor spillage) or collapse of bladder fuel cells must be possible as a result of being improperly secu red or the loss of the fuel filler cap.

(b) Each tank compartment must be ventilated and drained to prevent the accumulation of flammable fluids or vapors. Each compartment adjacent to a tank that is an integral part of the Airship structure must also be ventilated and drained. If the tank is in a sealed compartment, ventilation may be limited to drain holes large enough to prevent excessive pressure resulting from altitude changes.

(c) The location of each tank must meet the requirements of HCC.1185(a).

(d) No engine nacelle skin immediately behind a major air outlet from the engine compartment may act as the wall of an integral tank.

(e) Each fuel tank must be isolated from personnel compartments by a fume proof and fuel proof enclosure.

(f) Fuel tanks must be designed, located (as practicable away from occupants compartments) and installed so as to retain fuel under the inertia forces prescribed for the emergency landing

conditions in HCC.561.

HCC.969 Fuel tank expansion space

Each fuel tank must have an expansion space of not less than 2% of the tank capacity. It must be impossible to fill the expansion space inadvertently with the Airship in the normal ground attitude. For pressure fueling systems, compliance with this paragraph may be shown with the means provided to comply with HCC.979(b).

HCC.971 Fuel tank sump

(a) Each fuel tank must have a sump which is able to be drained properly in the normal ground attitude or with the Airship moored, parked, or in flight, if requested, and with anDocument Number: 1008D0122

Revision: C

Page 85 of 206 effective capacity, under these conditions, of not less than 0.10% of the tank capacity unless operating limitations are established to ensure that the accumulation of water in service will not exceed the sump capacity.

(b) The capacity prescribed in subparagraph ( a) of this paragraph must be effective with the Airship in the normal ground attitude or moored, parked, or in flight, if requested, and the sump must be located so that the sump contents cannot escape through the tank outlet opening. Each fuel tank must a llow drainage of any hazardous quantity of water from any part of the tank to its sump with the Airship in the normal ground attitude or moored, parked, or in flight, if requested.

(c) Each fuel tank sump must have a drain which is accessible with the Air ship on the ground or moored, parked or in flight, if requested, that:

(1) Allows complete drainage of the sump on the ground;

(2) Discharges clear of each part of the Airship; and

(3) Has manual or automatic means for positive locking in the closed pos ition.

HCC.973 Fuel tank filler connection

(a) Each fuel tank filler connection must be marked as prescribed in HCC.1557(c).

(b) Spilled fuel must be prevented from entering the fuel tank compartment or any part of the Airship other than the tank itself

. (c) Each filler cap must provide a fuel

- tight seal for the main filler opening.

(d) Each fuel

- filling point must have a provision for electrically bonding the Airship to ground fueling equipment.

(e) Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of each part of the Airship.

(f) Filler caps must be designed to minimize the probability of incorrect installation or in flight l oss.

(g) For Airships with engines requiring gasoline as the only permissible fuel, the inside diameter of the fuel filler opening must be no larger than 2.36 inch ( 59.9 mm).

(h) For Airships with turbine or Diesel engines, the inside diameter of the fuel filler opening

must be no smaller than 2.95 inch ( 74.9 mm).

HCC.975 Fuel tank vents and carburetor vapor vents

(a) Each fuel tank must be vented from the top part of the expansion space so that venting is effective under any normal flight condition. In ad dition:

(1) Each vent outlet must be located and constructed in a manner that minimizes the possibility of being obstructed by ice or other foreign matter;

(2) Each vent must be constructed to prevent siphoning of fuel during normal operation;

(3) The ve nting capacity and vent pressure levels must maintain acceptable differences of pressure between the interior and exterior of the tank, during:Document Number: 1008D0122

Revision: C

Page 86 of 206 (i) Normal flight operation;

(ii) Maximum rate of ascent and descent; and

(iii) Refueling and defueling (wher e applicable);

(4) Airspaces of tanks with interconnected outlets must be interconnected;

(5) There may be no undrainable points in any vent line where moisture can accumulate with the Airship in either the ground or level flight attitudes;

(6) No vent or drainage provision may terminate at a point where the discharge of fuel

from the vent outlet will constitute a fire hazard or from which fumes could enter crew and

passenger compartments.

(b) Each carburetor with vapor elimination connections and each fue l injection engine employing vapor return provisions must have a separate vent line to lead vapors back to the top of a fuel tank. If there is more than one fuel tank, and it is necessary to use these tanks in a definite sequence for any reason, the vapor vent return line must lead back to the fuel tank to be used first, unless the relative capacities of the tanks are such that return to another tank is preferable.

HCC.977 Fuel tank outlet

(a) There must be a fuel strainer for the fuel tank outlet or for t he booster pump. This strainer

must

(1) For gasoline powered reciprocating engine

- powered Airships, have 8 to 16 meshes per

inch ( 3 to 6 meshes per cm );

(2) For diesel and turbine engine

- powered Airships, prevent the passage of any object that

could restrict fuel flow or damage any fuel

- system component.

(b) The clear area of each fuel tank outlet strainer must be at least five times the area of the

outlet line.

(c) The diameter of each strainer must be at least that of the fuel tank outlet.

(d) Each fi nger strainer must be accessible for inspection and cleaning.

HCC.979 Pressure fueling system

For pressure fueling systems, the following apply.

(a) Each pressure fueling system fuel manifold connection must have means to prevent the escape of hazardous quantities of fuel from the system if the fuel entry valve fails.

(b) An automatic shutoff means must be provided to prevent the quantity of fuel in each tank from exceeding the maximum quantity approved for that tank. This means must:

(1) allow checking for proper shutoff operation before each fueling of the tank, and

(2) Provide indication, at each fueling station, of failure of the shut

- off means to stop the fuel flow at the maximum quantity approved for that tank.Document Number: 1008D0122

Revision: C

Page 87 of 206 (c) A means must be provided to preven t damage to the fuel system in the event of failure of the automatic shutoff means prescribed in subparagraph (b) of this paragraph.

(d) The Airship pressure fueling system (not including fuel tanks and fuel tank vents) must

withstand an ultimate load tha t is 2.0 times the load arising from the maximum pressures, including surge, that is likely to occur during fueling. The maximum surge pressure must be established with any combination of tank valves being either intentionally or inadvertently

closed.

(e) The Airship defueling system (not including fuel tanks and fuel tank vents) must withstand an ultimate load that is 2.0 times the load arising from the maximum permissible defueling pressure (positive or negative) at the Airship fueling connection.

HCC.981 Fuel tank ignition prevention

(a) No ignition source may be present at each point of the fuel tank or fuel tank system where catastrophic failure could occur due to ignition of fuel or vapors. This must be shown by:

(1) Determining the highest temperatur e allowing a safe margin below the lowest expected

auto

- ignition temperature of the fuel in the fuel tanks.

(2) Demonstrating that no temperature at each place inside each fuel tank where fuel ignition is possible will exceed the temperature determined un der sub

- paragraph (a)(1) of this paragraph. This must be verified under all probable operating, failure and malfunction conditions of each component, the operation, failure or malfunction of which could increase the temperature inside the tank.

(b) Based on the evaluations required by this paragraph, critical design configuration control limitations, inspections or other procedures must be established as necessary to prevent development of ignition sources within the fuel tank system and must be included i n the Airworthiness Limitations Section of the ICA required by HCC.1529. Placards, decals or other visible means must be placed in areas of the Airship where maintenance, repairs or alterations may violate the critical design configuration limitations.

(c ) The fuel tank installation must include:

(1) Means to minimize the development of flammable vapors in the fuel tanks; or

(2) Means to mitigate the effects of an ignition of fuel vapors within fuel tanks such that no damage caused by an ignition will pre vent continued safe flight and landing.

HCC.983 Fuel Tanks Temperature Limits

If the fuel in the tanks cannot be shown to flow suitably under all possible temperature conditions (fuel tank external surface heaters are acceptable mitigation), then fuel temp erature limitations are required. These limitations will be considered as part of the essential operating parameters for the aircraft and must be limitations. Limitations will be determined as follows:

(a ) The takeoff temperature limitation must be deter mined by testing or analysis to define the

minimum fuel cold

- soaked temperature of the fuel that the airship can operate on.

(b) The minimum operating temperature limitation must be determined by testing to define the minimum acceptable operating temperatu re acceptable after takeoff (with minimum takeoff temperature established in ( a ) above).Document Number: 1008D0122

Revision: C

Page 88 of 206 FUEL SYSTEM COMPONENTS

HCC.991 Fuel pumps

(a) Main pumps: each fuel pump required for proper engine operation, or required to meet the fuel system requirements of this Subpart (other than those in subparagraph (b) of this paragraph), is a main pump. For each main pump, provision must be made to al low the bypass of each positive displacement fuel pump approved as part of the engine.

(b) Emergency pumps: there must be emergency pumps or another main pump to feed each engine immediately after failure of any main pump.

(c) Warning means: If both the normal pump and emergency pump operate continuously, there must be a means to indicate to the appropriate flight crewmember a malfunction of either pump.

(d) Operation of any fuel pump may not affect engine operation so as to create a hazard, regardless o f the engine power or thrust setting or functional status of any other fuel pump.

HCC.993 Fuel system lines and fittings

(a) Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Each fuel line connected to components of the Airship between which relative motion

could exist must have provisions for flexibility.

(c) Each flexible connection in fuel lines that may be under pressure and subjected to axial loading must use flexible hose assemblies.

(d) Each flexible hose must be approved or must be shown to be suitable fo r the particular application.

(e) No flexible hose that might be adversely affected by exposure to high temperatures may be used where excessive temperatures will exist during operation or after engine shutdown.

(f) Each fuel line must be designed and in stalled to allow a reasonable degree of deformation and stretching without leakage.

HCC.994 Fuel system components

Fuel system components must be protected from damage which could result in spillage of enough fuel to constitute a fire hazard as a result of a ACLS retracted landing.

HCC.995 Fuel valves

There must be a means to allow appropriate flight crew members rapidly to shut off the fuel to each engine individually in flight. In addition to the requirements of HCC.1189 for shut

- off means, each fuel valve must:

(a) Reserved

(b) be supported so that no loads resulting from their operation or from accelerated flight

conditions are transmitted to the lines attached to the valve.Document Number: 1008D0122

Revision: C

Page 89 of 206 HCC.997 Fuel strainer or filter

(This paragraph does not apply to fuel s trainers or filters already approved as part of an engine type certificated under 14 CFR part 33.)

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of either the fuel metering device or an engine

- driven positive displacem ent pump, whichever is nearer the fuel

tank outlet. This fuel strainer or filter must

(a) Be accessible for draining and cleaning and must incorporate as screen or element which is easily removable;

(b) Have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself;

(d) Have the capacity (w ith respect to operating limitations established for the engine) and the mesh to ensure that engine fuel system functioning is not impaired, with the fuel contaminated to a degree (with respect to particle size and density) that is greater than that establ ished for the engine in 14 CFR part 33, or equivalent regulations.

(e) In addition, unless means are provided in the fuel system to prevent the accumulation of ice on the filter, a means must be provided to automatically maintain the fuel flow if ice clog ging of the filter occurs.

HCC.999 Fuel system drains

(a) Drainage of the fuel system must be accomplished by the use of fuel strainer and fuel tank sump drains

(b) Each drain required by subparagraph (a) of this paragraph and HCC.971 must

(1) discharg e clear of all parts of the Airship;

(2) Have manual or automatic means for positive locking in the closed position;

(3) Have a drain valve that is readily accessible and which can be easily opened and

closed.

HCC.1001 Fuel jettisoning system

If a fuel jettisoning system is installed, the following applies:

(a) Fuel jettisoning systems are only for emergency use.

(b) Fuel jettisoning must be safe during all flight regimes for which jettisoning is to be

authorized

. ( c ) In showing compliance wi th subparagraph (a) of this paragraph, it must be shown that:

(1) the fuel jettisoning system and its operation are free from fire hazard;

(2) the fuel discharges clear of any part of the Airship;

(3) fuel or fumes do not enter any part of the Airship;

(4) the jettisoning operation does not adversely affect the controllability of the Airship.Document Number: 1008D0122

Revision: C

Page 90 of 206 ( d ) The fuel jettisoning valve must be designed to allow the crew (minimum crew) to safely interrupt fuel jettisoning and to close the valve during any part of the jettisoning operation.

( e ) Unless it is shown that using any means and any engine operation (including engine vectoring or operation of auxiliary power units) does not adversely affect fuel jettisoning, there must be a placard, adjacent to the jettisonin g control, to warn crew members against jettisoning during operations that adversely affect fuel jettisoning.

( f ) The fuel jettisoning system must be designed so that any reasonably probable single malfunction in the system will not result in a hazardous condition due to the inability to jettison fuel.

OIL SYSTEM

HCC.1011 General

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) T he usable oil tank capacity may not be less than the product of the endurance of the Airship under critical operating conditions and the maximum oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate circulation and cooling.

(c) For an oil system without an oil transfer system, only the usable oil tank capacity may be considered. The amount of oil in the engine oil lines, the oil radiator, and the feathering reserve, may not be considered.

(d) If an oil transfer system is used, the amount of oil in the transfer lines that can be pumped by the transfer pump must be included in the oil capacity.

HCC.1013 Oil tanks

(This paragraph does not apply to oil tanks already approved as part of an engine type

certificated under 14 CFR part 33.)

(a) Installation: each oil tank must be installed to:

(1) meet the requirements of HCC.967;

(2) withstand any vibration, inertia, and fluid loads expected in operation.

(b) Expansion space: oil tank expansion space must be provid ed so that

(1) Each oil tank used with a reciprocating engine has an expansion space of not less than the greater of 10% of the tank capacity or 0.5 US

- gallons ( 1.9 liter ), and each oil tank used with a turbine engine has an expansion space of not less th an 10% of the tank capacity;

(2) It is impossible to fill the expansion space inadvertently with the Airship in the normal ground attitude.

(3) Each reserve oil tank not directly connected to any engine may have an expansion space of not less than 2% of the tank capacity.

(c) Filler connection: each recessed oil tank filler connection that can retain any appreciable quantity of oil must have a drain that discharges clear of each part of the Airship. In addition:

(1) Each oil tank filler cap must provide an oil tight seal;Document Number: 1008D0122

Revision: C

Page 91 of 206 (2) Each oil tank filler must be marked as prescribed in HCC.1557(c).

(d) Vent: oil tanks must be vented as follows:

(1 ) Each oil tank must be vented from the top part of the expansion space so that the vent connection is not covered by oil under any normal flight condition;

(2) Oil tank vents must be arranged so that condensed water vapor that might freeze and

obstruct t he line cannot accumulate at any point.

(e) Outlet: no oil tank outlet may be enclosed by any screen or guard that would reduce the flow of oil below a safe value at any operating temperature. No oil tank outlet diameter may

be less than the diameter of th e engine oil pump inlet. Each oil tank used with a turbine engine must have means to prevent entrance into the tank itself, or into the tank outlet, of any object that might obstruct the flow of oil through the system. There must be a shutoff valve at the outlet of each oil tank used with a turbine engine, unless the external portion of the oil system (including of tank supports) is fireproof.

(f) Flexible liners: each flexible oil tank liner must be approved or must be shown to be suitable for the particu lar application.

(g) Each filler cap of an oil tank that is used with a turbine engine must provide an oil tight

seal.

HCC.1015 Oil tank tests

(This paragraph does not apply to oil tanks already approved as part of an engine type

certificated under 14 C FR part 33.) Each oil tank must be designed and installed so that:

(a) It can withstand, without failure, each vibration, inertia, and fluid load that it may be subjected to in operation; and

(b) It meets the provisions of HCC.965, except:

(1) The test pressure:

(i) For pressurized tanks used with a turbine engine, may not be less than 34.45 kPa (5 psi) plus the maximum operating pressure of the tank instead of the pressure specified in HCC.965(a); and

(ii) For all other tanks, may not be less than 5 ps i ( 34.45 kPa) instead of the pressure specified in HCC.965(a); and

(2) The test fluid must be oil at 250oF ( 120°C) instead of the fluid specified in HCC.965(c).

HCC.1017 Oil lines and fittings

(a) Oil lines: oil lines must meet HCC.993, and each oil lin e and fitting in any designated fire zone must meet the requirements of HCC.1183. Oil lines must accommodate a flow of oil at a rate and pressure adequate for proper engine functioning under any normal operating

condition.

(b) Breather lines: breather lin es must be arranged so thatDocument Number: 1008D0122

Revision: C

Page 92 of 206 (1) condensed water vapor or oil that might freeze and obstruct the line cannot accumulate at any point;

(2) the breather discharge will not constitute a fire hazard if foaming occurs, or cause emitted oil to strike the pilot's windshield;

(3) the breather does not discharge into the engine air

- induction system;

(4) the breather outlet its protected against blockage by ice or foreign matter.

HCC.1019 Oil strainer or filter

(This paragraph does not apply to oil strainers or filters already approved as part of an engine type certificated under 14 CFR part 33.)

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil f

lows and which meets the following requirements.

(1) Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.

( 2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) and the mesh to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to part icle size and density) that is greater than that established for the engine in 14 CFR part 33 or equivalent regulations.

(3) The oil strainer or filter, unless it is installed at an oil tank outlet, must incorporate an

indicator that will indicate contami nation of the screen before it reaches the capacity established in accordance with subparagraph (2) of this paragraph.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by a ppropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except on that installed at an oil tank outlet, must have a means to connect it to the warning system required in subparagraph 1305(c)(7).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system

with the strainer or f

ilter element completely blocked.

HCC.1021 Oil system drains

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must:

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed po sition.

HCC.1023 Oil radiators

If installed:Document Number: 1008D0122

Revision: C

Page 93 of 206 (a) each oil radiator and its supporting structures must be able to withstand the vibration, inertia, and oil pressure loads to which it would be subjected in operation.

(b) each oil radiator air duct must b e located so that, in case of fire, flames coming from normal openings of the engine nacelle cannot impinge directly upon the radiator.

HCC.1025 Oil valves

(a) Each oil shut

- off must meet the requirements of HCC.1189.

(b) The closing of oil shut

- off mea ns may not prevent propeller feathering.

(c) Each oil valve must have positive stops or suitable index provisions in the 'on' and 'off ' positions and must be supported so that no loads resulting from its operation or from accelerated flight conditions ar e transmitted to the lines attached to the valve.

HCC.1027 Propeller feathering system

(a) If the propeller feathering system depends on engine oil, there must be means to trap an amount of oil in the tank if the supply becomes depleted due to failure of any part of the lubricating system, other than the tank itself.

(b) The amount of trapped oil must be enough to accomplish feathering and must be available only to the feathering pump.

(c) The ability of the system to accomplish feathering with the trap ped oil must be shown. This may be done on the ground using an auxiliary source of oil for lubricating the engine during operation.

(d) Provisions must be made to prevent sludge or other foreign matter from affecting the safe operation of the propeller fe athering system.

COOLING

HCC.1041 General

The powerplant cooling provisions must be able to maintain the temperatures of powerplant components and engine fluids, within the temperature limits established during ground and flight operations to the maximum altitude for which approval is requested and after normal engine

shutdown.

HCC.1043 Cooling tests

(a) General: compliance with HCC .1041 must be shown under critical ground and flight operating conditions (including loiter, hover, climb, and descent) to the maximum altitude for which approval is requested. For turbocharged engines, each turbocharger must be operated through that part of the climb profile for which operation with the turbocharger is requested and in a manner consistent with its intended operation. For these tests, the following apply.

(1) If the tests are conducted under conditions deviating from the maximum ambient

at mospheric temperature specified in subparagraph (b), of this paragraph, the recorded powerplant temperature must be corrected under paragraphs (c) and (d) of this paragraph, unless a more rational correction method is applicable.Document Number: 1008D0122

Revision: C

Page 94 of 206 (2) No corrected temperat ure determined under subparagraph (1) of this paragraph may

exceed established limits.

(3) The fuel used during the cooling tests must be of the minimum grade approved for the engines, and for reciprocating engines the mixture settings must be the leanest recommended for flight.

(b) Maximum ambient atmospheric temperature: a maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100°F ( 38°C) must be established. The assumed temperature lapse rate is 3.6°F ( 2°C) per thous and feet of altitude above sea level. However, for winterization installations, a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100°F ( 38°C) may be selected for the product.

(c) Correction factor (except cylind er barrels): Unless a more rational correction applies, temperatures of engine fluids and powerplant components (except cylinder barrels) for which temperature limits are established, must be corrected by adding to them the difference

between the maximum a mbient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures: Cylinder barr el temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

HCC.1045 Cooling test procedures

(a) General: Compliance with HCC.1041 must be shown for the takeoff, climb, en

- route, and landing stages of flight that correspond to the applicable performance requirements. For each stage of fli ght, the cooling test must be conducted with the Airship

(1) In the configuration most critical for cooling (including cowl flap settings selected for the product for reciprocating engine powered Airships, if applicable, and where vectored thrust is provi ded, including vectoring procedures established for the product);

(2) Under the operational conditions most critical for cooling.

(b) Temperature stabilization: For the purpose of the cooling tests, a temperature is 'stabilized' when its rate of change i s less than 2°F ( 1.1°C) per minute. The following stabilization rules apply for each stage of flight:

(1) The temperatures must be stabilized under the conditions from which entry is made into the stage of flight being investigated; or

(2) If the entry con dition normally does not allow temperatures to stabilize, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow the temperatures to have attained their natural levels at

the time of entry.

(c) Duration of test: For each stage of flight the test must be continued until

(1) The component and engine

- fluid temperatures stabilize; orDocument Number: 1008D0122

Revision: C

Page 95 of 206 (2) The stage of flight is completed; or

(3) An operating limitation is reached.

(d) Turbine eng ine powered Airships: The following additional requirement applies: The take

off cooling test must be preceded by a period during which the powerplant component and engine

- fluid temperatures are stabilized with the engines at ground idle.

(e) For reciproca ting engine

- powered Airships, engine

- cooling tests during climb must be

conducted as follows:

(1) The most critical engine is inoperative;

(2) Engine temperature must be stabilized in level flight with the engine at not less than

75% of maximum continuou s power.

(3) The climb must begin at the lowest practicable altitude with the engine at takeoff power for the specified duration of takeoff power and then with maximum continuous power.

(4) The climb must be conducted at a speed not more than the best rate of climb speed with maximum continuous power unless the slope of the flight path at the speed chosen for the cooling test is equal to or greater than the minimum required angle of climb determined under HCC.65 and the Airship has a cylinder head temperature indicator.

(5) The climb must be continued at maximum continuous power for at least 5 minutes after the occurrence of the highest temperature recorded (or pressure height).

(f) The hovering cooling provisions must be shown:

(1) For vectoring procedures established for the product.

(2) With the vector thrust controls operated through the (pitch) positions of maximum and

minimum horizontal thrust.

(3) With maximum continuous power o r a power which corresponds with (2) and maximum heaviness for this configuration, until at least 5 minutes after the occurrence of the highest temperature recorded.

LIQUID COOLING

HCC.1061 Installation

(a) General: Each liquid

- cooled engine must have a n independent cooling system (including coolant tank) installed so that:

(1) Each coolant tank is supported so that tank loads are distributed over a large part of the tank surface;

(2) There are pads or other isolation means between the tank and its sup ports to prevent chafing; and

(3) Pads or any other isolation means that is used must be non

- absorbent or must be treated to prevent absorption of flammable fluids; and

(4) No air or vapor can be trapped in any part of the system, except the coolant tank expansion space, during filling or during operation.Document Number: 1008D0122

Revision: C

Page 96 of 206 (b) Coolant tank: The tank capacity must be at least 1 US

- gallon ( 3.8 liters ), plus 10% of the cooling system capacity. In addition:

(1) Each coolant tank must be able to withstand the vibration, inerti a and fluid loads to which it may be subjected in operation;

(2) Each coolant tank must have an expansion space of at least 10% of the total cooling system capacity; and

(3) It must be impossible to fill the expansion space inadvertently with the Airship in the normal ground attitude.

(c) Filler connection: Each coolant tank filler connection must be marked as specified in

HCC.1557 In addition:

(1) Spilled coolant must be prevented from entering the coolant tank compartment or any part of the Airship ot her than the tank itself; and

(2) Each recessed coolant filler connection must have a drain that discharges clear of the entire Airship.

(d) Lines and fittings: Each coolant system line and fitting must meet the requirements of HCC.993, except that the i nside diameter of the engine coolant inlet and outlet lines may not be less than the diameter of the corresponding engine inlet and outlet connections.

(e) Radiators: Each coolant radiator must be able to withstand any vibration, inertia and coolant press ure load to which it may normally be subjected. In addition:

(1) Each radiator must be supported to allow expansion due to operating temperatures and prevent the transmittal of harmful vibration to the radiator; and

(2) If flammable coolant is used, the air intake duct to the coolant radiator must be located so that (in case of fire) flames from the nacelle cannot strike the radiator.

(f) Drains: There must be an accessible drain that:

(1) Drains the entire cooling system (including the coolant tank, radiator and the engine) when the Airship is in the normal ground attitude;

(2) Discharges clear of the entire Airship; and

(3) Has means to lock it closed positively.

HCC.1063 Coolant ta nk tests

Each coolant tank must be tested under HCC.965, except that:

(a) The test required by HCC.965 (a) (1) must be replaced with a similar test using the sum of the pressure developed during the maximum ultimate acceleration with a full tank or a

pre ssure of 3.5 psi ( 24.12 kPa), whichever is greater, plus the maximum working pressure of the system; and:

(b) For a tank with a non

- metallic liner the test fluid must be coolant rather than fuel as specified in HCC.965 (c) and the slosh test on a specimen liner must be conducted with the coolant at operating temperature.Document Number: 1008D0122

Revision: C

Page 97 of 206 INDUCTION SYSTEM

HCC.1091 Air intake

(a) The air intake system for each engine must supply:

(1) The air required by that engine under the operating conditions for which certification i s requested, and:

(2) The air for proper fuel metering and mixture distribution with the air intake system valves in any position.

(b) Each reciprocating engine installation must have at least two separate air intake sources and must meet the following.

(1) Primary air intakes may open within the cowling if that part of the cowling is isolated from the engine accessory section by a fire

- resistant diaphragm or if there are means to prevent the emergence of backfire flames.

(2) Each alternate air intake m ust be located in a sheltered position and may not open within the cowling if the emergence of backfire flames will result in a hazard.

(3) The supplying of air to the engine through the alternate air intake system may not result in a loss of excessive po wer in addition to the power loss due to the rise in air temperature.

(4) Each automatic alternate air door must have an override means accessible to the flight

crew.

(5) Each automatic alternate air door must have a means to indicate to the flight crew when

it is not closed

(c) For air intakes for turbine engine

- powered installations the following apply:

(1) Air intakes may not open within the cowling, unless that part of the cowling is isolated from the engine accessory section by means of a fireproof diaphragm;

(2) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine intake system;

(3) The air inlet ducts must be located or protecte d so as to minimize the ingestion of foreign matter during take

- off, landing, parking, mooring and taxiing;

(4) If the engine air intake system contains parts or components that could be damaged by foreign objects entering the air intake, it must be shown by tests or, if appropriate, by analysis that the air intake system design can withstand the foreign object ingestion test

conditions of 14 CFR part 33 without failure of parts or components that could create a

hazard.

HCC.1093 Air intake system de

- icing and anti

- icing provisions

(a) Reciprocating engines: Each reciprocating engine air

- induction system must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30°F (

- 1.1°C):Document Number: 1008D0122

Revision: C

Page 98 of 206 (1) Each Airship with altitude engines using fuel metering devices tending to prevent icing has a preheater that, with the engines at 60% of maximum continuous power, can provide a temperature rise of:

(i) 100°F ( 56°C); or

(ii) 40°F ( 22°C), if a fluid de

- icing system meeting the requirements of 14 CFR part 23.1095 through 23.1099 is installed;

(2) Each Airship with sea level engine(s) using a fuel metering device tending to prevent icing has a sheltered alternate source of air with a preheat temperature rise of not less than 60°F ( 33°C) with the engines at 75% of maximum continuous power;

(3) Each Airship with sea level or altitude engine(s) using fuel injection systems having metering components on which impact ice may accumulate has a preheater capable of providing a temperature rise of 75°F ( 42°C) when the engine is operating at 75% of its maximum continuous power; and:

(4) Each Airship with sea level or altitude engine(s) using fuel injection systems not having fuel metering components projecting into the airstream on which ice may form, and introducing fuel into the air induction system downstream of any components or o ther obstruction on which ice produced by fuel evaporation may form, has a sheltered alternate source of air with a preheat temperature rise of not less than 60°F ( 33°C) with the engines at 75% of its maximum continuous power.

(b) Turbine engines

(1) It s hall be demonstrated e ach turbine engine and its air

- inlet system must operate throughout the flight

- power range of the engine (including idling), within the limitations established for the Airship, without the accumulation of ice on engine or inlet system components that would adversely affect engine operation or cause a serious loss of power

or.

(i) Under the icing conditions specified in 14 CFR part 25 Appendix C , and

(ii) in falling, blowing, and recirculating snow without adverse effect on engine

oper ation, or

(iii) if certification for flight in snow has not been requested, the engine tolerance to

snow shall be demonstrated

. (2) Each turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing protection at its critical condition, without adverse effect, in an atmosphere that is at a temperature between 15°F (

- 9°C ) and 30°F (

- 1°C) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a mean

effective diameter not less than 20 micrometers, followed by momentary operation at take

off power or thrust. During the 30 minutes of idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the

Administrator

.Document Number: 1008D0122

Revision: C

Page 99 of 206 (c) For Airs hips with reciprocating engines having superchargers or turbochargers to pressurize the air, the temperature rise in the air caused by that pressurizing at any altitude may be utilized in determining compliance with subparagraph (a) of this paragraph if th e heat rise utilized is that which will be available, automatically, for the applicable altitudes and operating condition because of supercharging or turbocharging.

HCC.1101 Carburetor air preheater design

Each exhaust

- heated, induction air preheater must be designed and constructed to:

(a) Ensure ventilation of the preheater when the induction air preheater is not being used during engine operation.

(b) Allow inspection of the exhaust manifold parts that it surrounds; and

(c) Allow inspection of critical p arts of the preheater itself.

HCC.1103 Induction system ducts

(a) Each induction system duct must have a drain to prevent the accumulation of fuel or moisture in the normal ground and flight attitudes. No drain may discharge where it will cause

a fire haz ard.

(b) Each turbine air intake system must be:

(1) Strong enough to prevent structural failure resulting from engine surging; and

(2) Fire

- resistant if it is in any fire zone for which a fire extinguishing system is required.

(c) Each duct connected to components between which relative motion could exist must have means for flexibility.

(d) For bleed air systems no hazard may result if a duct rupture or failure occurs at any point between the engine port and the Airship unit served by the bleed air.

(e) For reciprocating engine installations, each induction system duct must be:

(1) Strong enough to prevent induction system failures resulting from normal backfire conditions; and

(2) Fire resistant in any compartment for which a fire extinguishing system is required.

HCC.1105 Air intake system screens

If induction system screens are used:

(a) Each screen must be upstream of the fuel metering device;

(b) No screen may be in any part of the induction system that is the only passage through which air can reach the engine, unless

(1) The available preheat temperature rise is at least 100°F ( 55.6°C), and

(2) The screen can be de

- iced by heated air;

(c) No screen may be de

- iced by al cohol alone; and

(d) It must be impossible for fuel to strike any screenDocument Number: 1008D0122

Revision: C

Page 100 of 206 HCC.1107 Inter

- coolers and after

- coolers

Each inter

- cooler and after

- cooler must be able to withstand any vibration, inertia, and air pressure load to which it would be subjected in operation.

HCC.1108 Induction system filters

If an air filter, is used to protect the engine against foreign material particles in the induction air supply, it must be capable of withstanding the effects of temperature extremes, rain, fuel, oil, and

s olvents to which it is expected to be exposed in service and maintenance.

HCC.1109 Turbocharger bleed air system

The following applies to turbocharged bleed air systems used for cabin air systems:

(a) The cabin air system may not be subject to hazardous c ontamination following any probable failure of the turbocharger or its lubrication system.

(b) The turbocharger supply air must be taken from a source where it cannot be contaminated by harmful or hazardous gases or vapors following any probable failure or malfunction of the engine exhaust, hydraulic, fuel or oil system.

HCC.1111 Turbine engine bleed

- air system

For turbine engine bleed

- air systems, the following apply.

(a) No hazard may result if duct rupture or failure occurs anywhere between the engine port and the Airship unit served by the bleed air.

(b) The effect on Airship and engine performance of using maximum bleed air must be

established.

(c) Hazardous contamination of cabin air systems may not result from failures of the engine lubricating sys tem.

(d) Bleed air must not discharge directly on any Airship component (e.g. windshield) unless such discharge is shown to cause no hazard to the Airship under all operating conditions.

EXHAUST SYSTEM

HCC.1121 General

(a) Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in any crew or passenger compartment. For test purposes, any acceptable carbon monoxide detection method may be used to show the absence of

carbon monoxide.

(b) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingemen t of the fluids or vapors on any part of the exhaust system including shields for the exhaust system.

(c) Each component that hot exhaust gases could strike, or that could be subjected to high temperatures from exhaust system parts, must be fireproof. All exhaust system components must be separated by fireproof shields from adjacent parts of the Airship that are outside the engine compartment.Document Number: 1008D0122

Revision: C

Page 101 of 206 (d) No exhaust gases may discharge near any flammable fluid, vent, or drain that may cause a

fire hazard.

(e) Eac h exhaust shroud must be ventilated or insulated to avoid, during normal operation, a temperature high enough to ignite any flammable fluids or vapors external to the shroud.

(f) No exhaust gases m a y be discharged where they will cause a glare seriously a ffecting pilot vision at night.

(g) If significant traps exist, each turbine engine exhaust system must have drains discharging clear of the Airship, in any normal ground and flight attitude, to prevent fuel accumulation after the failure of an attempted engine start.

(h) Each exhaust heat exchanger must incorporate means to prevent blockage of the exhaust port after any internal heat exchanger failure.

HCC.1123 Exhaust piping

(a) Each exhaust piping must be fireproof and corrosion

- resistant, and must h ave means to prevent failure due to expansion caused by operating temperatures.

(b) Each exhaust piping must be supported to withstand the vibration and inertia loads to which it may be subjected in operation.

(c) Parts of the exhaust system connected to components between which relative motion could exist must have means for flexibility.

HCC.1125 Exhaust heat exchangers

For reciprocating engine

- powered Airships, the following apply:

(a) Each exhaust heat exchanger must be constructed and installed to withstand the vibration, inertia, and other loads to which it will be subject in normal operation. In addition:

(1) Each exchanger must be suitable for continued operation at high temperatures and resistant to corrosion from exhaust gases;

(2) There must be means for inspection of the critical parts of each exchanger;

(3) Each exchanger must be ventilated wherever it is subject to contact with exhaust gases.

(4) No exhaust heat exchanger or muffler may have any stagnant areas or liquid traps that

would increase the probability of ignition of flammable fluids or vapors that might be present in case of the failure or malfunction of components carrying flammable fluids.

(b) If an exhaust heat exchanger is used for heating ventilating air:

(1) There must be a secondary heat exchanger between the primary exhaust gas heat exchanger and the ventilating air system; or

(2) Other means must be used to preclude the harmful contamination of the ventilating air.

POWERPLANT CONTROLS AND ACCESSORIES

HCC.1141 Powerpl ant controls: general

Each powerplant control must be located, arranged, and designed under HCC.777 and 779 and marked under HCC.1555. In addition, it must meet the following requirements:Document Number: 1008D0122

Revision: C

Page 102 of 206 (a) Each control must be located so that it cannot be operated in advertently by persons entering, leaving, or moving normally in the cockpit.

(b) Each flexible control must be approved or must be shown to be suitable for the particular application.

(c) Each control must have sufficient strength and rigidity to withstand operating loads

without failure and without excessive deflection.

(d) Each control must be able to maintain any set position without constant attention by flight

crew members and wit

hout creep due to control loads or vibration.

(e) The portion of each powerplant control located in a designated fire zone that is required to be operated in the event of fire must be at least fire resistant. (See HCC.903(c)(2).)

(f) Powerplant valve con trols located in the cockpit must have

(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed positions; and

(2) In the case of valves controlled from the cockpit other than by mechanical mea ns, where the correct functioning of such a valve is essential for the safe operation of the Airship, a valve position indicator operated by a system which senses directly that the valve has attained the position selected, unless other indications in the c ockpit give the flight crew a clear indication that the valve has moved to the selected position.

HCC.1143 Engine controls

(a) Power or thrust control to each engine must receive unique individual commands through the Vehicle Management Computer. Indivi dual cockpit control for starting and shutting down each thruster must be provided.

(b) The controls must be grouped and arranged to allow:

(1) Independent start

- up and shut

- down of engines

. (2) Simultaneous control of all functionally related engines.

( c) Each power/thrust control must give a positive and immediately response in controlling

the thrusters.

(d) Reserved

(e) If a power or thrust control incorporates a fuel

- shut

- off feature, the control must have a means to prevent the inadvertent movement o f the control into the shut

- off position. The

control must

(1) Have a positive lock or stop at the idle position;

(2) Require a separate and distinct operation to place the control in the shut

- off position.

HCC.1145 Ignition switches

(a) Ignition switch es must control each ignition circuit on each engine.

(b) There must be means to shut off quickly all ignition either by a group of switches or by a master ignition control.Document Number: 1008D0122

Revision: C

Page 103 of 206 (c) Each group of ignition switches, except ignition switches for turbine engine s for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operation.

(d) Pre

- glow switches for Diesel engines are to be treated the same as ignition switches.

HCC.1147 Mixture controls

(a) If there are mixture controls, each engine must have a separate control and each mixture control must have guards or must be shaped or arranged to prevent confusion by feel with

other controls.

(1) The controls must be grouped and arranged to allow:

(i) Separate control of each engine; and:

(ii) Simultaneous control of all functionally related engines.

(2) The control must require a separate and distinct operation to move the control towards

lean or shut

- off position.

(b) Each manual engine mixture control must be designed so that, if the control separates at the engine fuel metering device, the Airship is capable of continuing safe flight.

HCC.1149 Propeller speed and pitch controls

(a) If there are propeller speed o r pitch controls, they must be grouped and arranged to allow

(1) Separate control of each propeller;

(2) Simultaneous control of all functionally related propellers.

(b) The controls must allow ready synchronization of all propellers on Airships.

(c) Th e propeller speed and pitch controls must be to the right of, and at least 1 inch ( 25.4 mm) below, the pilot's throttle controls.

HCC.1153 Propeller feathering controls

(a) If there are propeller feathering controls, each propeller must have a separate c ontrol. Each control must have means to prevent inadvertent operation.

(b) If feathering is accomplished by movement of the propeller pitch or speed control lever, there must be means to prevent the inadvertent movement of this lever to the feathering

pos ition during normal operation.

HCC.1157 Carburetor air temperature controls

If there is a carburetor air temperature control, it must be separate for each engine.

HCC.1161 Fuel jettisoning system controls

Each fuel jettisoning system control must have gu ards to prevent inadvertent operation. No control may be near any fire extinguisher control or any other control used to combat fire.

HCC.1163 Powerplant accessories

(a) Each engine

- driven accessory must:Document Number: 1008D0122

Revision: C

Page 104 of 206 (1) Be approved for mounting on the engine invol ved;

(2) Use the provisions on the engine for mounting;

(3) Be sealed to prevent contamination of the engine oil system and the accessory system.

(b) Electrical equipment subject to arcing or sparking must be installed to minimize the probability of con tact with any flammable fluids or vapors that might be present in a free

state.

(c) Each generator rated at or more than 6 kW must be designed and installed to minimize the probability of a fire hazard in the event it malfunctions.

(d) If the continued rot ation of any accessory remotely driven by the engine is hazardous when malfunctioning occurs, a means to prevent rotation without interfering with the continued operation of the engine must be provided.

(e) The generator cooling provisions must be able to maintain the temperatures of generator components within the established temperature limits during ground and flight operations.

(f) Each accessory driven by a gearbox that is not approved as part of the powerplant driving the gearbox must:

(1) Have tor que limiting means to prevent the torque limits established for the affected drive from being exceeded;

(2) Use the provisions on the gearbox for mounting; and

(3) Be sealed to prevent contamination of the gearbox oil system and the accessory system.

HCC.1165 Engine ignition systems

(a) Each battery ignition system must be supplemented by a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.

(b) The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw electrical energy from the same source.

(c) The design of the engine ignition system must account for:

(1) the condition of an inoperative generator;

(2) the condition of a completely depleted battery with the generator running at its normal operating speed; and

(3) the condition of a completely depleted battery w ith the generator operating at idling speed, if there is only one battery.

(d) There must be means to warn appropriate crew members if malfunctioning of any part of the electrical system is causing the continuous discharge of any battery used for engine

i gnition.

(e) No ground wire for any engine may be routed through a fire zone of another engine unless each part of that wire within that zone is fireproof.Document Number: 1008D0122

Revision: C

Page 105 of 206 (f) Each ignition system must be independent of any electrical circuit not used for assisting,

con trolling, or analyzing the operation of that system.

(g) There must be means to warn appropriate flight

- crew members if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition

. (h) Each engine ignition system must be considered an essential electrical load.

HCC.1166 FADEC Controlled Engines

(a ) For electronic engine control system installations, it must be established that no single failure or malfunction or probable combinat ions of failures of Electronic Engine Control (EEC) system components will have an effect on the system, as installed in the airship, that causes the Loss of thrust control (LOTC)/Loss of power control (LOPC) probability of the

system to exceed those allow ed in 14 CFR part 33 certification. NOTE: The term “probable” in the context of “probable combination of failures” does n o t have the same meaning as in AC

23.1309

- 1D. The term “probable” in “probable combination of failure” means “foreseeable,” or (in A C 23.1309

- 1D terms), “not extremely improbable.”

(b) Electronic engine control system installation must be evaluated for environmental and atmospheric conditions, including lightning. The EEC system lightning and HIRF effects that

result in LOTC/LOPC should be considered in the Functional Hazard Assessm ent (FHA).

(c) The components of the installation must be constructed, arranged, and installed so as to ensure their continued safe operation between normal inspections or overhauls.

HCC.1167 Vectored thrust controls

If thrust vectoring is provided, the f ollowing requirements must be met:

(a) each vectoring control must be independent of all other controls, if appropriate, and must provide a positive and immediate response.

(b) the vector controls must be readily available to the pilot, and must be such t hat the pilot can readily and positively select each appropriate vectored thrust unit.

(c) if separate vector controls are provided for each propulsive unit:

(1) they must be arranged to allow:

(i) separate control and

(ii) simultaneous control of all fu nctionally related units;

(2) the Airship must be demonstrated to have safe flight characteristics when the vectored thrust units are in the normal flight position on one side and in the fully vectored position on the other, with engines operating at maxi mum takeoff power.

(d) in the event of a vectoring

- system failure, an auxiliary means must be provided to return the system to a normal

- operating position, if failures are harmful.Document Number: 1008D0122

Revision: C

Page 10 6 of 206 POWERPLANT FIRE PROTECTION

HCC.1181 Designated fire zones: regions included

(a) Designated fire zones are

- (1) The engine power section;

(2) The engine accessory section;

(3) Any complete powerplant compartment in which no isolation is provided between the engine power section and the engine accessory section;

(4) R eserved

(5) The compressor and accessory sections of turbine engines; and

(6) Combustor, turbine, and tailpipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases.

(b) Each designated fire zone must meet the requirements of HCC.869, 1185 to 1203.

(c) Each Airship must:

(1) Be designed and constructed so that no fire originating in any fire zone can enter, either through openings or by burning through external skin, any other zone or region where it would create additional hazards;

(2) Reserved

(3) Have fireproof skin in areas subject to flame if a fire starts in the engine power or accessory section.

HCC.1182 Nacelle areas behind firewalls, and engine pod attaching structures containing

flammable fluid lines

(a) Each nacelle area immediately behind the firewall, and each portion of any engine pod attaching structure containing flammable fluid lines, must meet each requirement of HCC.1103, 1165 (e), 1183, 1185 (c), 1187, 1189 and HCC.1195 to 1203, including those concerning designated fire zones. However, engine pod attaching structures need not contain fire detection or extinguishing means.

HCC.1183 Flammable fluid

- carrying components

(a) Except as provided in subparagraph (b) of this paragraph, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions, and each component which conveys or contains flammable fluid in a designated fire zone must be fire resistant, except that flammable fluid tanks and supports in a designated fire zone must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non

- fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located to safeguard agains t the ignition of leaking flammable fluid.

(b) Subparagraph (a) of this paragraph does not apply to:Document Number: 1008D0122

Revision: C

Page 107 of 206 (1) Lines, fittings and components which are already approved as part of a type certificated engine; and:

(2) Vent and drain lines, and their fittings, the failure of which will not result in, or add to,

a fire hazard.

(c) All components, including ducts, within a designated fire zone must be fireproof if, when exposed to or damaged by fire, they could:

(1) Result in fire spreading to other regions of t he Airship, or

(2) Cause unintentional operation of, or inability to operate, essential services or equipment.

HCC.1185 Flammable fluids

(a) Except for the integral oil sumps specified in HCC.1013 (a), no tank or reservoir that is a part of a system containing flammable fluids or gases may be in a designated fire zone unless the fluid contained, the design of the system, the materials used in the tank, the shut

- off means, and all connections, lines and controls provide a degree of safety equal to that which

would exist if the tank or reservoir were outside such a zone.

(b) There must be at least 0.5 in ( 13 mm) of clear airspace between each tank or reservoir and each firewall or shroud isolating a designated fire zone.

(c) Absorbent materials close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids.

HC C.1187 Drainage and ventilation of fire zones

(a) There must be complete drainage of each part of each designated fire zone to minimize the hazards resulting from failure or malfunctioning of any component containing flammable fluids. The drainage means m ust be:

(1) Effective under conditions expected to prevail when drainage is needed; and

(2) Arranged so that no discharge fluid will cause an additional fire hazard.

(b) Each designated fire zone must be ventilated to prevent the accumulation of flammabl e

vapors.

(c) No ventilation opening may be where it would allow the entry of flammable fluids, vapors,

or flame from other zones.

(d) Each ventilation means must be arranged so that no discharged vapors will cause an

additional fire hazard.

(e) Unless the extinguishing agent capacity and rate of discharge are based on maximum air flow through a zone, there must be a means to allow the crew to shut

- off sources of forced ventilation to any fire zone except the engine power section of the nacelle and the comb ustion heater ventilating air ducts.

HCC.1188 Ventilation

Each compartment containing any part of the powerplant installation must have provision for ventilation to prevent the accumulation of flammable vapors.Document Number: 1008D0122

Revision: C

Page 108 of 206 HCC.1189 Shut

- off means

(a) Each engine in stallation and each fire zone specified in HCC.1181 (a)(5) and (a)(6) must

have means to shut

- off or otherwise prevent hazardous quantities of fuel, oil, and other flammable liquids from flowing into, within, or through any engine compartment, except that

shut

- off means are not required for:

(1) Lines, fittings, and components forming an integral part of an engine; and

(2) Oil systems in which all components of the system in a designated fire zone, including the oil tanks, are fireproof or located in areas not subject to engine fire conditions.

(b) The closing of the fuel shutoff valve for any engine may not make fuel unavailable to the remaining engines.

(c) Operation of any shutoff means may not interfere with the later emergency operation of other equip ment such as propeller feathering devices.

(d) Each flammable fluid shut

- off means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect its operation.

(e) No hazardous amount of flammable fluid ma y drain into the engine compartment after

shutoff.

(f) There must be means to guard against inadvertent operations of each shutoff means, and to make it possible for the crew to reopen the shutoff means in flight after it has been closed.

(g) Each tank

- t o

- engine shut

- off valve must be located so that the operation of the valve will not be affected by powerplant or engine mount structural failure.

(h) Each shut

- off valve must have a means to relieve excessive pressure accumulation unless a means for press ure relief is otherwise provided in the system.

HCC.1191 Firewalls

(a) Each engine, fuel

- burning heater and other combustion equipment intended for operation in flight, and the combustion, turbine, and tailpipe sections of turbine engines must be isolate d from the rest of the Airship by firewalls, shrouds, or other equivalent means.

(b) Each firewall or shroud must be constructed so that no hazardous quantity of liquid, gas, or flame can pass from the engine compartment to other part of the Airship.

(c) Each opening in the firewall or shroud must be sealed with close

- fitting, fireproof grommets, bushings, or firewall fittings.

(d) Each firewall and shroud must be fireproof and protected against corrosion.

(e) Compliance with the criteria for firepro of materials or components must be shown as

follows.

(1) The flame to which the materials or components are subjected must be 2000 ± 150°F ( 1100 ± 65°C);

(2) Sheet materials approximately 10 sq in must be subjected to the flame from a suitable burner;Document Number: 1008D0122

Revision: C

Page 109 of 206 ( 3) The flame must be large enough to maintain the required test temperature over an area approximately 5 sq in.

(f) Firewall materials and fittings must resist flame penetration for at least 15 minutes.

(g) The following materials may be used in firewall s or shrouds without being tested as required by this paragraph:

(1) Stainless steel sheet, 0.015 in ( 0.38 mm) thick.

(2) Mild steel sheet (coated with aluminum or otherwise protected against corrosion) 0.018 in ( 0.45 mm) thick.

(3) Terne plate, 0.018 in ( 0.45 mm) thick.

(4) Monel metal, 0.018 in ( 0.45 mm) thick.

(5) Steel or copper base alloy firewall fittings.

HCC.1192 Engine accessory compartment diaphragm

For air

- cooled radial engines, the engine power section and all portions of the exhaust syste m must be isolated from the engine accessory compartment by a diaphragm that meets the firewall requirements of HCC.1191.

HCC.1193 Engine cowling

(a) The cowling must be constructed and supported so that it can resist the vibration, inertia,

and air load s to which it may be subjected in operation.

(b) Cowling must meet the drainage and ventilation requirements of HCC.1187.

(c) On Airships with a diaphragm isolating the engine power section from the engine accessory section, each part of the accessory se ction cowling subject to flame in case of fire in the engine power section of the powerplant must:

(1) Be fireproof; and

(2) Meet the requirements of HCC.1191.

(d) Each part of the cowling subjected to high temperatures due to its nearness to exhaust

s ystem parts or exhaust gas impingement must be fireproof.

HCC.1195 Fire extinguishing systems

Fire extinguishing systems must be installed and compliance shown with the following.

(a) Except for combustor, turbine, and tailpipe sections of turbine engin e installations that contain lines or components carrying flammable fluids or gases for which a fire originating in these sections is shown to be controllable, a fire extinguisher system must serve each engine

compartment.

(b) The fire extinguishing syste m, the quantity of the extinguishing agent, the rate of discharge, and the discharge distribution must be adequate to extinguish fires. It must be shown by either actual or simulated flight tests that under critical airflow conditions in flight

the dischar ge of the extinguishing agent in each designated fire zone specified in subparagraph (a) of this paragraph will provide an agent concentration capable ofDocument Number: 1008D0122

Revision: C

Page 110 of 206 extinguishing fires in that zone and of minimizing the probability of re

- ignition. An individual

'one

- shot' system may be used for fuel burning heaters, and other combustion equipment. For each other designated fire zone, two discharges must be provided each of which produces adequate agent concentration.

(c) The fire extinguishing system for a nacelle mu st be able to protect simultaneously each compartment of the nacelle for which protection is provided.

HCC.1197 Fire extinguishing agents

(a) Fire extinguishing agents must:

(1) Be capable of extinguishing flames emanating from any burning fluids or other combustible materials in the area protected by the fire extinguishing system; and

(2) Have thermal stability over the temperature range likely to be experienced in the

compartment in which they are stored.

(b) If any toxic extinguishing agent is used, provisions must be made to prevent harmful concentrations of fluid vapors (which could occur from leakage during normal Airship operation or as a result of discharging the fire extin guisher on the ground or in flight) from entering any personnel compartment, even if a defect may exist in the extinguishing system. This must be shown by test except for extinguishing systems built into the personnel compartment where:

(1) 5 lb ( 2.3 kg) o r less of carbon dioxide is available for discharge into personnel compartments under established extinguishing procedures, or

(2) Protective breathing equipment is available for each flight crew member on flight deck duty.

HCC.1199 Extinguishing agent c ontainers

The following applies:

(a) Each extinguishing agent container must be fitted with a pressure relief device to prevent the container from bursting through excessive internal pressures.

(b) The discharge end of each discharge line from a pressur e relief connection must be located so that discharge of the fire extinguishing agent does not damage the Airship. The line must also be located or protected to prevent clogging caused by ice or other foreign matter.

(c) A means must be provided for each fire extinguishing agent container to indicate that the container has discharged or that the charging pressure is below the established minimum necessary for proper functioning.

(d) The temperature of each container must be maintained, under intended oper ating conditions, to prevent the pressure in the container from

(1) Falling below that necessary to provide an adequate rate of discharge; or

(2) Rising high enough to cause premature discharge.Document Number: 1008D0122

Revision: C

Page 111 of 206 (e) If a pyrotechnic capsule is used to discharge the exti nguishing agent, each container must be installed so that temperature conditions will not cause hazardous deterioration of the pyrotechnic capsule.

HCC.1201 Fire extinguishing system materials

The following apply:

(a) No material in any fire extinguishi ng system shall be capable of reacting chemically with any extinguishing agent so as to create a hazard.

(b) Each system component in an engine compartment must be fireproof.

HCC.1203 Fire detector system

(a) There must be approved, quick acting fire or overheat detectors in each designated fire zone, and in the combustion, turbine, and tailpipe sections of turbine engine installations, in numbers and locations ensuring prompt detection of fire in those zones.

(b) Each fire detector must be constructed and installed so that

- (1) It will withstand the vibration, inertia, and other loads to which it may be subjected in operation and

(2) There is a means to warn the crew in the event that the sensor or associated wiring within a designated fire zone is se vered at one point, unless the system continues to function as a satisfactory detection system after the severing; and

(3) There is a means to warn the crew in the event of a short circuit in the sensor or associated wiring within a designated fire zone, unless the system continues to function as a satisfactory detection system after the short circuit

(c) No fire or overheat detector may be affected by any oil, water, other fluids or fumes that might be present.

(d) There must be means to allow the crew to check, in flight, the functioning of each fire

detector electric circuit.

(e) Wiring and other components of each fire detector system in an engine compartment must

be at least fire resistant.

(f) No fire or o verheat detector system component for any fire zone may pass through another fire zone, unless

- (1) It is protected against the possibility of false warnings resulting from fires in zones through which it passes; or

(2) Each zone involved is simultaneou sly protected by the same detector and extinguishing

system.

(g) Each fire detector system must be constructed so that when it is in the configuration for installation it will not exceed the alarm activation time approved for the detectors using the

respo nse time criteria specified in the appropriate Technical Standard Order.Document Number: 1008D0122

Revision: C

Page 112 of 206 HCC.1205 Vectored thrust

For Airships utilizing vectored

- thrust systems, the engine exhaust impingement effect on the Airship must not cause an increase in the temperature of Airs hip materials or components beyond safe limits. Vectoring thrust devices and tilt propulsion units must comply with requirements HCC.1181 to 1203 and HCC.1207, where applicable.

HCC.1207 Compliance

Unless otherwise specified, compliance with the require ments of HCC.1181 to 1205 must be shown by a full scale fire test or by one or more of the following methods:

(a) Tests of similar powerplant configurations;

(b) Tests of components;

(c) Service experience of Airships or aircraft with similar powerplant configurations;

(d) Analysis.Document Number: 1008D0122

Revision: C

Page 113 of 206 

### Subpart F

- Equipment

GENERAL

HCC.1301 Function and installation

Each item of installed equipment must:

(a) Be of a kind and design appropriate to its intended function;

(b) Be labeled as to its identification, funct ion, or operating limitations, or any applicable

combination of these factors.

(c) Be installed according to limitations specified for that equipment.

(d) Function properly when installed; and

(e) Have all associated software and/or electronic hardware, which implements the function, developed using processes approved by the Administrator.

(f) For equipment that does not perform a function related to the safe operation of the airship, subparagraph (d) of this paragraph will only be applied to the extent n ecessary to determine that no hazard exists and subparagraph (e) of this section shall not apply.

( g ) Substantiation of satisfactory operation of the airship as a total system, by cold weather testing or by documented evidence of satisfactory operation at low temperature, is required

after the airship has experienced a prolonged exposure to ground ambient temperatures equal

to or less than

- 31 ° F (

- 35°C ) unless an alternative minimum ground ambient temperature has been proposed by the applicant.

HCC.1302 In stalled s ystems and e quipment for u se by the f light c rew This paragraph applies to installed equipment intended for flight

- crew members’ use in the operation of the airship from their normally seated positions on the flight deck. This installed equipment must be shown, individually and in combination with other such equipment, to be designed so that qualified flight

- crew members trained in its use can safely perform their tasks associated with its intended function by meeting the following requirements:

(a ) Flight deck controls must be installed to allow accomplishment of these tasks and information necessary to accomplish these tasks must be provided.

(b) Flight deck controls and information intended for flight crew use must:

(1) Be presented in a clear and unambiguous form, at resolution and precision appropriate

to the task.

(2) Be accessible and usable by the flight crew in a manner consistent with the urgency, frequency, and duration of their tasks, and

(3) Enable flight crew awareness, if awareness is required for safe operation, of the effects on the airship or systems resulting from flight crew actions.

(c) Operationally

- relevant behavior of the installed equipment must be:

(1) Predictable and unambiguous, and

(2) Designed to enable the flight crew to intervene in a manner appropriate to the task.Document Number: 1008D0122

Revision: C

Page 114 of 206 (d) To the extent practicable, installed equipment must enable the flight crew to manage errors resulting from the kinds of flight crew interactions with the equipment that can be reasonably expected in se rvice, assuming the flight crew is acting in good faith. This sub

- paragraph (d) does not apply to skill

- related errors associated with manual control of the airship.

HCC.1303 Flight and navigation instruments

All flight and navigation instruments must ha ve characteristics suitable for use in the particular Airship considered. The presentation must be clear and unambiguous. The following instruments are required:

(a) at each pilot station:

(1) airspeed indicator;

(2) ground speed indicator;

(3) altimete r (sensitive);

(4) rate

- of

- climb indicator;

(5) pitch attitude indicator;

(6) gyroscopic rate

- of

- turn indicator;

(7) gyroscopically stabilized direction indicator (magnetic or non

- magnetic).

(b) to be visible from each pilots station:

(1) free air temperature indicator;

(2) magnetic direction indicator;

(3) clock;

(4) Means to indicate pressure:

(i) Reserved

(ii) for non

- rigid Airships: in the envelope, ballonets and the outside air;

(iii) lights to indicate to the pilot that lifting gas v alves are open. The applicant has to

demonstrate if this may be hazardous and requires immediate pilot corrective action (red alert).

(5) means for measuring the temperature differential between the lifting gas and the outside air;

(6) position indicat ors for the flight controls, engines/propellers and adjustable propeller blades;

HCC.1305 Powerplant instruments

(a) The following are required powerplant instruments for all Airships:

(1) Fuel pressure warning means for each engine, or a master warning means for all engines with provision for isolating the individual warning means from the master warning

means.Document Number: 1008D0122

Revision: C

Page 115 of 206 (2) Fuel

- quantity indicator for each fuel tank;

(3) Oil

- quantity indicator for each oil tank;

(4) Oil pressure warning means for each engine, or a master warning means for all engines with provision for isolating the individual warning means from the master warning means.

(5) Reserved

(6) Oil

- temperature indicator for each engine and for each turbocharger oil system that is separate from other oil systems;

(7) Fire

- warning devices that provide visual and audible warning;

(8) Reserved

(9) Any other instrumentation or warning means as listed in the Engine Type Certificate Data Sheet or in equivalent Installation Instructions which is necessary to ensure safe operation of the Airship.

(10) If the engine compartment is accessible with the engine running, during flight for maintenance, essential engine indicators are to be installed also in the engine

compartments.

(11) Instrumentation to indicat e the functioning of the propeller ice

- protection

- and/or de

icing

- system;

(12) Position indicating means to indicate to the flight crew the propeller blade angle and the thrust direction;

(b) For reciprocating engine

- powered Airships in addition to the po werplant instruments required by subparagraph (a) of this paragraph, the following powerplant instruments are required.

(1) Tachometer for each engine;

(2) Cylinder head temperature indicator if the engine is not liquid cooled;

(3) Fuel

- pressure or fuel flow indicator (to indicate the pressure or flow at which the fuel is supplied) for each pump

- fed engine;

(4) Manifold

- pressure indicator for each altitude engine and for each engine with a controllable propeller, unless the engi ne is controlled by a FADEC. Manifold pressure is not required for a diesel engine.

(5) Induction system air temperature indicator for each engine equipped with a preheater and having induction air temperature limitations that can be exceeded with preheat

. (6) For each turbocharger installation:

(i) If limitations are established for either carburetor (or manifold) air inlet temperature or exhaust gas or turbocharger turbine inlet temperature, indicators must be furnished for each temperature for which t he limitation is established unless it is shown that the limitation will not be exceeded in all intended operations.Document Number: 1008D0122

Revision: C

Page 116 of 206 (ii) If its oil system is separate from the engine oil system, oil pressure and oil temperature indicators must be provided.

(7) A coolant temperature indicator for each liquid

- cooled engine.

(c) For turbine engine

- powered Airships in addition to the powerplant instruments required by subparagraph (a) of this paragraph, the following powerplant instruments are required.

(1) Gas

- temperature indicator for each engine;

(2) Fuel flowmeter for each engine;

(3) Tachometer (to indicate the speed of the rotors with established limiting speeds) for each engine;

(4) A means to indicate, to the flight crew, the operation of each engine starter that can be operated continuously but that is neither designed for continuous operation nor designed to prevent hazard if it has failed;

(5) An indicator for the functioning of the powerplant ice protection system for each engine; this applies only to a syste m which is selectable or contains some means of regulation.

(6) An indicator for the fuel strainer or filter required by HCC.997 to indicate the occurrence of contamination of the strainer or filter before it reaches the capacity

established in accordance with subparagraph 997(d);

(7) A warning means for the oil strainer or filter required by HCC.1019, if it has no bypass,

to warn the crew of the occurrence of contamination of the strainer or filter screen before it reaches the capacity established in acc ordance with subparagraph 1019(a)(2);

(8) An indicator for the proper functioning of any heater used to prevent ice clogging of

fuel

- system components.

(d) For turbopropeller

- powered Airships a torque indicator for each engine is required in

addition to the powerplant instruments required by paragraphs (a) and (c) of this paragraph.

(e) Reserved

(f) Reserved

(g) Thruster system:

(1) For both fixed and variable angle thrusters the following is required:

(i) Oil pressure indicator for each pressure

- lubric ated gearbox;

(ii) Oil pressure warning device for each pressure

- lubricated gearbox to indicate when the oil pressure falls below a safe value;

(iii) Oil quantity indicator for each oil tank and each rotor drive gearbox, if lubricant is

self

- contained;

(iv) Oil temperature warning device to indicate unsafe oil temperatures in each thruster drive gearbox.Document Number: 1008D0122

Revision: C

Page 117 of 206 (v) thrust direction indicator

(vi) thrust magnitude indicator

(2) For each variable angle thruster a thrust vector angle position indicator is required.

HCC.1306 Miscellaneous equipment instruments

The following are additional required instruments for auxiliary systems, if installed:

(a) Electrical power generatin g systems:

(1) Volt/load meter for each DC generating system;

(2) Volt/frequency meter for each AC generating system.

(b) Reserved

(c) Indicators to show:

(1) if the external ballonet valves are open;

(2) if the air to gas (ballonet to gas envelope) valves are open; and an indicator to show the

ballonet blowers are on. C aution/warning logic will be incorporated in the system to detect if the ballonets are inflating the envelope in the case of an envelope tear.

(3) When ballonets are fully inflated.

(d) Hydraulic systems:

(1) Hydraulic

- quantity gauge for each system (dipstick or sight gauge);

(2) Hydraulic

- pressure gauge for each system.

(e) Fly

- by

- wire / Fly

- by

- light flight control system: a means to indicate control surface position to the crew relative to commanded position

(f) Indicators for disposable ballast (if liquid ballast include fill level and temperature indicators) and disposable cargo mass and distribution.

(g) Indicators for the position of the locks for disposable ballast or cargo.

(h) A means to indicate computed mass and balance changes in the mass exchange system (if a mass exchange system is installed, such as a water system).

HCC.1307 Miscellaneous equipment

The following miscellaneous equipment is required:

(a) A seat or ber th for each occupant or watch;

(b) Reserved

(c) Electrical protective devices, as prescribed in these criteria.

(d) Two systems for two

- way radio communications, with controls for each accessible from each pilot station, designed and installed so that fa ilure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.Document Number: 1008D0122

Revision: C

Page 118 of 206 (e) Two systems for radio navigation, with controls for each accessible from each pilot station designe d and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.

(f) A public address system that can be made audible for all occupants;

(g) An emergency location transmitter

, the transmitter must be of a kind that is manually activatable and accessible during flight from a flight crew member station ;

(h) A cockpit voice recorder (CVR);

(i) A flight data recorder (FDR);

(j) A mode S transpond er.

HCC.1309 Equipment, systems, and installations

The requirements of this paragraph, except as identified below, are applicable, in addition to specific design requirements of HCC, to any equipment or system installed in the Airship. Although this para graph does not apply to the performance and flight characteristic requirements of Subpart B and the structural requirements of Subparts C and D, it does apply to any system on which compliance with any of those requirements is dependent. Certain single fai lures or jams covered by HCC.671(c)(1) and HCC.671(c)(3) are excepted from the requirements of HCC.1309(b)(1)(ii). The failure effects covered by HCC.810 and HCC.812 are excepted from the requirements of HCC.1309(b). The requirements of HCC.1309(b) apply to powerplant installations as specified in HCC.901.

(a) The Airship equipment and systems must be designed and installed so that:

(1) Those required for type certification or by operating rules, or improper functioning of which would reduce safety, perf orm as intended under the Airship's operating and

environmental conditions.

(2) Other equipment and systems are not a source of danger in themselves and do not adversely affect the proper functioning of those covered by sub

- paragraph (a)(1) of this

paragr aph.

(b) The Airship systems and associated components, considered separately and in relation to other systems, shall be designed so that:

(1) Any catastrophic failure condition

(i) is extremely improbable; and

(ii) does not result from a single failur e; and

(2) Any hazardous failure condition is extremely remote; and

(3) Any major failure condition is remote.

(c) Information concerning unsafe system operating conditions shall be provided to the crew to enable them to take appropriate corrective acti on. A warning indication must be provided if immediate corrective action is required. Systems and controls, including indications and annunciations must be designed to minimize crew errors which could create additional

hazards.Document Number: 1008D0122

Revision: C

Page 119 of 206 HCC.1310 Power source capaci ty and distribution

(a) Each installation, the functioning of which is required for type certification or by operating rules and that requires a power supply is an "essential load" on the power supply. The power sources and the system must be able to supp ly the following power loads in probable operating combinations and for probable durations.

(1) Loads connected to the system with the system functioning normally.

(2) Essential loads, after failure of any one prime mover, power converter, or energy

stora ge device.

(3) Essential loads after failure of the most critical engine. One engine inoperative should be considered for all transport Airships.

After the failure of the most critical engine, those services essential to airworthiness must

continue to fu nction and perform adequately within the limits of operation implied by the emergency conditions.

(4) Essential loads for which an alternate source of power is required, after any failure or malfunction in any one power supply system, distribution system, or other utilization

system.

(b) In determining compliance with sub

- paragraphs (a)(2) and (3) of this paragraph, the power loads may be assumed to be reduced under a monitoring procedure consistent with safety in the kinds of operation authorized. Loads n ot required in controlled flight need not be

considered for the two

- engine

- inoperative condition on Airships with three engines or the

any

- number

- but

- two

- engine

- inoperative condition on Airships with four

- or

- more engines.

HCC.1316 Electrical and electronic system lightning protection

(a) Each electrical and electronic system that performs a function, for which failure would prevent the continued safe flight and landing of the air ship , must be designed and installed so

that

—
(1) The function is not adversely affected during and after the time the air ship is exposed to lightning; and

(2) The system automatically recovers normal operation of that function in a timely

manner after the air ship is exposed to lightning.

(b) For air ships approved for inst rument flight rules operation, each electrical and electronic system that performs a function, for which failure would reduce the capability of the air ship or the ability of the flightcrew to respond to an adverse operating condition, must be designed

and installed so that the function recovers normal operation in a timely manner after the

air ship is exposed to lightning

HCC.1317 High

- Intensity Radiated Fields (HIRF) Protection

(a) Except as provided in paragraph (d) of this section, each electrical and e lectronic system that performs a function whose failure would prevent the continued safe flight and landing of

the air ship must be designed and installed so that

--Document Number: 1008D0122

Revision: C

Page 120 of 206 (1) The function is not adversely affected during and after the time the airship is exposed to HIRF environment I, as described in 14 CFR part 23 A ppendix J;

(2) The system automatically recovers normal operation of that function, in a timely manner, after the air ship is exposed to HIRF environment I, as described in 14 CFR part 23

A ppendix J, unless the system's recovery conflicts with other operational or functional requirements of the system; and

(3) The system is not adversely affected during and after the time the air ship is exposed to HIRF environment II, as described in 14 CFR part 23 A pp endix J

. (b) Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the air ship or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing the function is exposed to equipment HIRF test level 1 or 2, as described in 14 CFR part 23 A ppendix J.

(c) Each electrical and electronic system that performs a function whose failure wo uld reduce the capability of the air ship or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing the function is exposed to equipment HIRF test level 3, as described in 14 CFR part 23 A ppendix J.

(d) Before December 1, 2012, an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of an air ship may be designed and insta lled without meeting the provisions of paragraph (a) provided

— (1) The system has previously been shown to comply with special conditions for HIRF, prescribed under 14 CFR part 21.16, issued before December 1, 2007;

(2) The HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated; and

(3) The data used to demonstrate compliance with the special conditions is provided.

INSTRUMENTS: INSTALLATION

HCC.1321 Arrangement and visibility

Instruments and indicating devices shall be located so that they can be read easily by the appropriate crew member.

(a) Each flight

- , navigation

- , envelope

- or envelope and ballonet pressure

- (whichever is installed) and powerplant

- instrument and warning device for use by any flight crew member shall be so arranged as to be convenient for their purpose and must be plainly visible to him/her from his/her pilot station with the minimum practicable deviation from his/her normal position and line of vision when looking f orward along the flight path.

(b) Identical power

- plant instruments must be conveniently grouped on instrument

- panels in such a manner that the appropriate crew member(s) may see them readily. Power

- plant instruments for each engine shall be so located th at the engine to which they relate is indicated with certainty.

(c) Instrument panel vibration may not damage or impair the accuracy of any instrument.Document Number: 1008D0122

Revision: C

Page 121 of 206 (d) For each Airship the flight instruments required by HCC.1303 and, as applicable, by the operating r ules must be grouped on the instrument panel and centered as near as practicable about the vertical plane of the crew's forward vision. In addition the following is required:

(1) the instrument that most effectively indicates the attitude must be on the pa nel in the top center position;

(2) the instrument that most effectively indicates airspeed must be adjacent to and directly to the left of the instrument in the top center position;

(3) The instrument that most effectively indicates altitude must be adj acent to and directly to the right of the instrument in the top center position; and;

(4) The instrument that most effectively indicates direction of flight, other than the magnetic direction indicator required by HCC.1303 (b)( 2), must be adjacent to and directly below the instrument in the top center position.

(5) Electronic display indicators may be used for compliance with sub

- paragraphs (d)(1) to (d)(4) of this paragraph when such displays comply with requirements in HCC.13 30.

(6) A gauge or equivalent to indicate envelope and ballonet pressure on rigid and semi

rigid Airships should be located near the main flight instruments.

(e) If a visual indicator is provided to indicate malfunction of an instrument, it must be

effec tive under all probable cockpit lighting conditions.

HCC.1322 Warning, caution and advisory lights

If warning, caution, or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Administrator , be:

(a) Red, for warning lights (lights indicating a hazard which requires immediate corrective action);

(b) Amber, for caution lights (lights indicating the possible need for future corrective action);

(c) Green, for safe operation lights;

(d) Any other color, including white, for lights not described in paragraphs (a) through (c) of this paragraph, provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this paragraph to avoid possible confusion.

HCC.1323 Airspeed indicating system

(a) Each airspeed indicating instrument must be calibrated to indicate true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressure are applied.

(b) Each a irspeed system must be calibrated in flight to determine the system error. The system error, including position error, but excluding the airspeed indicator instrument calibration error, may not exceed 5 knots throughout the range from 20 knots to V MO

. (c) Each system must be arranged, so far as practicable, to prevent malfunction or serious error due to the entry of moisture, dirt, or other substances.Document Number: 1008D0122

Revision: C

Page 122 of 206 HCC.1325 Static pressure systems

(a) Each instrument provided with static pressure case connections must be so vented that the influence of Airship speed, the opening and closing of windows, airflow variations, moisture, or other foreign matter will least affect the accuracy of the instru ments except as noted in subparagraph (b)(3) of this paragraph.

(b) If a static pressure system is necessary for the functioning of instruments, systems, or devices, it must comply with the following:

(1) The design and installation of a static pressure system must be such that

(i) Positive drainage of moisture is provided;

(ii) Chafing of the tubing, and excessive distortion or restriction at bends in tubing, is avoided;

(iii) The materials used are durable and suitable for the purpose intended, and p rotected against corrosion.

(2) A proof test must be conducted to demonstrate the integrity of the static pressure system in the following manner: Evacuate the static pressure system to a pressure differential of approximately 34 hPa or to a reading on th e altimeter, 1000 ft above the Airship elevation at the time of the test. Without additional pumping for a period of 1 minute, the loss of indicated altitude must not exceed 100 ft on the altimeter.

(3) For those Airships intended for operation under Inst rument Flight Rules or in known icing conditions, and if a static pressure system is provided for any instrument, device, or system required by the operating rules applicable, each static pressure port must be located

in such a manner that the correlations between air pressure in the static pressure are not altered when the Airship encounters icing conditions. An anti

- icing means or an alternate source of static pressure may be used in showing compliance with this requirement. If the reading of the altimete r, when on the alternate static pressure system differs from the reading of the altimeter when on the primary static system by more than 50 ft, a correction card must be provided for the alternate static system.

(c) Except as provided in subparagraph (d) of this paragraph, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that

(1) When either source is selected, the other is blocked off;

(2) Both sources cannot be blocked off simultaneously.

(d) Subparagraph (c)(1) of this paragraph does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected, is not changed by the ot her static pressure source being open or blocked.

(e) Each system must be designed and installed so that the error in indicated pressure altitude, at sea level, with a standard atmosphere, excluding instrument calibration error does not result

in an error of more than ±30 ft in the speed range between V AM and V MO

.Document Number: 1008D0122

Revision: C

Page 123 of 206 HCC.1326 Pitot heat indication systems

If a flight instrument pitot heating system is installed, an indication system must be provided to indicate to the flight crew when that pitot heating sys tem is not operating. The indication system must comply with the following requirements:

(a) The indication provided must incorporate an amber light that is in clear view of a flight

crew member.

(b) The indication provided must be designed to alert the flight crew if either of the following

conditions exist:

(1) The pitot heating system is switched 'off'.

(2) The pitot heating system is switched 'on' and any pitot tube heating element is inoperative.

HCC.1327 Magnetic direction indicator

(a) Except a s provided in subparagraph (b) of this paragraph

(1) Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the Airships vibration or magnetic fields; HW Flight Test Plan

(2) The compensated installation ma y not have a deviation, in level flight, greater than 10° on any heading.

(b) A magnetic nonstabilized direction indicator may deviate more than 10° due to the operation of electrically

- powered system such as electrically

- heated windshields if either a

ma gnetic stabilized direction indicator, which does not have a deviation in level flight greater than 10° on any heading, or a gyroscopic direction indicator, is installed. Deviations of a magnetic nonstabilized

- direction indicator of more than 10° must be p lacarded in accordance with HCC.1547(e).

HCC.1329 Automatic pilot system

If an automatic pilot system is installed, it must meet the following:

(a) Each system must be designed so that it can be quickly and positively disengaged by the crew to prevent it from interfering with the control of the Airship.

(b) Unless there is automatic synchronization, each system must have a means to indicate readily to the crew the alignment of the actuating device in relation to the control system it

operates.

(c) Each manually operated control for the system's operation must be readily accessible to the flight crew. Each control must operate in the same plane and sense of motion as the corresponding primary flight control. The direction of motion must be plainly indicat ed on or

near each control.

(d) Each system must be designed and adjusted so that, within the range of adjustment available to the flight crew, it cannot produce hazardous loads on the Airship or create hazardous deviations in the flight path, under any f light condition appropriate to its use, either during normal operation or in the event of a malfunction, assuming that correction action begins within a reasonable period of time (e.g. recognition plus 5 seconds).Document Number: 1008D0122

Revision: C

Page 124 of 206 (e) Each system must be designed so that a single malfunction will not produce a hardover signal in more than one control axis. If the automatic pilot integrates signals from auxiliary controls or furnishes signals for operation of other equipment, positive interlocks and sequencing of engagement to prevent improper operation are required.

(f) There must be protection against adverse interaction of integrated components, resulting

from a malfunction.

(g) Means must be provided to indicate to the flight crew the current mode of operation and

any modes armed by the flight crew. Selection switch position is not acceptable as a means of

indication.

(h) Vectored thrusters or bow/tail thrusters shall not be connected to the autopilot system, unless safe integration with the functioning of the normal f light controls can be demonstrated.

(i) An automatic station keeping system or hovering system must meet the requirements (a) through (h), if applicable.

HCC.1330 Electronic flight instrument system (EFIS)

Electronic display systems may be installed pro vided:

(a) they are easily legible under all lighting conditions encountered in the cockpit, including direct sunlight;

(b) the requirements in HCC.1303, 1305 and 1321 are met;

(c) they incorporate sensory cues for the crew that are equivalent to those in the instruments being replaced by the electronic display units;

(d) they incorporate visual display of instrument markings required by HCC.1541 through 1553, or visual display that ale rt the crew to abnormal operational values, or approaches to unsafe values, of any parameter required to be displayed by these criteria.

HCC.1331 Instruments using a power supply

For each instrument required by HCC.1303 (b) that uses a power supply, the following apply:

(a) Each instrument must have a visual means integral with the instrument, to indicate when power adequate to sustain proper instrument performance is not being supplied. The power must be measured at or near the point where it enters t he instruments. For electric instruments, the power is considered to be adequate when the voltage is within approved limits.

(b) Each instrument must, in the event of the failure of one power source, be supplied by another power source. This may be accomp lished automatically or by manual means. The failure of one power source must not affect the instruments of all crew stations.

(c) If an instrument presenting flight and/or navigation data receives information from sources

external to that instrument and loss of that information would render the presented data unreliable, a clear and unambiguous visual warning must be given to the crew when such loss of information occurs that the presented data cannot be relied upon.

HCC.1333 Instrument systems

For syst ems that operate the instruments required by HCC.1303 (a) which are located at each pilot's station:Document Number: 1008D0122

Revision: C

Page 125 of 206 (a) Means must be provided to connect the required instruments at the first pilot's station to operating systems which are independent of the operating sy stems at other flight crew stations, or other equipment;

(b) The equipment, systems, and installations shall be designed so that sufficient information is available to assure control of the Airship in speed, altitude, heading and pitch by one of the pilot s without immediate crew action after any single failure or combination of failures that is not assessed to be extremely improbable and

(c) Additional instruments, systems, or equipment shall not be connected to the operating systems for the required ins truments, unless provisions are made to ensure the continued normal functioning of the required instruments in the event of any malfunction of the additional instruments, systems, or equipment which is not shown to be extremely improbable.

HCC.1335 Flight director systems

If a flight director system is installed, means must be provided to indicate to the flight crew its current mode of operation and any modes armed by the flight crew. Selector switch position is not acceptable as a means of indication.

H CC.1337 Powerplant instruments

(a) Instruments and instrument lines:

(1) each powerplant instrument line must meet the requirements of HCC.993 and 1183.

(2) each line carrying flammable fluids under pressure must:

(i) have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails;

(ii) be installed and located so that the escape of fluids would not create a hazard.

(3) Each powerplant instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard.

(b) Fuel quantity indicator: There must be a means to indicate to the flight crew members the quantity of fuel in each tank during flight. An indicator, calibrated in liters, kilograms or equivalent units and clearly marked to indicate which scale is being used, may be used. In

addition:

(1) Each fuel

- quantity indicator must be calibrated to read 'zero' during level flight when the quantity of fuel remaining in the tank is equ al to the unusable fuel quantity determined under HCC.959;

(2) Each exposed sight gauge used as a fuel

- quantity indicator must be protected against damage;

(3) Tanks with interconnected outlets and airspaces may be considered as one tank and need not have separate indicators;Document Number: 1008D0122

Revision: C

Page 126 of 206 (4) No fuel

- quantity indicator is required for a small auxiliary tank that is used only to

transfer fuel to other tanks if the relativ e size of the tank, the rate of fuel transfer, and operating instructions are adequate to

(i) Guard against overflow;

(ii) Give the flight crew members prompt warning if transfer is not proceeding as planned.

(c) Fuel flow meter system: If a fuel flow m eter system is installed, each metering component must have a means to bypass the fuel supply if malfunctioning of that component severely

restricts fuel flow.

(d) Oil

- quantity indicator: There must be a means to indicate the quantity of oil in each tank:

(1) on the ground;

(2) in flight, to the flight crew members, if there is an oil transfer system, or a reserve oil

supply system.

ELECTRICAL SYSTEMS AND EQUIPMENT

HCC.1351 General

(a) Electrical system capacity: the required generating capacity, and number and types of

power sources must:

(1) Be determined by an electrical load analysis; and

(2) Meet the requirements of HCC.1309 and 1310.

(b) Generating system: the generating system includes electrical power sources, main power buses, transmission cables, and associated control, regulation, and protective devices. It must be designed so that:

(1) Power sources function properly when independent and when connected in combination;

(2) No failure or malfunction of any power source shall create a haza rd or impair the ability of remaining sources to supply essential loads;

(3) The system voltage and frequency (as applicable) at the terminals of all essential load equipment is maintained within the limits for which the equipment is designed, during any probable operating condition;

(4) System transients due to switching, fault clearing, or other causes do not make essential loads inoperative, and do not cause a smoke or fire hazard;

(5) There are means accessible where necessary, in flight, to appropri ate crew members for the individual and rapid disconnection of each electrical power source; and:

(6) There are means to indicate to appropriate crew members the generating system capacities essential for the safe operation of the system, such as the volt age and current supplied by each generator.Document Number: 1008D0122

Revision: C

Page 127 of 206 (c) External power: If provisions are made for connecting external power to the Airship, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, a reverse phase sequence (including crossed phase and neutral), open circuit line, incorrect frequency or voltage, can supply power to the Airship's electrical system.

(d) Operat ion without normal electrical power. The following apply:

(1) Unless it can be shown that the loss of the normal electrical power generating system(s) is extremely improbable, alternate high integrity electrical power system(s), independent of

the normal electrical power generating system(s), must be provided to power those services necessary to complete a flight and make a safe landing.

(2) The services to be powered must include:

(i) Those required for immediate safety and which must continue to operat e following the loss of the normal electrical power generating system(s), without the need for flight crew action;

(ii) Those required for continued controlled flight; and

(iii) Those required for descent, approach and landing.

(3) Failures, including junction box, control panel or wire bundle fires, which would result in the loss of the normal and alternate systems must be shown to be extremely improbable.

HCC.1353 Electrical equipment and installations

(a) Electrical equipmen t, controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other electrical unit or system essential to the safe operation. Any electrical interference likely t o be present in the Airship must not result in hazardous effects upon the Airship or its systems except under extremely remote conditions.

(b) Cables must be grouped, routed and spaced so that damage to essential circuits will be

minimized if there are fa ults in cables, particularly heavy current

- carrying cables.

(c) Storage batteries must be designed and installed as follows:

(1) Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition. No uncontrolled increase in cell temperature may result when the battery is recharged (after previous complete discharge):

(i) At maximum regulated voltage or power;

(ii) During a flight of maximum duration; and

(iii) Under the most adverse cooling condition likely to occur in service.

(2) Compliance with subparagraph (c)(1) of this paragraph must be shown by test unless experience with similar batteries and installations has shown that maintaining safe cell temperatures and pressures presents no problem.Document Number: 1008D0122

Revision: C

Page 128 of 206 (3) No expl osive or toxic gases emitted by any battery in normal operation, or as the result of any probable malfunction in the charging system or battery installation, may accumulate in hazardous quantities within the Airship.

(4) No corrosive fluids or gases that may escape from the battery may damage surrounding Airship structures or adjacent essential equipment.

(5) Each nickel

- cadmium or lithium type battery installation must have provisions to prevent any hazardous effect on structure or essential systems that may be caused by the maximum amount of heat the battery can generate during a short circuit of the battery or of

its individual cells.

(6) Nickel

- cadmium or lithium type battery installations that are not provided with low

energy charging means must have :

(i) A system to control the charging rate of the battery automatically so as to prevent battery overheating;

(ii) A battery temperature sensing and over

- temperature warning system with a means for disconnecting the battery from its charging source in t he event of an over

temperature condition; or

(iii) A battery failure sensing and warning system with a means for disconnecting the battery from its charging source in the event of battery failure.

(d) Electrical cables and cable installations must be de signed and installed as follows:

(1) The electrical cables used must be compatible with the circuit protection devices required by HCC.1357, such that a fire or smoke hazard cannot be created under temporary

or continuous fault conditions.

(2) Means of p ermanent identification must be provided for electrical cables, connectors

and terminals.

(3) Electrical cables must be installed such that the risk of mechanical damage and/or damage caused by fluids, vapors, sources of heat or aging is minimized.

(4) Ea ch electric connecting cable must be of adequate capacity.

(5) Each cable and associated equipment that would overheat in the event of a circuit overload or fault must be at least flame resistant and may not emit dangerous quantities of

toxic fumes.

(e) Electrical bonding must provide an adequate electrical return path under both normal and fault conditions, on Airships having earthed electrical systems (see HCC.581).

HCC.1355 Distribution system

(a) The distribution system includes the distribution buses, their associated feeders, and each control protective device.

(b) ReservedDocument Number: 1008D0122

Revision: C

Page 129 of 206 (c) If two independent sources of electrical power for particular equipment or systems are required by this HCC, in th e event of the failure of one power source for such equipment or system, another power source (including its separate feeder) must be automatically provided or be manually selectable to maintain equipment or system operation.

HCC.1357 Circuit protective d evices

(a) Automatic protective devices must be used to minimize distress to the electrical system and hazard to the Airship in the event of wiring faults or serious malfunction of the system or connected equipment.

(b) The protective and control devices in the generating system must be designed to de

energize and disconnect faulty power sources and power transmission equipment from their associated buses with sufficient rapidity to provide protection from hazardous over

- voltage

and other malfunctions.

(c) Each rese t table circuit protective device must be designed so that, when an overload or circuit fault exists, it will open the circuit irrespective of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse i s essential to safety in flight, that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight. Where fuses are used, there must be spare fuses for use in

- flight equal to at least

50% of the number of fus es of each rating required for complete circuit protection.

(e) Each circuit for essential loads must have individual circuit protection. However, individual protection for each circuit in an essential load system (such as each position light

circuit in a system) is not required.

(f) Reserved

(g) Automatic reset circuit breakers may be used as integral protectors for electrical equipment (such as thermal cut

- outs) if there is circuit protection to protect the cable to the equipment.

HCC.1360 Precautions against injury

(a) Shock: the electrical system must be designed to minimize the risk of electric shock to crew, passengers and servicing personnel and also to maintenance personnel using normal precautions.

(b) Burns: the temperature rise of any part whi ch has to be handled during normal operation by the flight crew must not be such as to cause dangerous inadvertent movement, or injury to

the crew member.

HCC.1361 Master switch arrangement

(a) There must be a master switch to allow ready disconnection o f electric power sources from the main bus. The point of disconnection must be adjacent to the sources controlled by the

switch.

(b) Load circuits may be connected so that they remain energized after they have been switched off, if:Document Number: 1008D0122

Revision: C

Page 130 of 206 (1) The circuits are i solated, or physically shielded, to prevent their igniting flammable fluids or vapors that might be liberated by the leakage or rupture of any flammable fluid systems; and

(2) The circuits are required for continued operation of the engines; or

(3) The ci rcuits are protected by circuit protective devices, rated at 5 amperes or less, located near the electric power source.

(c) The master switch or its controls must be so installed that the switch is easily discernible

and accessible to a crew member in fli ght.

(d) Additional local circuit breakers should be installed in the Airship if the system is accessible to the crew during flight, ground handling or maintenance.

HCC.1362 Electricity supplies for emergency conditions

A suitable electricity supply mus t be maintained to those services which are required, either by this HCC (e.g. HCC.1195) or in order for emergency procedures to be carried out, after an emergency landing or ditching. The circuits to these services must be designed and protected to

minimi ze the risk of their causing a fire under these conditions.

HCC.1363 Electrical system tests

(a) Tests must be made to determine that the performance of the electrical supply systems meets the requirements of this code under all the appropriate normal and failure conditions. When laboratory tests of the electrical system are conducted:

(1) The tests must be performed on a mock

- up using the same generating equipment used in the Airship;

(2) The equipment must simulate the electrical characteristics and length of the distribution wiring and connected loads to the extent necessary for valid test results; and

(3) Laboratory generator drives must simulate the actual prime movers on the Airsh ip with respect to their reaction to generator loading, including loading due to faults.

(b) For each flight condition that cannot be simulated adequately in the laboratory or by ground tests on the Airship, flight tests must be made.

HCC.1367 Switches

Each switch must be:

(a) Able to carry its rated current;

(b) Constructed with sufficient distance or insulating material between current carrying parts and the housing that vibration in flight will not cause short circuit:

(c) Accessible to appropriate flight crew members;

(d) Labeled as to operation and the circuit controlled.

LIGHTS

HCC.1381 Instrument lights

(a) The instrument lights must:Document Number: 1008D0122

Revision: C

Page 131 of 206 (1) Provide sufficient illumination to make each instrument, switch and other device necessary for safe oper ation easily readable unless sufficient illumination is available from another source; and

(2) Be installed so that:

(i) Their direct rays are shielded from the pilot's eyes; and

(ii) No objectionable reflections are visible to the pilot.

(b) Unless un dimmed instrument lights are satisfactory under each expected flight condition, there must be a means to control the intensity of illumination.

HCC.1383 Ground proximity and landing lights

(a) Each ground proximity and landing light must be approved, and must be installed so that:

(1) No objectionable glare is visible to the crew;

(2) The pilots are not adversely affected by halation; and

(3) It provides enough light for the intended night operation including landing.

(4) A landing light must be insta lled. For IFR operation two lamps or double filament separately energized must be installed.

(5) A light for downward landing area illumination must be installed.

(b) Except when one switch is used for the lights of a multiple light installation at one location, there must be a separate switch for each light.

(c) If external lighting is provided for crew members other than the pilots, switching should be possible:

(1) locally from the crew station, and

(2) centrally from the pilot's seats.

(d) If lights are retractable there must be a means to indicate to the crew when the lights are

extended.

HCC.1385 Position light system installation

General: each part of ea ch position light system must meet the applicable requirements of this HCC and each system as a whole must meet the requirements of HCC.1387 through HCC.1397. Position lights must be distributed in such a way that no aircraft crossing the Airships flight p ath might endeavor to fly between bow and stern position lights.

(a) Bow position light: the bow position light must be a white light mounted as far forward as possible on the envelope and must be approved.

(b) Forward position lights: forward position li ghts must consist of a red and green light spaced laterally as far apart as practicable and installed on the widest forward part of the Airship so that, with the Airship in the normal flying position, the red light is on the left side and the green light i s on the right side. Each light must be approved.Document Number: 1008D0122

Revision: C

Page 132 of 206 (c) Rearward position lights: rearward position lights must consist of a red and green light spaced laterally as far apart as practicable and installed on the widest rearward part of the Airship so that, w ith the Airship in the normal flying position, the red light is on the left side and the green light is on the right side. Each light must be approved.

(d) Stern position light: the stern position light must be a white light mounted as far aft as practica ble on the tail and must be approved.

(e) Circuit: the bow position light, the two forward and rearward position lights and the stern position light must share a common switch.

(f) Light covers and color filters: each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during

normal use.

HCC.1387 Position light system dihedral angles

(a) Except as provided in subparagraph (f) of this paragraph, each bow, forward, rearwa rd and stern position light must, as installed, show unbroken light within the dihedral angles described in this paragraph.

(b) Dihedral angle F (forward) is formed by two intersecting vertical planes making angles of 110° to the right and to the left, re spectively, to a vertical plane passing through the longitudinal axis, as viewed when looking forward along the longitudinal axis.

(c) Dihedral angle L (left) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the Airship, and the other at 110° to the left of the first, as viewed when looking forward along the longitudinal axis.

(d) Dihedral angle R (right) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the Airship, a nd the other at 110° to the right of the first, as viewed when looking forward along the longitudinal axis.

(e) Dihedral angle A (aft) is formed by two intersecting vertical planes making angles of 70° to the right and to the left, respectively, to a vert ical plane passing through the longitudinal axis, as viewed when looking aft along the longitudinal axis.

(f) If the stern position light, when mounted as far aft a practicable in accordance with HCC.1385(d), cannot show unbroken light within dihedral angl e A (as defined in subparagraph (e) of this paragraph), a solid angle or angles of obstructed visibility totaling not more than 0.04 steradians is allowable within that dihedral angle, if such solid angle is within a cone, the apex of which is at the rear position light and the elements of which make an angle of 30° with a vertical line passing through the rear position light.

HCC.1389 Position light distribution and intensities

(a) General: the intensities prescribed in this paragraph must be provided by new equipment with each light cover and color filter in place. Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the Airship's electricity supply. The light distribution and intensity of each position light must meet the requirements of subparagraph (b) of this paragraph.Document Number: 1008D0122

Revision: C

Page 133 of 206 (b) Bow, forward, rearward and stern position lights: the light distribution and intensities of bow, forward, rearward an d stern position lights must be expressed in terms of minimum intensities in the horizontal plane, minimum intensities in any vertical plane, and maximum intensities in overlapping beams, within dihedral angles F, L, R, and A, and must meet the following r equirements:

(1) Intensities in the horizontal plane: Each intensity in the horizontal plane (a plane containing the longitudinal axis of the Airship and perpendicular to the plane of symmetry of the Airship) must equal or exceed the values in HCC.1391.

(2) Intensities in any vertical plane: Each intensity in any vertical plane (a plane perpendicular to the horizontal plane) must equal or exceed the appropriate value in HCC.1393, where I is the minimum intensity prescribed in HCC.1391 for the correspondin g angles in the horizontal plane.

(3) Intensities in overlaps between adjacent signals: no intensity in any overlap between adjacent signals may exceed the values in HCC.1395, except that higher intensities in overlaps may be used with main beam intensiti es substantially greater than the minimum specified in HCC.1391 and 1393, if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity. When the peak intensity of the forward and rearward position lights is mor e than 100 candles, the maximum overlap intensities between them may exceed the values in HCC.1395 if the overlap intensity in Area A is not more than 10% of peak position light intensity and the overlap intensity in Area B is not more than 2.5% of peak po sition light intensity.

(c) Bow or stern position light installation: a single

- position light may be installed in a position displaced laterally from the plane of symmetry of an Airship if:

(1) The axis of the maximum cone of illumination is parallel to the flight path in level flight;

(2) There is no obstruction aft of the light and between planes 70° to the right and left of

the axis of maximum illumination.

HCC.1391 Minimum intensities i n the horizontal plane of bow, forward, rearward and stern position lights

Each position light intensity must equal or exceed the applicable values in Table 10 of Appendix

A.

HCC.1393 Minimum intensities in any vertical plane of bow, forward, rearward an d stern position lights

Each position light intensity must equal or exceed the applicable values in Table 11 of Appendix

A.

HCC.1395 Maximum intensities in overlapping beams of bow and forward, forward and stern, respectively rearward and stern position light

No position light intensity may exceed the applicable values in the Table 12 of Appendix A, except as provided in HCC.1389(b)(3).Document Number: 1008D0122

Revision: C

Page 134 of 206 HCC.1397 Color specifications

Each position light color must have the applicable International Commission on Illumina tion chromaticity coordinates as follows, where y 0 is the y

- coordinate of the Planckian radiator for the

value of x considered

(a) Aviation red

y is not greater than 0.335; and

z is not greater than 0.002.

(b) Aviation green

x is not greater than 0.440

- 0 .320 y;

x is not greater than y

- 0.170; and

y is not less than 0.390

- 0.170 x.

(c) Aviation white

x is not less than 0.300 and not greater than 0.540;

y is not less than x

- 0.040 or y 0 - 0.010, whichever is the smaller; and

y is not greater than x + 0.0 20 nor 0.636

- 0.400 x.

HCC.1401 Anticollision light system

(a) General: the Airship must have an anticollision light system that:

(1) Consists of one or more approved anticollision lights located so that their light will not impair the flight crew members vision or detract from the conspicuity of the position lights;

(2) Is distributed in such a way that no aircraft crossing the Airships flight path might endeavor to fly between bow and stern lights.

(3) Meets the requirements of subparagraphs (b) through (f) of this paragraph.

(b) Field of coverage: the system must consist of enough lights to illuminate the vital areas around the Airship, considering the physical configuration and flight characterist ics of the Airship. The field of coverage must extend in each direction within at least 75° above and 75° below the horizontal plane of the Airship, except that there may be solid angles of obstructed visibility totaling not more than 0.5 steradians.

(c) F lashing characteristics: The arrangement of the system, that is, the number of light sources, beam width, speed of rotation, and other characteristics, must give an effective flash frequency of not less than 40, nor more than 100, cycles per minute. The ef fective flash frequency is the frequency at which the Airship's complete anticollision light system is observed from a distance, and applies to each sector of light including any overlaps that exist when the system consists of more than one light source. I n overlaps, flash frequencies may exceed 100, but not 180 cycles per minute.

(d) Color: Each anticollision light must be either aviation red or aviation white and must meet the applicable requirements of HCC.1397.Document Number: 1008D0122

Revision: C

Page 135 of 206 (e) Light intensity: the minimum light in tensities in any vertical plane, measured with the red filter (if used) and expressed in terms of 'effective' intensities, must meet the requirements of subparagraph (f) of this paragraph. The following relation must be assumed:

where:

I

e effective intensity (candles),

I(t) instantaneous intensity as a function of time,

t 2 - t 1 flash time interval (seconds).

Normally, the maximum value of effective intensity is obtained when t 2 and t 1 are chosen so that the effective intensity is equal to the instantaneous intensity at t 2 and t 1

. (f) Minimum effective intensities for anticollision lights: each anticollision light effective intensity must equal or exceed the applicable values in Table 13 of Appendix A.

SAFETY EQUIPMENT

HCC.1411 General

(a ) Accessibility: required safety equipment to be used by the crew in an emergency must be readily accessible at all crew stations throughout the Airship:

(b) Stowage provisions: Stowage provisions for required safety equipment must be furnished

and must:

(1) be arranged so that the equipment is directly accessible and its location obvious; and

(2) protect the safety equipment from inadvertent damage caused by being subjected to the inertia loads specified in HCC.561.

(c) Emergency exit descent device: T he stowage provisions for the emergency exit descent device required by HCC.810 must be at the exits for which they are intended.

(d) Life rafts:

(1) The stowage provisions for the life rafts described in HCC.1415 must accommodate

sufficient number of raft s for the maximum number of occupants for which certification is requested.

(2) Life rafts must be stowed near exits through which the rafts can be launched during an unplanned ditching.

(3) Rafts automatically or remotely released outside the Airship must be attached to the Airship by means of the static line prescribed in HCC.1415.Document Number: 1008D0122

Revision: C

Page 136 of 206 (4) The stowage provisions for each portable life raft must allow rapid detachment and

removal of the raft for use at other than the intended exits.

(e) Long

- range signaling d evice: the stowage provisions for the long

- range signaling device required by HCC.1415 must be near an exit available during an unplanned ditching.

(f) Life

- preserver stowage provisions: the stowage provisions for life preservers described in

HCC.1415 mus t accommodate one life preserver for each occupant: Each life preserver must be within easy reach.

(g) Life line stowage provisions: there must be provisions to store the life lines. These provisions must allow one life line to be attached to each side of the passenger/crew

compartments.

(h) Survival equipment as specified by the operating rules will b e included with the airship. Appropriate stowage, deployment instructions and continued airworthiness for such equipment will be provided.

HCC.1413 Safety belts

(a) The rated strength of safety belts may not be less than that corresponding with the ultim ate load factors specified in HCC.561 considering the dimensional characteristics of the belt installation for the specific seat or berth arrangement.

(b) For safety belts for berths parallel to the longitudinal axis of the Airship, the forward load

facto r specified in HCC.561 need not be applied.

(c) Each safety belt must be equipped with a metal to metal latching device.

HCC.1414 E lectrical bonding and protection against static electricity

(a) Electrical bonding and protection against static electricit y must be designed to minimize accumulation of electrostatic charge that would cause

— (1) Human injury from electrical shock,

(2) Ignition of flammable vapors, or

(3) Interference with installed el ectrical/electronic equipment.

(b) Compliance with paragrap h (a) of this section may be shown by

— (1) Bonding the components properly to the airframe; or

(2) Incorporating other acceptable means to dissipate the static charge so as not to endanger the airp lane, personnel, or operation of the installed electrical/e lectronic systems.

HCC.1415 Ditching equipment

(a) Ditching equipment used in Airships, required by the National Operating Rules, must meet the requirements of this paragraph.

(b) Each life raft and each life preserver must be approved. In addition:

(1) Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the Airship in the event of a loss of one raft of the largest rated capacity; andDocument Number: 1008D0122

Revision: C

Page 137 of 206 (2) Each raf

t must have a trailing line, and must have a static line designed to hold the raft near the Airship but to release it if the Airship becomes totally submerged.

(c) Approved survival equipment must be attached to, or stored adjacent to, each life raft.

(d ) There must be an approved survival type emergency locator transmitter for use in one life

raft.

(e) There must be life preservers or other approved flotation means within easy reach of each seated occupant and must be readily removable from the Airship.

HCC.1417 Icing Detection

A means must be provided for illuminating or otherwise determining the formation of ice on the parts that are critical from the standpoint of ice accumulation. Any illumination that is used must be of a type that will not cause g lare or reflection that would handicap crew members in the performance of their duties.

HCC.1419 Ice and snow protection

(a ) I f certification for flight in icing conditions is desired, the Airship must be capable of safe operation in the continuous maxim um, intermittent maximum, and takeoff maximum icing

conditions of 14 CFR part 25 Appendix C Part 1. To establish that the Airship can operate within the continuous maximum, intermittent maximum and takeoff maximum condition:

(1) An analysis must be performed to establish that the ice protection for the various components of the Airship is adequate, taking into account the various Airship operational configurations and tests.

(2) To verify the ice protection analysis, to check for icing anomalies, and to demonstrate that the ice protection system and its components are effective, the Airship or its components must be flight tested in the various operational configurations, in natural measured atmospheric icing conditions, and as found necessary by adeq uate dry air flight tests, simulated icing tests, and/or laboratory tests.

(b) If certification for flight in snow conditions is desired, the Airship must be capable of safe operation in falling snow conditions. To establish that the Airship can operate i n falling snow

conditions:

(1) An analysis must be performed to establish that the snow protection for the various components of the Airship is adequate, taking into account the various Airship operational configurations and tests.

(2) To verify the snow p rotection analysis, to check for anomalies, and to demonstrate that the snow protection system and its components are effective, the Airship or its components must be flight tested in the various operational configurations, in falling snow conditions.

(c) If certification for flight in freezing drizzle and freezing rain conditions is desired, the Airship must be capable of safe operation in the freezing drizzle and freezing rain conditions

of 14 CFR part 25 Appendix O . To establish that the Airship can ope rate in freezing drizzle and freezing rain conditions:Document Number: 1008D0122

Revision: C

Page 138 of 206 (1) An analysis must be performed to establish that the ice protection for the various components of the Airship is adequate, taking into account the various Airship operational configurations and test s.

(2) To verify the ice protection analysis, to check for anomalies, and to demonstrate that the ice protection system and its components are effective, the Airship or its components must be flight tested in the various operational configurations, in free zing drizzle and freezing rain conditions, and as found necessary by adequate dry air flight tests, simulated icing tests, and/or laboratory tests.

HCC.1421 Megaphones

If a megaphone is installed, a restraining means must be provided that is capable of re straining it when subjected to the ultimate inertia forces specified in HCC.561 (b)(2).

HCC.1422 Lifting gas detector and alarm

If a failure of a component could cause helium (lifting gas) to leak into a normally occupied area (berth, flight deck, work s tation) a detector for the gas and an alarm must be installed in the compartment. This alarm must also be annunciated at the flight deck. In addition, a means to ventilate such compartments must be provided if contaminated with lifting gas.

MISCELLANEOUS EQUIPMENT

HCC.1423 Public address system

A public address system required by this HCC must:

(a) Be powerable when the Airship is in flight or stopped on the ground, after the shutdown or failure of all engines and auxiliary power units, or the disconne ction or failure of all power sources dependent on their continued operation, for:

(1) A time duration of at least 30 minutes, including an aggregate time duration of at least 10 minutes of announcements made by flight and cabin crew members, considering all other loads which may remain powered by the same source when all other power sources are inoperative; and

(2) An additional time duration in its standby state appropriate or required for any other loads that are powered by the same source and that are essential to safety of flight or required during emergency conditions.

(b) The system must be dual redundant and be capable of operation within 3 seconds from the time a microphone is removed from its stowage by a flight attendant at those stations in th e passenger compartment from which its use is accessible.

(c) Be intelligible at all locations where passengers might be expected including crew seats, lavatories, flight attendant seats and crew work stations.

(d) Be designed so that no unused, unstowed microphone will render the system inoperative.

(e) Be capable of functioning independently of any required crew member interphone system.

(f) Be accessible for immediate use from each of two flight

- crew member stations in the pilot

compartment.Document Number: 1008D0122

Revision: C

Page 139 of 206 (g) For each required floor

- level passenger emergency exit which has an adjacent flight attendant seat, have a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity o f the exits allows unassisted verbal communications between seated flight attendants.

HCC.1431 Electronic equipment

(a) In showing compliance with HCC.1309 (a) and (b) with respect to radio and electronic equipment and their installations, critical environmental conditions must be considered.

(b) Radio and electronic equipment must be supplied with power under the requ irements of HCC.1355 (c).

(c) Radio and electronic equipment, controls and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other radio or electronic unit, or system of units, required by any applicable aviation rule or regulation.

(d) Electronic equipment must be designed and installed such that it does not cause essential loads to become inoperative, as a result of electrical power supply transients or transients

fr om other causes.

HCC.1435 Hydraulic systems

(a) Element design: each element of the hydraulic system must be designed to:

(1) withstand the proof pressure without permanent deformation that would prevent it from performing its intended function, and the ultimate pressure without rupture. The proof and ultimate pressures are defined in terms of the design operating pressure (DOP) as follows:

(2) withstand, without deformation that would prevent it from performing its intended function, the design oper ating pressure in combination with limit structural loads that may be imposed;Document Number: 1008D0122

Revision: C

Page 140 of 206 (3) withstand, without rupture, the design operating pressure multiplied by a factor of 1.5 in combination with ultimate structural loads that can reasonably occur simultaneousl y;

(4) Withstand the fatigue effects of all cyclic pressures, including transients, and associated externally induced loads, taking into account the consequences of element failure; and

(5) Perform as intended under all environmental conditions for which the Airship is

certificated.

(b) System design: each hydraulic system must:

(1) have means located at a flight crew member station to indicate appropriate system parameters if,

(i) it performs a function necessary for continued safe flight and landing; or

(ii) in the event of hydraulic system malfunction, corrective action by the crew to ensure continued safe flight and landing is necessary;

(2) have means to ensure that system pressures, including transient pressures and pressures

from fluid volumetri c changes in elements that are likely to remain closed long enough for such changes to occur, are within the design capabilities of each element, such that they meet the requirements defined in HCC.1435(a)(1) to HCC.1435(a)(5) inclusive;

(3) have means to minimize the release of harmful or hazardous concentrations of hydraulic fluid or vapors into the crew and passenger compartments during flight;

(4) meet the applicable requirements of HCC.863, 1183, 1185 and 1189 if a flammable hydraulic fluid is used; a nd:

(5) be designed to use any suitable hydraulic fluid specified by the Airship manufacturer, which must be identified by appropriate markings as required by HCC.1541.

(c) Tests: tests must be conducted on the hydraulic system(s), and/or subsystem(s) and elements, except that analysis may be used in place of or to supplement testing where the analysis is shown to be reliable and appropriate. All internal and external influences must be taken into account to an extent necessary to evaluate their effects, a nd to assure reliable system and element functioning and integration. Failure or unacceptable deficiency of an element or system must be corrected and be sufficiently retested, where necessary.

(1) The system(s), subsystem(s), or elements must be subjected to performance, fatigue, and endurance tests representative of Airship ground and flight operations.

(2) The complete system must be tested to determine proper functional performance and relation to other systems, including simulation of relevant failure conditions, and to support or validate element design.

(3) The complete hydraulic system(s) must be f unctionally tested on the Airship in normal operation over the range of motion of all associated user systems. The test must be conducted at the relief pressure or 1.25 times the DOP if a system pressure relief device is not part of the system design. Clea rances between hydraulic system elements and other systems or structural elements must remain adequate and there must be no detrimental

mutual effects.Document Number: 1008D0122

Revision: C

Page 141 of 206 HCC.1436 Pneumatic systems

- high pressure

(a) General: pneumatic systems which are powered by, and/or used for distributing or storing, air or nitrogen, must comply with the requirements of this paragraph if the product of system pressure times system volume amounts to 30 MPa m3 or more.

(1) Compliance with HCC.1309 for pneumatic systems must be shown by functional tests, endurance tests and analysis. Any part of a pneumatic system which is an engine accessory must comply with the relevant requirements of HCC.1163.

(2) No element of the pneumatic system which would be liable to cause hazardous effects by exploding if subject to a fire, may be mounted within an engine bay or other designated fire zone, or in the same compartment as a combustion heater.

(3) When the system is operating no hazardous blockage due to freezing must occur. If such blockage is lia ble to occur when the Airship is stationary on the ground, a pressure relieving device must be installed adjacent to each pressure source.

(b) Design: each pneumatic system must be designed as follows:

(1) Each element of the pneumatic system must be des igned to withstand the loads due to the operating pressure, P

w , in the case of elements other than pressure vessels or to the limit pressure, P L , in the case of pressure vessels, in combination with limit structural loads which may be imposed without defor mation that would prevent it from performing its intended function, and to withstand without rupture, the working or limit pressure loads multiplied by a factor of 1.5 in combination with ultimate structural loads that can reasonably occur simultaneously.

(i) P

w : the working pressure is the maximum steady pressure in service acting on the element including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures.

(ii) P L : the limit pressure is the anticipa ted maximum pressure in service acting on a pressure vessel, including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures.

(2) A means to indicate system pressure located at a flight

- crew member sta tion must be provided for each pneumatic system that:

(i) performs a function that is essential for continued safe flight and landing; or

(ii) in the event of pneumatic system malfunction, requires corrective action by the crew

to ensure continued safe fl ight and landing.

(3) There must be means to ensure that system pressures, including transient pressures and pressures from gas volumetric changes in components which are likely to remain closed long enough for such changes to occur:

(i) will be within 90 % to 110% of pump average discharge pressure at each pump outlet or at the outlet of the pump transient pressure dampening device, if provided; andDocument Number: 1008D0122

Revision: C

Page 142 of 206 (ii) except as provided in sub

- paragraph (b)(6) of this paragraph, will not exceed 125% of the design opera ting pressure, excluding pressure at the outlets specified in sub

paragraph (b)(3)(i) of this paragraph. Design operating pressure is the maximum steady operating pressure. The means used must be effective in preventing excessive pressures being generated during ground charging of the system.

(4) Each pneumatic element must be installed and supported to prevent excessive vibration, abrasion, corrosion, and mechanical damage, and to withstand inertia loads.

(5) Means for providing flexibility must be used to connect points in a pneumatic line

between which relative motion or differential vibration exists.

(6) Transient pressure in a part of the system may exceed the limit specified in sub

paragraph (b)(3)(ii) of this paragraph if:

(i) a survey of those tra nsient pressures is conducted to determine their magnitude and frequency; and

(ii) based on the survey, the fatigue strength of that part of the system is substantiated by analysis or tests, or both.

(iii) maintenance instructions are established.

(7) Th e elements of the system must withstand the loads due to the pressure given in Table 14 of Appendix A, for the proof condition without leakage or permanent distortion and for the ultimate condition without rupture. Temperature must be those corresponding t o normal operating conditions. Where elements are constructed from materials other than aluminum alloy, tungum, or medium

- strength steel, the Administrator may prescribe or agree other factors. The materials used should in all cases be resistant to deterio ration arising from the environmental conditions of the installation, particularly the effects of

vibration.

(8) Where any part of the system is subject to fluctuating or repeated external or internal loads, adequate allowance must be made for fatigue.

(c ) Tests:

(1) a complete pneumatic system must be static tested to show that it can withstand a pressure of 1.5 times the working pressure without a deformation of any part of the system that would prevent it from performing its intended function. Clearance between structural members and pneumatic system elements must be adequate and there must be no permanent detrimental deformation. For the purpose of this test, the pressure relief valve may be made inoperable to permit application of the required pressure

. (2) The entire system or appropriate sub

- systems must be tested in an Airship or in a

mock

- up installation to determine proper performance and proper relation to other Airship systems. The functional tests must include simulation of pneumatic system failur e conditions. The tests must account for flight loads, ground loads, and pneumatic system working, limit and transient pressures expected during normal operation, but need not account for vibration loads or for loads due to temperature effects. Endurance t ests must simulate the repeated complete flights that could be expected to occur in service. ElementsDocument Number: 1008D0122

Revision: C

Page 143 of 206 which fail during the tests must be modified in order to have the design deficiency corrected and, where necessary, must be sufficiently retested. Simulat ion of operating and environmental conditions must be completed on elements and appropriate portions of the pneumatic system to the extent necessary to evaluate the environmental effects.

(3) Parts, the failure of which will significantly lower the airwort hiness or safe handling of the Airship must be proved by suitable testing, taking into account the most critical combination of pressures and temperatures which are applicable.

HCC.1437 Engine

- driven accessories

Engine

- driven accessories essential to safe operation must be distributed among two or more engines so that the failure of any one engine will not impair safe operation through the malfunctioning of these accessories.

HCC.1438 Pneumatic systems

- low pressure

The following requirements apply to all pneumatic systems in the Airship except those systems dedicated to the pressurization of the envelope and ballonets:

(a) pneumatic system elements must be burst pressure tested to 3 times and proof pressure tested to 1.5 times, the maximum normal operati ng pressure.

(b) an analysis, or a combination of analysis and test may be substituted for any test required by subparagraph (a) of this paragraph if the Administrator finds it equivalent to the required

test.

HCC.1439 Protective breathing equipment

(a) Protective breathing equipment must be installed for use of appropriate crew members. Such equipment must be located so as to be available for use in compartments accessible in flight.

(b) For protective breathing equipment required by HCC.1439 (a) or by the National Operating Regulations the following apply:

(1) The equipment must be designed to protect the appropriate crew members from smoke, carbon dioxide and other harmful gases while on flight deck duty or stations or while combating fires.

(2) The equipment must include:

(i) Masks covering the eyes, nose and mouth, or;

(ii) Masks covering the nose and mouth, plus accessory equipment to cover the eyes

(3) Equipment, including portable equipment, while in use must allow communication with

other cr ew members. Equipment available at flight crew assigned duty stations must enable the flight crew to use radio equipment.

(4) The part of the equipment protecting the eyes may not cause any appreciable adverse effect on vision and must allow corrective gl asses to be worn.

(5) Each dispensing equipment must supply protective oxygen for a minimum of 15 minutes at a pressure altitude 8,000 ft with respiratory minute volume of 30 liters perDocument Number: 1008D0122

Revision: C

Page 144 of 206 minute BTPD. The equipment and system must be designed to prevent any leakage to the inside of the mask and any significant increase in the oxygen content of the local ambient atmosphere.

HCC.1455 Draining of fluids subject to freezing

If fluids subject to freezing may be drained overboard in flight or during ground operati on, the drains must be designed and located to prevent the formation of hazardous quantities of ice on the airship as a result of the drainage.

HCC.1457 Cockpit voice recorders

(a) Each cockpit voice recorder required by the operating rules or HCC.1307 mu st be approved and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the Airship by radio.

(2) Voice communications of flight

- crew members on the flight deck.

(3) Voice communications of fli ght

- crew members on the flight deck, using the Airship interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flight

- crew members using the passenger loudspeaker system, if there is such a system and if the fourth channel is available in accordance with the requirements of subparagraph (c)(1)(iv)(B) of this paragraph.

(b) The recording requirements of subparagraph (a)(2) of this paragraph must be met b y installing a cockpit

- mounted area microphone, located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crew members on the flight deck when directed to those stat ions. The microphone must be so located and, if necessary, the pre

- amplifiers and filters of the recorder must be so adjusted or supplemented, that the intelligibility of the recorded communications is as high as practicable when recorded under flight cock pit noise conditions and played back. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that:

(1) the part of the communication or audio signals specified in su bparagraph (a) of this paragraph obtained from each of the following sources is recorded on a separate channel:

(i) for the first channel, from each boom, mask, or hand

- held microphone, headset, or speaker used at the first pilot station.

(ii) for the se cond channel, from each boom, mask, or hand

- held microphone, headset, or speaker used at the second pilot station.

(iii) for the third channel, from the cockpit

- mounted area microphone.

(iv) for the fourth channel, from:Document Number: 1008D0122

Revision: C

Page 145 of 206 (A) each boom, mask, or hand

- hel d microphone, headset or speaker used at the stations for the third and fourth crew members; or:

(B) if the stations specified in subparagraph (c)(1)(iv)(A) of this paragraph are not required or if the signal at such a station is picked up by another chann el, each microphone on the flight deck that is used with the public address system if its signals are not picked up by another channel.

(2) As far as is practicable all sounds received by the microphones listed in subparagraphs (c)(1)(i),(ii) and (iv) of t his paragraph are recorded without interruption irrespective of the position of the interphone

- transmitter key switch. The design must ensure that sidetone for the flight crew is produced only when the interphone, public address system or radio

transmitter s are in use.

(d) Each cockpit voice recorder must be installed so that:

(1) It receives its electric power from the bus that provides the maximum reliability for operation without jeopardizing service to essential or emergency loads;

(2) There is an au tomatic means to stop simultaneously the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact; and

(3) There is an aural or visual means for pre

- flight checking of the recorder for proper operation.

(e) The rec ord container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the record from fire

(f) If the cockpit voice recorder has a bulk erasure device, the installation m ust be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must:

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surfac e to facilitate its location under water;

and

(3) Have an underwater locating device, when required by the operating rules, on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact.

HC C.1459 Flight recorders

(a) Each flight recorder required by the operating rules or HCC.1307 must be installed so that:

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the accuracy requirements of HCC.1323 , 1325 and 1327, as appropriate;

(2) The vertical acceleration sensor is rigidly attached and located longitudinally within the approved center of gravity limits of the Airship.Document Number: 1008D0122

Revision: C

Page 146 of 206 (3) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight recorder without jeopardizing service to essential or emergency loads;

(4) There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine

- driven electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and preven t each erasure feature from functioning, within 10 minutes after crash impact; and:

(6) There is a means to record data from which the time of each radio transmission either

to or from ATC can be determined.

(b) Each non

- ejectable record container must b e located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the

record from fire.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and he ading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. The correlation must cover the airspeed range over which the Airship is to be operated, the range of altitude to which the Airship is limited, a nd 360o of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must:

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surface to facilitate its location under wa ter;

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact.

(e) Any novel or unique des ign or operational characteristics of the Airship shall be evaluated to determine if any dedicated parameters must be recorded on flight recorders in addition to or in place of existing requirements.

HCC.1461 Equipment containing high energy rotors

(a) E quipment containing high energy rotors must meet subparagraph (b), (c), or (d) of this paragraph.

(b) High energy rotors contained in equipment must be able to withstand damage caused by malfunctions, vibration, abnormal speeds, and abnormal temperatures. In addition:

(1) Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades;

(2) Equipment control devices, systems, and instrumentation must ensure, to a reasonable extent, that no operating limitations affec ting the integrity of high energy rotors will be

exceeded in service.Document Number: 1008D0122

Revision: C

Page 147 of 206 (c) It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal

spee d control devices inoperative.

(d) Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight.

HCC.1499 Domestic services and appliances

(a) Domestic applian ces must be so designed and installed that in the event of failures of the electrical supply or control system the requirements of HCC.1309 will be satisfied.

(b) The installation of galleys and cooking appliances must be such as to minimize the risk of

f ire.

(c) Domestic appliances, particularly those in galley areas must be so installed or protected as to prevent damage or contamination of other equipment or systems from fluids or vapors which may be present during normal operation or as a result of spil lage, where such damage or contamination may hazard the Airship.

(d) All electric domestic appliances must be suitably grounded

.Document Number: 1008D0122

Revision: C

Page 148 of 206 

### Subpart G

- Operating Limitations and Information

GENERAL

HCC.1501 General

(a) Each operating limitation specified in HCC.1505 through 1533 and other limitations and information necessary for safe operation must be established.

(b) The operating limitations and other information necessary for safe operation must be made

availabl e to the crew members as prescribed in HCC.1541 through 1601.

OPERATING LIMITATIONS

HCC.1503 Airspeed limitations: general

When airspeed limitations are a function of mass, mass distribution, static heaviness, altitude, limitations corresponding to each critical combination of these factors must be published.

HCC.1505 Maximum operating speed limits

The maximum operating limit speed, V MO , is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a highe r speed is authorized for flight test or pilot training operations. V MO must be established so that it is not greater than the design maximum level flight airspeed V H and so that it is sufficiently below V CD , to make it highly improbable that the latter sp eed will be inadvertently exceeded in operations.

HCC.1515 ACLS speeds

(a) The maximum ACLS operating speed, V LO , may not exceed the speed determined under HCC.729 or by flight characteristics.

(b) The established ACLS extended speed V LE may not exceed t he speed at which it is safe to fly with the ACLS secured in the fully extended position

HCC.1516 Other speed limitations

Any other limitation associated with speed must be established.

HCC.1519 Mass and center of gravity and mass distribution

The mass /static lift and center of gravity/static lift limitations determined under HCC.23 must be established as operating limitations. This includes the maximum takeoff mass, maximum landing mass and maximum permissible static heaviness and static lightness. The distribution of mass, static lift and useful load must be established as operating limitations. If a control car is used, its maximum mass must be determined. The maximum mass of all items supported by the keel or car structure, including cargo, passenger s, crew, fuel and ballast must be determined for each location. A procedure for monitoring and recording the load distribution must be established and satisfy HCC.1583(c)(4).

HCC.1521 Powerplant limitations

(a) General: the powerplant limitations prescri bed in this paragraph must be established so that they do not exceed the corresponding limits for which the engines or propellers are either approved or type certificated and do not exceed the values on which compliance with any other requirement of this H CC is based.Document Number: 1008D0122

Revision: C

Page 149 of 206 (b) Takeoff operation with relation to augmented or unaugmented operation as applicable: the powerplant takeoff operation must be limited by:

(1) the maximum rotational speed (rpm.);

(2) the maximum allowable manifold pressure (for reciproc ating, altitude engines ; not required for diesel engines );

(3) the maximum allowable gas temperature (for turbine engines);

(4) horsepower, torque or thrust (for turbine engines)

(5) the time limit for the use of the Takeoff operation corresponding to th e limitations established in subparagraphs (1) through (4) of this paragraph;

(6) the maximum allowable cylinder head, liquid coolant and oil temperatures (as applicable).

(c) Continuous operation with relation to augmented or unaugmented operation as ap plicable: the continuous operation must be limited by

(1) the maximum rotational speed;

(2) the maximum allowable manifold pressure (for reciprocating, altitude engines ; not required for diesel engines );

(3) the maximum allowable gas temperature (for turbine engines);

(4) horsepower, torque or thrust (for turbine engines)

(5) the maximum allowable cylinder head (as applicable), oil and liquid coolant

temperatures.

(d) Fuel grade or designation: the minimum fuel grade (for reciprocating engines) or fuel designation or specification (for diesel and turbine engines) must be established so that it is not less than that required for the operation of the engines within the limitations of paragraphs (b) and (c) of this paragraph.

(e) Any other parameter for which a limitation has been established as part of the engine type certificate except that a limitation need not be established for a parameter that cannot be exceeded during normal operation due to the design of th e installation or to another

established limitation.

(f) Transmission (for thrusters): the transmission operation must be limited by:

(1) the maximum rotational speed, which may not be greater than

-

(i) the maximum value determined by the design; or

( ii) the maximum value shown during the type tests;

(2) the maximum allowable power or torque for each engine, considering the power input limitations of the transmission with all engines operating;

(3) the time limit for the use of the power correspondin g to the limitations established in subparagraphs (b) (1) and (2) of this paragraph; andDocument Number: 1008D0122

Revision: C

Page 150 of 206 (4) the maximum allowable transmission oil temperatures.

(g) Ambient temperature limitations (including limitations for winterization installations if applicable) mu st be established as the maximum ambient atmospheric temperature at which compliance with the cooling provisions of HCC.1041 to 1045 is shown.

HCC.1522 Auxiliary power unit limitations

If an auxiliary power unit (APU) is installed in the Airship, limitati ons established for the APU, including categories of operation, must be specified as operating limitations for the Airship.

HCC.1523 Minimum flight crew

The minimum flight crew must be established so that it is sufficient for safe operation considering:

(a) the workload on individual crew members;

(b) the accessibility and ease of operation of necessary controls by the appropriate crew members;

(c) the kinds of operation authorized under HCC.1525;

(d) appropriate crew coordination for all tasks where s everal crew members are incorporated in the operation:

(e) adequate supervision/control when the Airship is parked.

HCC.1524 Systems and equipment limitations

All limitations applicable to functional equipment and systems installations, and which are

co nsidered necessary for safe operation, must be established.

HCC.1525 Kinds of operation

The kinds of operation to which the Airship is limited are established by the category in which it is eligible for certification and by the installed equipment.

HCC.1526 Maximum rates of climb and descent

The maximum rates of climb and descent determined under HCC.65(b) must be established.

HCC.1527 Ambient air temperature and operating altitude

The extremes of the ambient air temperature and operating altitude for which operation is allowed, as limited by flight, structural, powerplant, functional, or equipment characteristics,

must be established.

HCC.1528 Envelope, lifting gas and ballonet pressures

Operating pressure differential limitations for the envelo pe and ballonets, as limited by flight, structural and functional requirements, must be established.

HCC.1529 Instructions for continued airworthiness

The applicant must prepare Instructions for Continued Airworthiness in accordance with 14 CFR part 25 A ppendix H that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airship or issuance of a standard certificate of airworthiness, which ever occurs later.Document Number: 1008D0122

Revision: C

Page 151 of 206 HCC.1530 Engine or propeller vectoring

The maximum engine vectoring angles, to which operation is allowed, as limited by flight, structural, powerplant, and functional requirements, must be established.

HCC.1533 Additional operating l imits

Maximum passenger/location configuration: the maximum number of passengers and their location must be established, considering evacuation provisions (see HCC.803).

MARKINGS AND PLACARDS

HCC.1541 General

(a) The Airship must contain

(1) The speci fied markings and placards;

(2) Any additional information, instrument markings, and placards required for the safe operation of the Airship.

(b) Each marking and placard prescribed in subparagraph (a) of this paragraph

(1) Must be displayed in a conspi cuous place;

(2) May not be easily erased, disfigured, or obscured.

HCC.1543 Instrument markings: general

For each instrument:

(a) when markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glas s cover with the face of the dial;

(b) each arc and line must be wide enough and located to be clearly visible to the pilot;

HCC.1544 Operating pressure limitations

The maximum operating pressures must be indicated on each gauge for the envelope or ballonets in pressure Airships.

HCC.1545 Airspeed limitation information

The airspeed limitations required by HCC.1583 (a) must be easily read and understood by the flight crew.

HCC.1547 Magnetic direction indicator

(a) A placard meeting the requirements of this paragraph must be installed on or near the magnetic direction indicator.

(b) The placard must show the calibration of the instruments in level flight with the engines operating.

(c) The placard must state whether the calibration was made with ra dio receivers on or off.

(d) Each calibration reading must be in terms of magnetic heading in not more than 30°

increments.Document Number: 1008D0122

Revision: C

Page 152 of 206 (e) If a magnetic nonstabilized direction indicator can have a deviation of more than 10° caused by the operation of electrical eq uipment, the placard must state which electrical loads, or combination of loads, would cause a deviation of more than 10° when turned on.

HCC.1549 Powerplant and APU instruments

For each required powerplant instrument, as appropriate to the type of instru ment

(a) Each maximum and, if applicable, minimum safe operating limit must be marked with a red radial or a red line;

(b) Each normal operating range must be marked with a green arc or green line, not extending beyond the maximum and minimum safe limits ;

(c) Each takeoff and precautionary range must be marked with a yellow arc or a yellow line;

(d) Each engine, propeller speed range, vectoring angle and speed and bow/tail thruster

deflection that is restricted because of excessive vibration stresses mu st be marked with red

arcs or red lines.

HCC.1551 Oil quantity indicator

Each oil quantity indicator must be marked in sufficient increments to indicate readily and accurately the quantity of oil.

HCC.1553 Fuel quantity indicator

If the unusable fuel s upply for any tank exceed s one gallon (4 liters ) or 5% of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.

HCC.1555 Control marki ngs

(a) Each cockpit control, other than primary flight controls and controls, the function of which is obvious, must be plainly marked as to its function and method of operation.

(b) Each secondary control must be suitably marked.

(c) For powerplant fu el controls

(1) Each fuel tank selector control must be marked to indicate the position corresponding to each tank and to each existing cross feed position;

(2) If safe operation requires the use of any tanks in a specific sequence, that sequence

must be marked on or near the selector for those tanks;

(3) The conditions under which the full amount of usable fuel in any restricted usage fuel tank can safely be used must be stated on a placard adjacent to the selector valve for that tank;

(4) Each valve control for any engine must be marked to indicate the position corresponding to each engine controlled.

(d) Usable fuel capacity must be marked as follows.

(1) For fuel systems having no selector controls, the usable fuel capacity of the s ystem must be indicated at the fuel quantity indicator.Document Number: 1008D0122

Revision: C

Page 153 of 206 (2) For fuel systems having selector controls, the usable fuel capacity available at each selector control position must be indicated near the selector control.

(e) For accessory, auxiliary, and eme rgency controls

(1) If retractable ACLS is used, the indicator required by HCC.729(e) must be marked so that the pilot can, at any time, ascertain that the ACLS pads are fully deployed or retracted.

(2) Each emergency control must be red and must be marke d with its method of operation.

HCC.1557 Miscellaneous markings and placards

(a) Throughout the ship, placarding shall ensure safe mass distribution. The following locations must have placards stating any limitations on contents, including mass, that are necessary under the loading requirements:

(1) each passenger compartment

(2) each location, where occupants are likely to gather

(3) each baggage and cargo compartments

(4) each ballast location

(b) Seats: if the maximum allowable mass to be carried in a seat is less than 215 lb (98 kg), a placard stating the lesser mass must be permanently attached to the seat structure.

(c) Fuel, coolant and oil filler openings: the following apply.

(1) Fuel filler openings must be marked at or near the filler cov er with

(i)The wording of the required fuel (e.g. "Avgas", "Diesel

- Engine Oil" or "Jet Fuel");

and

(ii) The minimum fuel grade or references to the Airship Flight Manual (AFM) for permissible fuel designations.

(iii) For pressure fueling systems, the ma ximum permissible fueling supply pressure and the maximum permissible defueling pressure.

(iv) For diesel engine

- powered airships

-

(A) The words “Jet Fuel”; and

(B) The permissibly fuel designations, or references to the Airship Flight Manual (AFM) for pe rmissible fuel designations.

(C) A warning placard or note that states the following or similar: “Warning

---- this airship is equipped with an aircraft diesel engine; service with approved fuels only.” Color of this warning placard should be back and whit e.

(2) Oil filler openings must be marked at or near the filler cover with the word 'Oil', the oil capacity, and the approved grade and specification of oil.Document Number: 1008D0122

Revision: C

Page 154 of 206 (3) If placards and markings at the fuel or oil opening include tank capacity, the capacity

shall be specified in U.S. gallons and liters.

(d) Coolant filler openings must be marked at or near the filler cover with the word "Coolant".

(e) Augmentation fluid filler openings must be marked at or near the filler cover to identify the required fluid.

HCC.1559 Operating limitations placard

There must be a placard in clear view of the pilot that specifies the kind of operations (such as VFR, IFR, day or night) and meteorological conditions (such as icing conditions) to which the operation of the Airship is limited, or from which it is prohibited, by the equipment installed.

HCC.1561 Safety equipment

(a) Each safety equipment control to be operated by the crew in emergency, such as controls

for automatic liferaft releases, must be plainly marked as to i ts method of operation.

(b) Each location, such as a locker or compartment, that carries any fire extinguishing, signaling, or other life saving equipment must be marked accordingly.

(c) Stowage provisions for required emergency equipment must be conspicuo usly marked to identify the contents and facilitate the easy removal of the equipment.

(d) Each liferaft must have obviously marked operating instructions.

(e) Approved survival equipment must be marked for identification and method of operation.

HCC.1563 Airspeed/ Altitude/ Attitude placard

There must be placards for maximum airspeed, altitude and attitude in clear view of the pilot and as close as practicable to the applicable indicators.

AIRSHIP FLIGHT MANUAL

HCC.1581 General

(a) Furnishing informati on: an Airship Flight Manual and an Airship Ground Handling Manual, for ground handling procedures, must be furnished with each Airship, and they must contain the following.

(1) Information required by HCC.1583 through 1589;

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(b) Approved information:

(1) Each part of the Airship Flight Manual containing information prescribed in HCC.1583 through 1589 must be approved, segregated, identif ied, and clearly distinguished from each unapproved part of that manual.

(2) Reserved

(3) Each page of the Airship Flight Manual containing information prescribed in this paragraph must be of a type that is not easily erased, disfigured, or misplaced, and isDocument Number: 1008D0122

Revision: C

Page 155 of 206 capable of being inserted in a manual provided for the product, or in a folder, or in any other permanent binder.

(c) Each Airship Flight Manual must include a table of contents if the complexity of the

manual indicates a need for it.

HCC.1583 Operat ing limitations

(a) Airspeed limitations: the following information must be furnished.

(1) The maximum operating limit speed, V MO , 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) The ACLS operating speed or speeds, if applicable, and a statement explaining the speeds as defined in HCC.1515.

(3) Reserved

(4) The maximum speed V RA for flight in rough air

(b) Powerplant limitations: the following information must be furnished.

(1) Limitations required by HCC.1521 and 1522;

(2) Explanation of the limitations, when appropriate;

(3) Information necessary for marking the instruments required by HCC.1549 thro ugh

1553.

(c) Mass/Lift: the Airship Flight Manual must include the following mass/lift limitations.

(1) Maximum mass/lift (takeoff);

(2) Maximum landing mass/lift;

(3) Maximum permissible static heaviness and static lightness;

(4) Maximum useful load and distribution;

(5) Maximum baggage compartment mass.

(6) Maximum freight loading unit mass (maximum freight inclusive)

(d) Center of gravity: the established center of gravity limits must be furnished.

(e) Flight crew: the minimum crew required must be stated and if more than one is required for safety, the number and functions of the minimum flight crew must be furnished.

(f) Types of operation: the types of operation (such as VFR, IFR, day, or night) and the meteorological conditions under which t he Airship may or may not be used, must be furnished. Installed equipment that affects any operating limitation must be listed and identified with its operational function.

(1) The A irship F light M anual will include instructions for operating the airship when the envelope is wet, and when the airship may have additional weight due to envelope having attached ice, snow and or frost. The instructions will consider the effects on weight and balance and on aerodynamic lift and control.Document Number: 1008D0122

Revision: C

Page 156 of 206 (g) Maximum passenger c onfiguration: the maximum number of passengers and their required location (plus safety precautions) during takeoff and landing must be furnished.

(h) Envelope pressure: the minimum and maximum envelope and (when installed) ballonet pressures must be furn ished.

(i) Maximum rates of ascent and descent: the maximum rates of ascent and descent must be

furnished.

(j) Maneuvers: the maximum pitch angles and turning rates for the Airship must be furnished in relation to flying speed.

(k) Placards: any placards which are required by HCC.1541 through 1563 must be reproduced in the Airship Flight Manual together with a written description of the appropriate locations of each on the Airship.

(l) Snow loads: the maximum loads of snow or ice and information for meas uring these loads

must be established and published in the Airship Flight Manual and Airship Ground Handling

Manual.

(m) Types of surface: a statement of the types of surface of the landing fields on which operation may be conducted. This will include op erations on water and or ice if such operations are requested and approved.

(n) System and equipment limitations established must be furnished.

(o) The extremes of the ambient air temperatures and operating altitudes must be furnished.

HCC.1585 Operating procedures

(a) For each Airship, information concerning normal and emergency procedures and other pertinent information necessary for safe operation must be furnished, including

(1) The recommended climb speed and any variation with altitude;

(2) The r ecommended takeoff and climb profiles including use of auxiliary thrust, lift, and trim controls, and power management for normal takeoff and climb as well as for short field operations, if different;

(3) The recommended approach and landing speeds and pr ofiles including use of auxiliary thrust, lift and trim controls and power management for normal approach and landing as well as for short field operations, if different;

(4) Landing and loading interruption information:

(i) the recommended balked landin g climb airspeeds and procedures for transitioning from approach and landing to the balked landing climb;

(ii) the recommended procedure for interrupted cargo or ballast loading based on the requirements of HCC.80(c);

(5) The recommended procedures for t ransitioning from powered flight to nonpowered flight mode and associated descent and landing procedures for the nonpowered flight

mode.Document Number: 1008D0122

Revision: C

Page 157 of 206 (6) Operational procedures for maintaining lifting gas pressures based on the requirements of HCC.887;

(7) Instruction s covering the use of control system locks, when used;

(8) Flammable fluid fire protection instructions and procedures based on the requirements of HCC.863;

(9) The recommended procedures for starting and stopping engines as required by HCC.903(e) and (f

);

(10) Ditching instructions and procedures (including the procedures based on the requirements of HCC.807(b), HCC.1411 and 1415);

(11) Instructions and procedures covering the use of ice protection equipment required by
HCC.1419;

(12) If required, any special procedures for transitioning from statically heavy to statically light while underway.

(13) The recommended ground handling, parking, and mooring procedures required by HCC.255 (these procedures must reflect the design capabilities of the Airship as required by HCC.481). Description in a separate manual is optional;

(14) Reserved

(15) Operational procedures covering fuel jettisoning based on the requirements of
HCC.1001;

(16) Operational procedures covering the emergency evacuation based on the r equirements of HCC.803 and HCC.883 (h).

(17) The maximum demonstrated values of wind for parking, mooring, takeoff and landing and procedures and information pertinent to operations in wind.

(b) The following information and procedures must also be includ ed:

(1) normal and emergency procedures for single engine out operations and all engine out operations;

(2) information and procedures for obtaining the best climb and descent performance must be furnished for various configurations of the Airship for th e following conditions:

(i) Most critical engine inoperative

(ii) Most critical auxiliary or vectored thrust systems inoperative

(3) Procedures for takeoff determined in accordance with HCC.51;

(4) Information identifying each operating condition in which the fuel system independence prescribed in HCC.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance

wi th that paragraph.

(c) For each Airship showing compliance with HCC.1353(c)(6), the operating procedures for disconnecting the battery from its charging source must be furnished.Document Number: 1008D0122

Revision: C

Page 158 of 206 (d) If the unusable fuel quantity in any tank exceed s 5% of the tank capaci ty, or one gallon ( 4

liters ) , whichever is greater, information must be furnished which indicates 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 th e total quantity of usable fuel for each fuel tank must be furnished.

(f) In addition, the procedures for restarting any engine in flight, including the effects of altitude, must be published in the Airship Flight Manual.

HCC.1587 Performance information

(a) For each Airship, if applicable, the following information must be furnished:

(1) Any loss of altitude more than 100 ft (30 m), or any pitch angle greater than 30°, occurring during the recovery prescribed in HCC.77 and 203;

(2) The conditions under which the full amount of usable fuel in each tank can safely be used;

(3) The takeoff distance determined under HCC.51, the airspeed at the 50 ft (15 m) height, the Airship configuration (if pertinent), the kind of surface in the tests, use of flight path control devices and use of the ACLS retraction system (if installed);

(4) The landing distance determined under HCC.75, the Airship configuration (if pertinent), the use of bow or tail thrusters (if installed) and the kind of surface used in the

tests;

(5) The steady rate or gradient of climb determined under HCC.65 and 67, the airspeed, power, and the Airship configuration;

(6) The calculated approximate effect on takeoff distance (subparagraph (a)(3) of this paragraph), landing distance (subparagraph (a)(4) of this paragraph), and steady rates of climb (subparagraph (a)(5) of this paragraph), of variations in

(i) Altitude from sea level to maximum design takeoff altitude;

(ii) Temperature at these altitudes from 60°F ( 33°C) below standard to 40°F ( 22 °C) above standard;

(iii) Relative humidity at these altitudes from 20% to 100%;

(iv) Lifting gas purity.

(7) For reciprocating engine

- powered Airships, the maximum atmospheric temperature at which compliance with the cooling provisions of HCC.1041 thro ugh 1063 is shown;

(8) Maximum speed for various static conditions and turbulence;

(9) Maximum airspeed, pitch and yaw angle and all other relevant data, established under HCC.80, allowed during cargo exchange operations

(10) Maximum allowable wind and cross wind speeds during takeoff and landing.

(11) Pressure height, or maximum allowable altitude, in relation to ballonet fullness.Document Number: 1008D0122

Revision: C

Page 159 of 206 (12) The techniques, associated airspeeds, and rates of ascent and descent for vertical takeoffs and landings for each air ship configuration.

(13) The h over performance as determined under HCC.49 and the maximum static heaviness for each altitude, temperature, and wind conditions at which the airship can safely hover.

(b) The following additional information must be furnished.

(1) The best rate of climb speed with the most critical engine inoperative;

(2) The speed used in showing compliance with the cooling and climb requirements of HCC.1045 (e)(4), if this speed is greater that the best rate of climb speed with the critical engine inoperative;

(3) The steady rate or gradient of climb determined under HCC. 67 and the airspeed, power, and airship configuration;

(4) The calculated approximate effect on the climb performance determined under HCC.67

of variations in:

( i ) Altitude from sea level to maximum design altitude;

( ii ) Temperature at these altitudes from 60°F ( 33°C) below standard to 40°F ( 22°C)

above stan dard;

( iii ) Relative humidity at these altitudes from 20% to 100%;

( iv ) Lifting gas purity;

( v ) Effects on performance with various numbers of engines inoperative including a single operating engine.

( vi ) Limits for vectored thrust positions and power settings required for takeoff and landings for various static conditions.

(c) The Airship Flight Manual must contain at least the following performance information.

(1) Sufficient information so that the takeoff mass limits specified in HCC.1583 can be

d etermined for all temperatures and altitudes within the operational limitations selected for the product;

(2) The conditions under which the performance information was obtained including the airspeed at the 50 ft height used to determine the landing dist ance as required by HCC.75;

(3) The performance information (determined by extrapolation and computed for the range of mass between the maximum landing and maximum takeoff mass) for

( i ) Climb in the landing configuration as determined by HCC.77; and:

( ii ) Landing distance as determined by HCC.75;Document Number: 1008D0122

Revision: C

Page 160 of 206 ( 4 ) Procedures information established in accordance with the limitations and other information for safe operation of the Airship in the form of recommended procedures;

( 5 ) An explanation of significant or unusual flight and ground handling characteristics of the Airship.

HCC.1589 Loading information

The following loading information must be furnished:

(a) the mass and location of each item of equipment included in the empty mass as determined

under HCC.29

(b) appropriate loading instructions for each possible loading condition between the maximum and minimum mass determined under HCC.25 that can result in a center of gravity distribution beyond:

(1) The extremes selected for the product; or

(2) The extremes w ithin which the structure is proven; or

(3) The extremes within which compliance with each functional requirement is shown.

(c) Loading information must include external or sling loads if approved.

(d) Loading information must include ballast if approved.

H YBRID FUNCT ION AND RELIABILITY TESTING

HCC. 2 135 F unction and reliability testing

Function and reliability testing is required and shall be no less than the minimum specified by

CFR 14 p art 21.35(f). Flight profiles and the amount of testing shall be agreed to by the Administrator who may require specific flight profiles or more testing than the minimum as warranted by the complexity and novel features of the airship

.Document Number: 1008D0122

Revision: C

Page 161 of 206 

### Subpart J

- Powerplant (Auxiliary Power Unit (APU))

GENERAL

HCC.J901 Installation

(a) For the purpose of this criteria , Airship APU installations include each component that:

(1) Reserved

(2) Affects the safety and control of the major APU(s ); or:

(3) Affects the safety of the major APUs between normal inspections or overhauls.

(b) For each APU:

(1) The installation must comply with:

(i) The installation instructions provided under 14 CFR part 33.5 or equivalent instructions; and:

(ii) T he applicable provisions of this Subpart.

(2) The components of the installation must be constructed, arranged, and installed so as to ensure their continued safe operation between normal inspections or overhauls.

(3) The installation must be accessible for necessary inspections and maintenance; and

(4) The major components of the installation must be electrically bonded to the other parts of the Airship.

(c) The APU installation must comply with HCC.1309.

(d) Reserved

(e) The satisfactory functioning of the APU must be demonstrated by ground and flight tests over the range of operating conditions for which certification is required and must include tests under hot climatic conditions, unless equivalent evidence cam be produced.

HCC.J903 Engines

(a) E ngine type certification:

(1) Each engine must be approved and have a type certificate.

(2) Each turbine engine not certificated to 14 CFR part 33 must be shown to comply with 14 CFR part 33 or be shown to have a foreign object ingestion service history in similar

installation locations which have not resulted in any unsafe condition or that the particular installation excludes ingestion.

(b) Engine isolation: The powerplants must be arra nged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or the failure or malfunction (including destruction by fire in the engine compartment) of any system

that can affect an engine (other than a fuel tank, if only one fuel tank for two engines is installed), will not:Document Number: 1008D0122

Revision: C

Page 162 of 206 (1) Prevent the continued safe operation of the remaining engines; or

(2) Require immediate action by a crew member for continued safe operation of the

remaini ng engines.

(c) Reserved

(d) Turbine engine installations: For turbine engine installations

(1) Design precautions must be taken to minimize the hazards to the Airship in the event of an engine

- rotor failure or a fire originating inside the engine which burns through the engine casing;

(2) The powerplant systems associated with engine control devices, systems, and instrumentation must be designed to give reasonable assurance that those operating limitations that adversely affect turbine rotor structural i ntegrity will not be exceeded in

service.

(e) Restart capability.

(1) Means to restart any engine in flight must be provided.

(2) An altitude and airspeed envelope must be established for the Airship for in

- flight engine restarting, and each installed e ngine must have a restart capability within that envelope.

(f) Starting and stopping (piston engine): the design of the installation must be such that risk of fire or mechanical damage to the engine or Airship, as a result of starting is reduced to a

mini mum. Any techniques and associated limitations for engine starting must be established

and published in the Airship Flight Manual, approved manual material, or applicable operating placards. Means must be provided for stopping and restarting each engine in flight. In addition the following apply:

(1) Each component of the stopping system on the engine si de of the firewall that might be exposed to fire must be at least fire resistant

.

HCC.J907 Vibration

(a) Reserved

(b) Engine vibration: each engine must be installed to prevent the harmful vibration of any part of the engine or Airship.

HCC.J908 Cooling fans

For cooling fans that are a part of an APU installation the following apply:

(a) For cooling fans installed in Airships, it must be shown that a fan blade failure will not prevent continued safe flight either because of damage caused by the failed b lade or loss of cooling air.

(b) Fatigue evaluation: Unless a fatigue evaluation under HCC.571 is conducted, it must be shown that cooling fan blades are not operating at resonant conditions within the operating limits of the Airship.Document Number: 1008D0122

Revision: C

Page 163 of 206 HCC.J909 Turbocha rgers

(a) Each turbocharger must be approved under the engine type certificate, or it must be shown that the turbocharger system

(1) Can withstand, without defect, an endurance test of 150 hours that meets the applicable requirements of 14 CFR part 33;

(2) Will have no adverse effect upon the engine.

(b) Control system malfunctions, vibrations, and abnormal speeds and temperatures expected in service may not damage the turbocharger compressor or turbine.

(c) Each turbocharger case must be able to contain fragments of a compressor or turbine that fails at the highest speed that is obtainable with normal speed control devices inoperative.

(d) Each intercooler installation, where provided, must comply with t he following.

(1) The mounting provisions of the intercooler must be designed to withstand the loads imposed on the system;

(2) It must be shown that, under the installed vibration environment, the intercooler will not fail in a manner allowing portions of the intercooler to be ingested by the engine;

(3) Airflow through the intercooler must not discharge directly on any Airship component (e.g. windshield) unless such discharge is shown to cause no hazard to the Airship under all operating conditions.

( e) Engine power, cooling characteristics, operating limits, and procedures affected by the turbocharger system installations must be evaluated. Turbocharger operating procedures and

limitations must be published in the Airship Flight Manual in accordance w ith HCC.1581.

HCC.J917 APU drive system

(a) General: the APU drive system includes any part necessary to transmit power from the engines to the electrical generator. This includes gearboxes, shafting, universal joints, couplings, brake assemblies, clutch es, supporting bearings for shafting, any attendant accessory pads or drives, and any cooling fans that are a part of, attached to, or mounted on the drive system. The HCC.J918 to J924 must apply.

HCC.J918 Shafting critical speed

(a) The critical speeds of any shafting must be determined by demonstration except that analytical methods may be used if reliable methods of analysis are available for the particular design.

(b) If any critical speed lies within, or close to, the operating ranges for idling or power

- on, the stresses occurring at that speed must be within safe limits. This must be shown by tests.

(c) If analytical methods are used and show that no critical speed lies within the permissible operating ranges, the margins between the calculated crit ical speeds and the limits of the allowable operating ranges must be adequate to allow for possible variations between the computed and actual values.Document Number: 1008D0122

Revision: C

Page 164 of 206 HCC.J919 Shafting joints

Each universal joint, slip joint and other shafting joints, the lubrication o f which is necessary for operation must have provision for lubrication.

HCC.J923 APU drive system and control mechanism tests

(a) Endurance tests, general: each APU drive system and APU control mechanism must be tested, as prescribed in subparagraphs (b) to (j) and (m) of this paragraph, for at least 50

hours. These tests must be conducted as follows:

(1) Five

- hour test cycles must be used.

(2) The tests must be conducted on the Airship or may be conducted on a representative bench test facility. The loa d, the frequency, and the methods of application to the affected APU drive system components must be representative of Airship conditions. Test components must be those used for showing compliance with the remainder of this paragraph.

(3) The test torque and rotational speed must be:

(i) determined by the APU limitations; and

(ii) absorbed by the APU to be approved for the Airship.

(b) Endurance tests, maximum RPM run: the maximum RPM run must be conducted as

follows:

The maximum RPM torque run must co nsist of 0.5 hour of alternate runs of 5 minutes at maximum RPM torque, and 5 minutes at as low an engine idle speed as practicable. The engine must be declutched from the generator drive system if furnished and so intended, must be applied during the firs t minute of the idle run. During the remaining 4 minutes of the idle run, the clutch must be engaged so that the engine drives the generator at the minimum practical RPM. Acceleration of the engine and the generator drive system must be done at the

maximum rate. When declutching the engine, it must be decelerated rapidly enough to allow the operation of the overrunning clutch.

(c) Reserved

(d) Endurance tests: 90% of maximum continuous run: 1 hour of continuous operation at 90% of maximum continuous torque and the maximum speed for use with 90% of maximum continuous torque must be conducted.

(e) Endurance tests: 80% of maximum continuous ru n: 1 hour of continuous operation at 80% of maximum continuous torque and the minimum speed for use with 80% of maximum continuous torque must be conducted.

(f) Endurance tests: 60% of maximum continuous run: 1 hour of continuous operation at 60%

of maxim um continuous torque and the minimum speed for use with 60% of maximum continuous torque must be conducted.Document Number: 1008D0122

Revision: C

Page 165 of 206 (g) Endurance tests: engine malfunctioning run: It must be determined whether malfunctioning of components, such as the engine fuel or ignition sys tems, or whether unequal engine power can cause dynamic conditions detrimental to the drive system. If so, a suitable number of hours of operation must be accomplished under those conditions.

(h) Endurance tests: overspeed run: One hour of continuous oper ation must be conducted at maximum continuous torque and the maximum power

- on overspeed expected in service, assuming that speed and torque limiting devices, if any, function properly.

(i) Endurance tests, clutch engagements:

A total of at least 100 clutc h engagements, including the engagements of subparagraph (b) of this paragraph, must be made during the take

- off torque runs and, if necessary, at each change of torque and speed throughout the test. The clutch engagements must be accomplished at the speed and by the method prescribed for the product.

(j) Any APU drive system or control mechanism components that are affected by maneuvering must be investigated and their service lives must be determined by fatigue tests or by other acceptable methods.

(k) E ach part tested as prescribed in this paragraph must be in a serviceable condition at the end of the tests. No intervening disassembly which might affect test results may be conducted.

(l) Endurance tests; operating lubricants: To be approved for use in A PU drive and control systems, lubricants must meet the specifications of lubricants used during the tests prescribed by this paragraph. Additional or alternate lubricants may be qualified by equivalent testing or by comparative analysis of lubricant specif ications and APU drive and control system

characteristics. In addition:

(1) At least one 10

- hour cycle required by this paragraph must be conducted with transmission and gearbox lubricant temperatures, at the location prescribed for measurement, not lower than the maximum operating temperature for which approval is requested;

(2) For pressure lubricated systems, at least one 10

- hour cycles required by this paragraph must be conducted with the lubricant pressure, at the location prescribed for measurement, not higher than the minimum operating pressure for which approval is requested.

(m) The manufacturer may propose an alternate endurance test procedure if the APU system differs in character from that in this part. This test plan must be approved by the

A dministrator

. HCC.J939 Powerplant operating characteristics

(a) Turbine engine powerplant operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to a

hazardous degree, during normal and emergency operation within the range of operating limitations of the Airship and of the engine.

(b) Turbocharged reciprocating engine operating characteristics must be investigated in flight

to assure that no adverse characterist ics, as a result of an inadvertent overboost, surge,Document Number: 1008D0122

Revision: C

Page 166 of 206 flooding, or vapor lock, are present during normal or emergency operation of the engine(s) throughout the range of operating limitations of both Airship and engine.

(c) For turbine engines, the air inlet system must not, as a result of airflow distortion during normal operation, cause vibration harmful to the engine.

(d) It must be established over the range of operating conditions for which certification is required that the powerplant installation does not induce engine carcass vibration in excess of the acceptable levels established during engine type certification under 14 CFR part 33.83 (e) or equivalent.

(e) For governor

- controlled engines, it must be shown that there exists no hazardous torsional

i nstability of the drive system associated with critical combinations of power, rotational speed, and control displacement.

HCC.J943 Negative acceleration

No hazardous malfunction of an engine or any component or system associated with the APU may occur wh en the Airship is operated at the negative accelerations within the flight envelopes prescribed in HCC.333. This must be shown for the greatest duration expected for the

acceleration.

FUEL SYSTEM

HCC.J951 General

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine functioning under each likely operating condition, including any maneuver for which certification is requested.

(b) Each fuel system must be arranged so that

(1) No fuel pump can draw fuel from more than one tank at a time; or

(2) There are means to prevent introducing air into the system.

(c) Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80°F (27°C ) and having

0.2 cm 3 of free water per liter added and cooled to the most critical condition for icing likely to be encountered in operation.

(d) Each fuel system for a turbine engine powered Airship must me et the applicable fuel venting requirements of 14 CFR part 34.

HCC.J952 Fuel system analysis and test

(a) Proper fuel system functioning under all probable operating conditions must be shown by analysis and those tests found necessary by the Administrator

. Tests, if required, must be made using the Airship fuel system or a test article that reproduces the operating characteristics of the portion of the fuel system to be tested.

(b) The likely failure of any heat exchanger using fuel as one of its fluids may not result in a

hazardous condition.Document Number: 1008D0122

Revision: C

Page 167 of 206 (c) Each fuel heat exchanger must be able to withstand without failure any vibration, inertia and fuel pressure load to which it may be subjected in operation.

HCC.J953 Fuel system independence

Each fuel system must meet the requirements of HCC. J 903 (b) by:

(a) Allowing the supply of fuel to each engine through a system independent of each part of the system supplying fuel to any other engine; or

(b) Any other acceptable method.

HCC.J954 Fuel System lightning p rotection

The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by:

(a) direct lightning strikes to areas having a high probability of stroke attachment;

(b) swept lightning strokes on areas where swept str okes are highly probable;

(c) corona or streamering at fuel vent outlets.

HCC.J955 Fuel Flow

(a) Each fuel system must provide at least 100% of the fuel flow required under each intended operating condition and maneuver. Compliance must be shown as foll ows:

(1) Fuel must be delivered to each engine at a pressure, corrected for accelerations (load factors), within the limits specified in the engine type certificate.

(2) The quantity of fuel in the tank may not exceed the amount established as the unusab le fuel quantity for that tank under the requirements of HCC.959 plus that necessary to show compliance with this paragraph.

(3) Each main pump must be used that is necessary for each operating condition and attitude for which compliance with this paragra ph is shown, and the appropriate emergency pump must be substituted for each main pump so used.

(4) If there is a fuel flowmeter, it must be blocked and the fuel must flow through the meter or its bypass.

(5) The fuel head between the tank and the engine must be critical with respect to Airship flight attitudes.

(b) If an engine can be supplied with fuel from more than one tank, the fuel system must for each engine, in addition to having appropriate manual switching capability, be designed to prevent int erruption of fuel flow to that engine, without attention by the flight crew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank, that normally supplies fuel to that engine alone, contains usab le fuel.

HCC.J961 Fuel system hot weather operation

(a) The fuel system must perform satisfactorily in hot weather operation. This must be shown by demonstrating that the fuel system from the tank outlets to each engine is pressurized,

under all intended operations, so as to prevent vapor formation, or must be shown by climbing from the altitude of the airport elected for the product to the maximum altitude established asDocument Number: 1008D0122

Revision: C

Page 168 of 206 an operating limitation under HCC.1527. If a climb test is elected, there must be no evidence of vapor lock or other malfunctioning during the climb test conducted under the following

conditions:

(1) For piston engine APUs, the power settings should be maintained at the maximum approved levels during takeoff and climb to provide for the maximum fuel flow. The climb should be continued to the maximum operating altitude approved for the Airship. If a lower altitude is substantiated, appropriate limitations should be published in the Airship Flight Manual.

(2) For turbine engine APUs, the engines must operate at maximum RPM for the time interval selected for showing the takeoff flight path, and at max imum continuous power for

the rest of the climb.

(3) The mass of the Airship must be with full fuel tanks, minimum crew, and the ballast necessary to maintain the center of gravity within allowable limits or other combinations approved by the Administrator

. (4) The climb airspeed may not exceed the maximum airspeed established for climbing from takeoff to the maximum operating altitude.

(5) The fuel temperature must be at least 110oF ( 43°C).

(b) The test prescribed in subparagraph (a) of this paragraph m ay be performed in flight or on the ground under closely simulated flight conditions. If a flight test is performed in weather cold enough to interfere with the proper conduct of the test, the fuel tank surfaces, fuel lines, and other fuel system parts sub ject to cold air must be insulated to simulate, insofar as practicable, flight in hot weather.

HCC.J975 Carburetor vapor vents

(a) Reserved

(b) Each carburetor with vapor elimination connections and each fuel injection engine employing vapor return provis ions must have a separate vent line to lead vapors back to the top of a fuel tank. If there is more than one fuel tank, and it is necessary to use these tanks in a definite sequence for any reason, the vapor vent return line must lead back to the fuel tank to be used first, unless the relative capacities of the tanks are such that return to another tank is preferable.

HCC.J977 Fuel tank outlet

(a) There must be a fuel strainer for the fuel tank outlet or for the booster pump. This strainer

must

(1) For re ciprocating engine

- powered APUs, have 8 to 16 meshes per inch ( 3 to 6 meshes per cm);

(2) For turbine engine

- powered Airships, prevent the passage of any object that could restrict fuel flow or damage any fuel

- system component.

(b) The clear area of each fuel tank outlet strainer must be at least five times the area of the

outlet line.Document Number: 1008D0122

Revision: C

Page 169 of 206 (c) The diameter of each strainer must be at least that of the fuel tank outlet.

(d) Each finger strainer must be accessible for inspection and cleaning.

FUEL SYSTEM COMP ONENTS

HCC.J991 Fuel pumps

(a) Main pumps: each fuel pump required for proper engine operation, or required to meet the fuel system requirements of this Subpart (other than those in subparagraph (b) of this paragraph), is a main pump. For each main pump, provision must be made to allow the bypass of each positive displacement fuel pump approved as part of the engine.

(b) Emergency pumps: there must be emergency pumps or another main pump to feed each engine immediately after failure of any main pump.

(c ) Warning means: If both the normal pump and emergency pump operate continuously, there must be a means to indicate to the appropriate flight crewmember a malfunction of either pump.

(d) Operation of any fuel pump may not affect engine operation so as to create a hazard, regardless of the engine power or RPM setting or functional status of any other fuel pump.

HCC.J993 Fuel system lines and fittings

(a) Each fuel line must be installed and supported to prevent excessive vibration and to

withstand loads d ue to fuel pressure and accelerated flight conditions.

(b) Each fuel line connected to components of the Airship between which relative motion could exist must have provisions for flexibility.

(c) Each flexible connection in fuel lines that may be under pressure and subjected to axial loading must use flexible hose assemblies.

(d) Each flexible hose must be approved or must be shown to be suitable for the particular application.

(e) No flexible hose that might be adversely affected by exposure to high temperatures may be used where excessive temperatures will exist during operation or after engine shutdown.

(f) Each fuel line must be designed and installed to allow a reasonable d egree of deformation and stretching without leakage.

HCC.J994 Fuel system components

Fuel system components must be protected from damage which could result in spillage of enough fuel to constitute a fire hazard as a result of an ACLS retracted landing.

HCC.J995 Fuel valves

There must be a means to allow appropriate flight crew members rapidly to shut off the fuel to each engine individually in flight. In addition to the requirements of HCC. J 1189 for shut

- off means, each fuel valve must:

(a) ReservedDocument Number: 1008D0122

Revision: C

Page 17 0 of 206 (b ) be supported so that no loads resulting from their operation or from accelerated flight

conditions are transmitted to the lines attached to the valve.

HCC.J997 Fuel strainer or filter

(This paragraph does not apply to fuel strainers or filters already approved as part of an engine type certificated under 14 CFR part 33 or equivalent.)

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of either the fuel metering device or an engine

- driven positive displacement pump, whi chever is nearer the fuel

tank outlet. This fuel strainer or filter must

(a) Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable;

(b) Have a sediment trap and drain except that it need not have a dra in if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself;

(d) Have the capacity (with respect to operating limitations established for the engine) and the mesh to ensure that engine fuel system functioning is not impaired, with the fuel contaminated to a degree (with respect to particle size and density) that is greater than the established for the

e ngine in 14 CFR part 33, or equivalent regulations.

(e) In addition, unless means are provided in the fuel system to prevent the accumulation of ice on the filter, a means must be provided to automatically maintain the fuel flow if ice clogging of the fil ter occurs.

HCC.J999 Fuel system drains

(a) Drainage of the fuel system must be accomplished by the use of fuel strainer and fuel tank sump drains

(b) Each drain required by subparagraph (a) of this paragraph and HCC.971 must

(1) discharge clear of all parts of the Airship;

(2) Have manual or automatic means for positive locking in the closed position;

(3) Have a drain valve that is readily accessible and which can be easily opened and closed; and that is either located or protected to prevent fuel sp illage in dangerous quantities in the event of an unintended contact with the ground.

OIL SYSTEM

HCC.J1011 General

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) The usable oil tank capacity may not be less than the product of the endurance of the Airship under critical operating conditions and the maximum oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate circula tion and cooling.Document Number: 1008D0122

Revision: C

Page 171 of 206 (c) For an oil system without an oil transfer system, only the usable oil tank capacity may be considered. The amount of oil in the engine oil lines, the oil radiator, and the feathering reserve, may not be considered.

(d) If an oil tra nsfer system is used, the amount of oil in the transfer lines that can be pumped by the transfer pump must be included in the oil capacity.

HCC.J1013 Oil tanks

(This paragraph does not apply to oil tanks already approved as part of an engine type

certifi cated under 14 CFR part 33.)

(a) Installation: each oil tank must be installed to:

(1) meet the requirements of HCC.J967;

(2) withstand any vibration, inertia, and fluid loads expected in operation.

(b) Expansion space: oil tank expansion space must b e provided so that

(1) Each oil tank used with a reciprocating engine has an expansion space of not less than the greater of 10% of the tank capacity or 0.5 US

- gallons ( 1.9 liter ), and each oil tank used with a turbine engine has an expansion space of not less than 10% of the tank capacity;

(2) It is impossible to fill the expansion space inadvertently with the Airship in the normal ground attitude.

(3) Each reserve oil tank not directly connected to any engine may have an expansion space of not less than 2% of the tank capacity.

(c) Filler connection: each recessed oil tank filler connection that can retain any appreciable quantity of oil must have a drain that discharges clear of each part of the Airship. In addition:

(1) Each oil tank filler cap must provide an oil tight seal;

(2) Each oil tank filler must be marked as prescribed in HCC.1557(c).

(d) Vent: oil tanks must be vented as follows:

(1) Each oil tank must be vented from the top part of the expansion space so that the vent

connection is not covered by oil under any normal flight condition;

(2) Oil tank vents must be arranged so that condensed water vapor that might freeze and obstruct the line cannot accumulate at any point.

(e) Outlet: no oil tank outlet may be enclosed by any screen or gua rd that would reduce the flow of oil below a safe value at any operating temperature. No oil tank outlet diameter may be less than the diameter of the engine oil pump inlet. Each oil tank used with a turbine engine must have means to prevent entrance into the tank itself, or into the tank outlet, of any object that might obstruct the flow of oil through the system. There must be a shutoff valve at the outlet of each oil tank used with a turbine engine, unless the external portion of the oil system (includin g of tank supports) is fireproof.

(f) Flexible liners: each flexible oil tank liner must be approved or must be shown to be suitable for the particular application.Document Number: 1008D0122

Revision: C

Page 172 of 206 (g) Each filler cap of an oil tank that is used with a turbine engine must provide an oil tight

seal.

HCC.J1015 Oil tank tests

(This paragraph does not apply to oil tanks already approved as part of an engine type

certificated under 14 CFR part 33.) Each oil tank must be designed and installed so that:

(a) It can withstand, without failure , each vibration, inertia, and fluid load that it may be subjected to in operation; and

(b) It meets the provisions of HCC.965, except:

(1) The test pressure:

(i) For pressurized tanks used with a turbine engine, may not be less than 5 psi ( 34.45 kPa) plus the maximum operating pressure of the tank instead of the pressure specified in HCC.965(a); and

(ii) For all other tanks, may not be less than 5 psi ( 34.45 kPa) instead of the pressure specified in HCC.965(a); and

(2) The test fluid must be oil at 25 0oF ( 120°C) instead of the fluid specified in HCC.965(c).

HCC.J1017 Oil lines and fittings

(a) Oil lines: oil lines must meet HCC.J993, and each oil line and fitting in any designated fire zone must meet the requirements of HCC.J1183. Oil lines must acco mmodate a flow of oil at a rate and pressure adequate for proper engine functioning under any normal operating

condition.

(b) Breather lines: breather lines must be arranged so that

(1) condensed water vapor or oil that might freeze and obstruct the line cannot accumulate at any point;

(2) the breather discharge will not constitute a fire hazard if foaming occurs, or cause emitted oil to strike the pilot's windshield;

(3) the breather does not discharge into the engine air

- induction system;

(4) the brea ther outlet its protected against blockage by ice or foreign matter.

HCC.J1019 Oil strainer or filter

(This paragraph does not apply to oil strainers or filters already approved as part of an engine type certificated under 14 CFR part 33 or equivalent.)

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements.

(1) Each oil strainer or filter that has a bypass must be constructed and installed so t hat oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.Document Number: 1008D0122

Revision: C

Page 173 of 206 (2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) and the mesh to en sure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine in 14 CFR part 33 or equivalent regulations.

(3) The oil strai ner or filter, unless it is installed at an oil tank outlet, must incorporate an indicator that will indicate contamination of the screen before it reaches the capacity established in accordance with subparagraph (2) of this paragraph.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except on that is installed at an oil tank outlet, must have a means to connect it to the warning system required in subparagraph 1305(c)(7).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

HCC.J1021 Oil system drains

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must:

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed position.

HCC.J1023 Oil radiators

If installed:

(a) each oil radiator and its supporting structures must be able to withstand the vi bration, inertia, and oil pressure loads to which it would be subjected in operation.

(b) each oil radiator air duct must be located so that, in case of fire, flames coming from normal openings of the engine nacelle cannot impinge directly upon the radiator.

HCC.J1025 Oil valves

(a) Each oil shut

- off must meet the requirements of HCC.J1189.

(b) R eserved

(c) Each oil valve must have positive stops or suitable index provisions in the 'on' and 'off ' positions and must be supported so that no loads resulting from its operation or from accelerated flight conditions are transmitted to the lines attache d to the valve.

COOLING

HCC.J1041 General

The APU cooling provisions must be able to maintain the temperatures of the APU components and engine fluids, within the temperature limits established during ground and flight operations

to the maximum altitude for which approval is requested and after normal engine shutdown.Document Number: 1008D0122

Revision: C

Page 174 of 206 HCC.J1043 Cooling tests

(a) General: compliance with HCC. J 1041 must be shown under critical ground and flight operating conditions (including loiter, hover, climb, and descent) to the max imum altitude for which approval is requested. For turbocharged engines, each turbocharger must be operated through that part of the climb profile for which operation with the turbocharger is requested and in a manner consistent with its intended operation . For these tests, the following apply.

(1) If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature specified in subparagraph (b), of this paragraph, the recorded APU temperature must be corrected under parag raphs (c) and (d) of this paragraph, unless a more rational correction method is applicable.

(2) No corrected temperature determined under subparagraph (1) of this paragraph may

exceed established limits.

(3) The fuel used during the cooling tests must b e of the minimum grade approved for the engines, and for reciprocating engines the mixture settings must be the leanest recommended for flight.

(b) Maximum ambient atmospheric temperature: a maximum ambient atmospheric temperature corresponding to sea lev el conditions of at least 100°F ( 38°C) must be established. The assumed temperature lapse rate is 3.6°F ( 2°C) per thousand feet of altitude above sea level. However, for winterization installations, a maximum ambient atmospheric temperature corresponding t o sea level conditions of less than 100°F ( 38°C) may be selected for the product.

(c) Correction factor (except cylinder barrels): Unless a more rational correction applies, temperatures of engine fluids and APU components (except cylinder barrels) for wh ich temperature limits are established, must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temp erature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures: Cylinder barrel temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the tempera ture of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

HCC.J1045 Cooling test procedures

(a) General: Compliance with HCC.J1041 must be shown for the takeoff, climb, en

- rou te, and landing stages of flight that correspond to the applicable performance requirements. For each stage of flight, the cooling test must be conducted with the Airship

(1) In the configuration most critical for cooling (including cowl flap settings sel ected for the product for reciprocating engine powered APUs, if applicable).

(2) Under the operational conditions most critical for cooling.Document Number: 1008D0122

Revision: C

Page 175 of 206 (b) Temperature stabilization: For the purpose of the cooling tests, a temperature is 'stabilized'

when its rate o f change is less than 2°F ( 1.1°C) per minute. The following stabilization rules apply for each stage of flight:

(1) The temperatures must be stabilized under the conditions from which entry is made into the stage of flight being investigated; or

(2) If the entry condition normally does not allow temperatures to stabilize, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow the temperatures to have attained their natural leve ls at the time of entry.

(c) Duration of test: For each stage of flight the test must be continued until

(1) The component and engine

- fluid temperatures stabilize; or

(2) The stage of flight is completed; or

(3) An operating limitation is reached.

(d) Turbine engine powered APUs: The following additional requirement applies: The take

off cooling test must be preceded by a period during which the APU component and engine

fluid temperatures are stabilized with the engines at ground idle.

(e) For reciproca ting engine

- powered APUs, engine

- cooling tests during climb must be

conducted as follows:

(1) Reserved

(2) Engine temperature must be stabilized in level flight with the engine at not less than 75% of maximum continuous power.

(3) The climb must begin at the lowest practicable altitude with the engine at full power for the specified duration of takeoff and then remain at full power.

(4) The climb must be conducted at a speed not more than the best rate of climb speed with maximum continuous power unless the slope of the flight path at the speed chosen for the cooling test is equal to or greater than the minimum required angle of climb determined under HCC.65 and the Airship has a cylinder head temperature indicator.

(5) The APU must continue at full powe r for at least 5 minutes after the occurrence of the highest temperature recorded (or pressure height).

(f) The hovering cooling provisions must be shown:

(1) Reserved

(2) Reserved

(3) With the APU at full power, until at least 5 minutes after the occurr ence of the highest temperature recorded.Document Number: 1008D0122

Revision: C

Page 176 of 206 LIQUID COOLING

HCC.J1061 Installation

(a) General: Each liquid

- cooled engine must have an independent cooling system (including coolant tank) installed so that:

(1) Each coolant tank is supported so that tank loads are distributed over a large part of the tank surface;

(2) There are pads or other isolation means between the tank and its supports to prevent chafing; and

(3) Pads or any other isolation means that is used must be non

- absorbent or must be treate d to prevent absorption of flammable fluids; and

(4) No air or vapor can be trapped in any part of the system, except the coolant tank expansion space, during filling or during operation.

(b) Coolant tank: The tank capacity must be at least 1 US

- gallon (3 .8 liters ), plus 10% of the cooling system capacity. In addition:

(1) Each coolant tank must be able to withstand the vibration, inertia and fluid loads to which it may be subjected in operation;

(2) Each coolant tank must have an expansion space of at le ast 10% of the total cooling system capacity; and

(3) It must be impossible to fill the expansion space inadvertently with the Airship in the normal ground attitude.

(c) Filler connection : Each coolant tank filler connection must be marked as specified in

HCC.1557 In addition:

(1) Spilled coolant must be prevented from entering the coolant tank compartment or any part of the Airship other than the tank itself; and

(2) Each recessed coola nt filler connection must have a drain that discharges clear of the entire Airship.

(d) Lines and fittings: Each coolant system line and fitting must meet the requirements of HCC.J993, except that the inside diameter of the engine coolant inlet and outlet lines may not be less than the diameter of the corresponding engine inlet and outlet connections.

(e) Radiators: Each coolant radiator must be able to withstand any vibration, inertia and coolant pressure load to which it may normally be subjected. In ad dition:

(1) Each radiator must be supported to allow expansion due to operating temperatures and prevent the transmittal of harmful vibration to the radiator; and

(2) If flammable coolant is used, the air intake duct to the coolant radiator must be locat ed so that (in case of fire) flames from the nacelle cannot strike the radiator.

(f) Drains: There must be an accessible drain that:Document Number: 1008D0122

Revision: C

Page 177 of 206 (1) Drains the entire cooling system (including the coolant tank, radiator and the engine) when the Airship is in the nor mal ground attitude;

(2) Discharges clear of the entire Airship; and

(3) Has means to lock it closed positively.

HCC.J1063 Coolant tank tests

Each coolant tank must be tested under HCC.965, except that:

(a) The test required by HCC.965 (a) (1) must be replaced with a similar test using the sum of the pressure developed during the maximum ultimate acceleration with a full tank or a pressure of 3.5 psi ( 24.12 kPa), whichever is greater, plus the maximum working pressure of the system; and:

(b) For a tan k with a non

- metallic liner the test fluid must be coolant rather than fuel as specified in HCC.965 (c) and the slosh test on a specimen liner must be conducted with the coolant at operating temperature.

INDUCTION SYSTEM

HCC.J1091 Air intake

(a) The air intake system for each engine must supply:

(1) the air required by that engine under the operating conditions for which certification is requested, and:

(2) The air for proper fuel metering and mixture distribution with the air intake system

valves in a ny position.

(b) Each reciprocating engine installation must have at least two separate air intake sources and must meet the following.

(1) Primary air intakes may open within the cowling if that part of the cowling is isolated from the engine accessory section by a fire

- resistant diaphragm or if there are means to prevent the emergence of backfire flames.

(2) Each alternate air intake must be located in a sheltered position and may not open within the cowling if the emergence of backfire flames will res ult in a hazard.

(3) The supplying of air to the engine through the alternate air intake system may not result in a loss of excessive power in addition to the power loss due to the rise in air temperature.

(4) Each automatic alternate air door must have an override means accessible to the flight

crew.

(5) Each automatic alternate air door must have a means to indicate to the flight crew when

it is not closed

(c) For air intakes for turbine engine

- powered installations the following apply:

(1) Air intakes may not open within the cowling, unless that part of the cowling is isolated from the engine accessory section by means of a fireproof diaphragm;Document Number: 1008D0122

Revision: C

Page 178 of 206 (2) There must be means to prevent hazardous quantities of fuel leakage or overflow from

drai ns, vents, or other components of flammable fluid systems from entering the engine intake system;

(3) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during take

- off, landing, parking and taxiing;

(4) If the engine air intake system contains parts or components that could be damaged by foreign objects entering the air intake, it must be shown by tests or, if appropriate, by analysis that the air intake system design can withstand the foreign object ingesti on test

conditions of 14 CFR part 33 without failure of parts or components that could create a

hazard.

HCC.J1093 Air intake system de

- icing and anti

- icing provisions

(a) Reciprocating gasoline engines: Each reciprocating gasoline engine air

- induction sy stem must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30°F (

- 1.1°C):

(1) Each Airship with altitude engines using fuel metering devices tending t o prevent icing has a preheater that, with the engines at 60% of maximum continuous power, can provide a temperature rise of:

(i) 100°F ( 56°C); or

(ii) 40°F ( 22°C), if a fluid de

- icing system meeting the requirements of 14 CFR part 23.1095 through 23.109 9 is installed;

(2) Each Airship with sea level engine(s) using a fuel metering device tending to prevent icing has a sheltered alternate source of air with a preheat temperature rise of not less than 60°F ( 33°C) with the engines at 75% of maximum continu ous power;

(3) Each Airship with sea level or altitude engine(s) using fuel injection systems having metering components on which impact ice may accumulate has a preheater capable of providing a temperature rise of 75°F ( 42°C) when the engine is operating at 75% of its maximum continuous power; and:

(4) Each Airship with sea level or altitude engine(s) using fuel injection systems not having fuel metering components projecting into the airstream on which ice may form, and introducing fuel into the air indu ction system downstream of any components or other obstruction on which ice produced by fuel evaporation may form, has a sheltered alternate source of air with a preheat temperature rise of not less than 60°F ( 33°C) with the engines

at 75% of its maximum c ontinuous power.

(b) Turbine engines

(1) Each turbine engine and its air

- inlet system must operate throughout the flight

- power range of the engine (including idling), within the limitations established for the Airship,

without the accumulation of ice on e ngine or inlet system components that would adversely affect engine operation or cause a serious loss of power or.

(i) Under the icing conditions specified in 14 CFR part 25 Appendix C;Document Number: 1008D0122

Revision: C

Page 179 of 206 (ii) In snow, both falling and blowing.

(2) Each turbine engine mus t idle for 30 minutes on the ground, with the air bleed available for engine icing protection at its critical condition, without adverse effect, in an atmosphere that is at a temperature between 15°F (

- 9°C ) and 30°F (

- 1°C) and has a liquid water

content no t less than 0.3 grams per cubic meter in the form of drops having a mean effective diameter not less than 20 micrometers, followed by momentary operation at take

off power or thrust. During the 30 minutes of idle operation, the engine may be run up periodi cally to a moderate power or thrust setting in a manner acceptable to the

Administrator

. (c) For Airships with reciprocating engines having superchargers or turbocharges to pressurize the air before it enters the carburetor, the temperature rise in the air caused by that pressurizing at any altitude may be utilized in determining compliance with subparagraph (a) of this paragraph if the heat rise utilized is that which will be available, automatically, for the applicable altitudes and operating condition be cause of supercharging or turbochanging.

HCC.J1101 Carburetor air preheater design

Each exhaust

- heated, induction air preheater must be designed and constructed to:

(a) Ensure ventilation of the preheater when the induction air preheater is not being used during engine operation.

(b) Allow inspection of the exhaust manifold parts that it surrounds; and

(c) Allow inspection of critical parts of the preheater itself.

HCC.J1103 Induction system ducts

(a) Each induction system duct must have a drain to prevent the accumulation of fuel or moisture in the normal ground and flight attitudes. No drain may discharge where it will cause

a fire hazard.

(b) Each turbine air intake system must be:

(1) Strong enough to prevent structural failure resulting from engine surging; and

(2) Fire

- resistant if it is in any fire zone for which a fire extinguishing system is required.

(c) Each duct connected to components between which relative motion could e xist must have means for flexibility.

(d) For bleed air systems no hazard may result if a duct rupture or failure occurs at any point between the engine port and the Airship unit served by the bleed air.

(e) For reciprocating engine installations, each in duction system duct must be:

(1) Strong enough to prevent induction system failures resulting from normal backfire conditions; and

(2) Fire resistant in any compartment for which a fire extinguishing system is required.

HCC.J1105 Air intake system scree ns If induction system screens are used:Document Number: 1008D0122

Revision: C

Page 180 of 206 (a) Each screen must be upstream of the fuel metering device;

(b) No screen may be in any part of the induction system that is the only passage through which air can reach the engine, unless

(1) The available pr eheat temperature rise is at least 100°F ( 55.6°C), and

(2) The screen can be de

- iced by heated air;

(c) No screen may be de

- iced by alcohol alone; and

(d) It must be impossible for fuel to strike any screen

HCC.J1107 Inter

- coolers and after

- coolers

Each inter

- cooler and after

- cooler must be able to withstand any vibration, inertia, and air pressure load to which it would be subjected in operation.

HCC.J1108 Induction system filters

If an air filter, is used to protect the engine against foreign material particles in the induction air supply, it must be capable of withstanding the effects of temperature extremes, rain, fuel, oil, and solvents to which it is expected to be exposed in service and maintenance.

HCC.J1111 Turbine engine bleed

- air system

For turbine engine bleed

- air systems, the following apply.

(a) No hazard may result if duct rupture or failure occurs anywhere between the engine port and the Airship unit served by the bleed air.

(b) The effect on Airship and engine performance of using maxim um bleed air must be

established.

(c) Hazardous contamination of cabin air systems may not result from failures of the engine lubricating system.

(d) Bleed air must not discharge directly on any Airship component (e.g. windshield) unless such discharge i s shown to cause no hazard to the Airship under all operating conditions.

EXHAUST SYSTEM

HCC.J1121 General

(a) Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in any crew or passenger compartment. For test purposes, any acceptable carbon monoxide detection method may be used to show the absence of

carbon monoxide.

(b) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingemen t of the fluids or vapors on any part of the exhaust system including shields for the exhaust system.

(c) Each component that hot exhaust gases could strike, or that could be subjected to high temperatures from exhaust system parts, must be fireproof. All exhaust system components must be separated by fireproof shields from adjacent parts of the Airship that are outside the engine compartment.Document Number: 1008D0122

Revision: C

Page 181 of 206 (d) No exhaust gases may discharge near any flammable fluid, vent, or drain that may cause a

fire hazard.

(e) Eac h exhaust shroud must be ventilated or insulated to avoid, during normal operation, a temperature high enough to ignite any flammable fluids or vapors external to the shroud.

(f) No exhaust gases may be discharged where they will cause a glare seriously a ffecting pilot vision at night.

(g) If significant traps exist, each turbine engine exhaust system must have drains discharging clear of the Airship, in any normal ground and flight attitude, to prevent fuel accumulation after the failure of an attempted engine start.

(h) Each exhaust heat exchanger must incorporate means to prevent blockage of the exhaust port after any internal heat exchanger failure.

HCC.J1123 Exhaust piping

(a) Each exhaust piping must be fireproof and corrosion

- resistant, and must have means to prevent failure due to expansion caused by operating temperatures.

(b) Each exhaust piping must be supported to withstand the vibration and inertia loads to which it may be subjected in operation.

(c) Parts of the exhaust system connected t o components between which relative motion could exist must have means for flexibility.

HCC.J1125 Exhaust heat exchangers

For reciprocating engine

- powered Airships, the following apply:

(a) Each exhaust heat exchanger must be constructed and installed t o withstand the vibration, inertia, and other loads to which it will be subject in normal operation. In addition:

(1) Each exchanger must be suitable for continued operation at high temperatures and resistant to corrosion from exhaust gases;

(2) There mus t be means for inspection of the critical parts of each exchanger;

(3) Each exchanger must be ventilated wherever it is subject to contact with exhaust gases.

(4) No exhaust heat exchanger or muffler may have any stagnant areas or liquid traps that

would i ncrease the probability of ignition of flammable fluids or vapors that might be present in case of the failure or malfunction of components carrying flammable fluids.

(b) If an exhaust heat exchanger is used for heating ventilating air:

(1) There must be a secondary heat exchanger between the primary exhaust gas heat exchanger and the ventilating air system; or

(2) Other means must be used to preclude the harmful contamination of the ventilating air.

APU CONTROLS AND ACCESSORIES

HCC.J1141 APU controls: g eneral

Each APU control shall be located, arranged, and designed under HCC.777 and 779 and marked under HCC.1555. In addition, it must meet the following requirements:Document Number: 1008D0122

Revision: C

Page 182 of 206 (a) Each control shall be located so that it cannot be operated inadvertently by persons entering, leaving, or moving normally in the cockpit.

(b) Each flexible control shall be approved or must be shown to be suitable for the particular application.

(c) Each control shall have sufficient strength and rigidity to withstand operating loads

without failure and without excessive deflection.

(d) Each control shall be able to maintain any set position without constant attention by flight

crew members and with out creep due to control loads or vibration.

(e) The portion of each powerplant control located in a designated fire zone that is required to be operated in the event of fire shall be at least fire resistant. (See HCC.903(c)(2).)

(f) APU valve controls lo cated in the cockpit must have

(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed positions; and

(2) In the case of valves controlled from the cockpit other than by mechanical means,

wher e the correct functioning of such a valve is essential for the safe operation of the Airship, a valve position indicator operated by a system which senses directly that the valve has attained the position selected, unless other indications in the cockpit g ive the flight crew a clear indication that the valve has moved to the selected position.

HCC.J1143 APU Engine controls

(a) There shall be a separate and independent power control for each engine, and a separate control for each supercharger that requires a control.

(b) The controls shall be grouped and arranged to allow separate control of each APU engine.

(c) Each power and supercharger control must give a positive and immediately response in controlling its engine or supercharger.

(d) Reserved

(e) If a power control incorporates a fuel

- shut

- off feature, the control must have a means to prevent the inadvertent movement of the control into the shut

- off position. The control must

(1) Have a positive lock or stop at the idle position;

(2) Require a separa te and distinct operation to place the control in the shut

- off position.

HCC.J1145 Ignition switches

(a) Ignition switches must control each ignition circuit on each engine.

(b) There must be means to shut off quickly all ignition either by a group of sw itches or by a master ignition control.

(c) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operatio n.

(d) Pre

- glow switches for Diesel engines are to be treated the same as ignition switches.Document Number: 1008D0122

Revision: C

Page 183 of 206 HCC.J1147 Mixture controls

(a) If there are mixture controls, each engine must have a separate control and each mixture control must have guards or must be shap ed or arranged to prevent confusion by feel with

other controls.

(1) The controls must be grouped and arranged to allow:

(i) Separate control of each engine; and:

(ii) Simultaneous control of all functionally related engines.

(2) The control must require a separate and distinct operation to move the control towards

lean or shut

- off position.

(b) Each manual engine mixture control must be designed so that, if the control separates at the engine fuel metering device, the Airship is capable of continuing safe flight.

HCC.J1157 Carburetor air temperature controls

If there is a carburetor air temperature control, it must be separate for each engine.

HCC.J1163 APU Powerplant accessories

(a) Each engine

- driven accessory must:

(1) B e approved for mounting on the engine involved;

(2) Use the provisions on the engine for mounting;

(3) Be sealed to prevent contamination of the engine oil system and the accessory system.

(b) Electrical equipment subject to arcing or sparking must be i nstalled to minimize the probability of contact with any flammable fluids or vapors that might be present in a free

state.

(c) Each generator rated at or more than 6 kW must be designed and installed to minimize the probability of a fire hazard in the even t it malfunctions.

(d) If the continued rotation of any accessory remotely driven by the engine is hazardous when malfunctioning occurs, a means to prevent rotation without interfering with the continued operation of the engine must be provided.

(e) The g enerator cooling provisions must be able to maintain the temperatures of generator components within the established temperature limits during ground and flight operations.

(f) Each accessory driven by a gearbox that is not approved as part of the powerpl ant driving the gearbox must:

(1) Have torque limiting means to prevent the torque limits established for the affected drive from being exceeded;

(2) Use the provisions on the gearbox for mounting; and

(3) Be sealed to prevent contamination of the gearb ox oil system and the accessory system.Document Number: 1008D0122

Revision: C

Page 184 of 206 HCC.J1165 Engine ignition systems

(a) Each battery ignition system must be supplemented by a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.

(b) The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw electrical energy fro m the same source.

(c) The design of the engine ignition system must account for:

(1) the condition of an inoperative generator;

(2) the condition of a completely depleted battery with the generator running at its normal operating speed; and

(3) the con dition of a completely depleted battery with the generator operating at idling speed, if there is only one battery.

(d) There must be means to warn appropriate crew members if malfunctioning of any part of the electrical system is causing the continuous discharge of any battery used for engine ignition.

(e) No ground wire for any engine may be routed through a fire zon e of another engine unless each part of that wire within that zone is fireproof.

(f) Each ignition system must be independent of any electrical circuit not used for assisting, controlling, or analyzing the operation of that system.

(g) There must be means to warn appropriate flight

- crew members if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition.

(h) Each engine ignition system must be considered an essential electrical load.

APU POWERPLANT FIRE PROTECTION

HCC.J1181 Designated fire zones: regions included

(a) Designated fire zones are

- (1) The engine power section;

(2) The engine accessory section;

(3) Any complete APU compartment in which no isolation is provided between the engine section and the engine accessory section;

(4) Reserved

(5) The compressor and accessory sections of turbine engines; and

(6) Combustor, turbine, and tailpipe sections of turbine engine installations that contain lines or components ca rrying flammable fluids or gases.

(b) Each designated fire zone must meet the requirements of HCC.869, J1185 to J1203.Document Number: 1008D0122

Revision: C

Page 185 of 206 (c) Each Airship must:

(1) Be designed and constructed so that no fire originating in any fire zone can enter, either through openings or by burning through external skin, any other zone or region where it would create additional hazards;

(2) Meet subparagraph (c) (1) of this paragraph with the ACLS retracted (if applicable);

and

(3) Have fireproof skin in areas subject to flame if a f ire starts in the engine power or accessory section.

HCC.J1182 Areas behind firewalls, and engine pod attaching structures containing

flammable fluid lines

(a) Each area immediately behind the firewall, and each portion of any engine pod attaching

struct ure containing flammable fluid lines, must meet each requirement of HCC.J1103, J1165 (e), J1183, J1185 (c), J1187, J1189 and HCC.J1195 to J1203, including those concerning designated fire zones. However, engine pod attaching structures need not contain fir e detection or extinguishing means.

HCC.J1183 Flammable fluid

- carrying components

(a) Except as provided in subparagraph (b) of this paragraph, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions , and each component which conveys or contains flammable fluid in a designated fire zone must be fire resistant, except that flammable fluid tanks and supports in a designated fire zone must be fireproof or be enclosed by a fireproof shield unless damage b y fire to any non

- fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located to safeguard against the ignition of leaking flammable fluid.

(b) Subparagraph (a) of this paragraph does not apply to:

(1) Lin es, fittings and components which are already approved as part of a type certificated engine; and:

(2) Vent and drain lines, and their fittings, the failure of which will not result in, or add to,

a fire hazard.

(c) All components, including ducts, withi n a designated fire zone must be fireproof if, when exposed to or damaged by fire, they could:

(1) Result in fire spreading to other regions of the Airship, or

(2) Cause unintentional operation of, or inability to operate, essential services or equipment.

HCC.J1185 Flammable fluids

(a) Except for the integral oil sumps specified in HCC.J1013 (a), no tank or reservoir that is a part of a system containing flammable fluids or gases may be in a designated fire zone unless the fluid contained, the design of th e system, the materials used in the tank, the shut

- off means, and all connections, lines and controls provide a degree of safety equal to that which

would exist if the tank or reservoir were outside such a zone.Document Number: 1008D0122

Revision: C

Page 186 of 206 (b) There must be at least 0.5 in ( 13 mm) o f clear airspace between each tank or reservoir and each firewall or shroud isolating a designated fire zone.

(c) Absorbent materials close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazard ous quantities of fluids.

HCC.J1187 Drainage and ventilation of fire zones

(a) There must be complete drainage of each part of each designated fire zone to minimize the hazards resulting from failure or malfunctioning of any component containing flammabl e fluids. The drainage means must be:

(1) Effective under conditions expected to prevail when drainage is needed; and

(2) Arranged so that no discharge fluid will cause an additional fire hazard.

(b) Each designated fire zone must be ventilated to preven t the accumulation of flammable

vapors.

(c) No ventilation opening may be where it would allow the entry of flammable fluids, vapors,

or flame from other zones.

(d) Each ventilation means must be arranged so that no discharged vapors will cause an

addition al fire hazard.

(e) Unless the extinguishing agent capacity and rate of discharge are based on maximum air flow through a zone, there must be a means to allow the crew to shut

- off sources of forced ventilation to any fire zone except the engine power secti on of the nacelle and the combustion heater ventilating air ducts.

HCC.J1188 Ventilation

Each compartment containing any part of the powerplant installation must have provision for ventilation to prevent the accumulation of flammable vapors.

HCC.J1189 Shu t

- off means

(a) Each engine installation and each fire zone specified in HCC.J1181 (a)(5) and (a)(6) must

have means to shut

- off or otherwise prevent hazardous quantities of fuel, oil, and other flammable liquids from flowing into, within, or through any engine compartment, except that

shut

- off means are not required for:

(1) Lines, fittings, and components forming an integral part of an engine; and

(2) Oil systems in which all components of the system in a designated fire zone, including the oil tanks, a re fireproof or located in areas not subject to engine fire conditions.

(b) The closing of the fuel shutoff valve for any engine may not make fuel unavailable to the remaining engines.

(c) Operation of any shutoff means may not interfere with the later e mergency operation of other equipment such as propeller feathering devices.

(d) Each flammable fluid shut

- off means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect its operation.Document Number: 1008D0122

Revision: C

Page 187 of 206 (e) No hazar dous amount of flammable fluid may drain into the engine compartment after

shutoff.

(f) There must be means to guard against inadvertent operations of each shutoff means, and to make it possible for the crew to reopen the shutoff means in flight after it has been closed.

(g) Each tank

- to

- engine shut

- off valve must be located so that the operation of the valve will not be affected by powerplant or engine mount structural failure.

(h) Each shut

- off valve must have a means to relieve excessive pressure accu mulation unless a means for pressure relief is otherwise provided in the system.

HCC.J1191 Firewalls

(a) Each engine, fuel

- burning heater and other combustion equipment intended for operation in flight, and the combustion, turbine, and tailpipe sections of turbine engines must be isolated from the rest of the Airship by firewalls, shrouds, or other equiva lent means.

(b) Each firewall or shroud must be constructed so that no hazardous quantity of liquid, gas, or flame can pass from the engine compartment to other part of the Airship.

(c) Each opening in the firewall or shroud must be sealed with close

- fit ting, fireproof grommets, bushings, or firewall fittings.

(d) Each firewall and shroud must be fireproof and protected against corrosion.

(e) Compliance with the criteria for fireproof materials or components must be shown as

follows.

(1) The flame to w hich the materials or components are subjected must be 2000 ± 150°F ( 1100 ± 65°C);

(2) Sheet materials approximately 10 sq in must be subjected to the flame from a suitable burner;

(3) The flame must be large enough to maintain the required test temperat ure over an area approximately 5 sq in.

(f) Firewall materials and fittings must resist flame penetration for at least 15 minutes.

(g) The following materials may be used in firewalls or shrouds without being tested as required by this paragraph:

(1) St ainless steel sheet, 0.015 in ( 0.38 mm) thick.

(2) Mild steel sheet (coated with aluminum or otherwise protected against corrosion) 0.018 in ( 0.45 mm) thick.

(3) Terne plate, 0.018 in ( 0.45 mm) thick.

(4) Monel metal, 0.018 in ( 0.45 mm) thick.

(5) Steel or copper base alloy firewall fittings.Document Number: 1008D0122

Revision: C

Page 188 of 206 HCC.J1192 Engine accessory compartment diaphragm

For air

- cooled radial engines, the engine power section and all portions of the exhaust system must be isolated from the engine accessory compartment by a diaphragm that meets the firewall requirements of HCC.J1191.

HCC.J1193 APU Engine compartment

(a) The APU engine compartment must be constructed and supported so that it can resist the vibration, inertia, and air loads to which it may be subjected in o peration.

(b) APU engine compartment must meet the drainage and ventilation requirements of

HCC.J1187.

(c) On Airships with a diaphragm isolating the engine power section from the engine accessory section, each part of the accessory section compartment su bject to flame in case of fire in the engine power section of the APU must:

(1) Be fireproof; and

(2) Meet the requirements of HCC.J1191.

(d) Each part of the APU engine compartment subjected to high temperatures due to its

nearness to exhaust

- system parts or exhaust gas impingement must be fireproof.

HCC.J1195 Fire extinguishing systems

Fire extinguishing systems must be installed and com pliance shown with the following.

(a) Except for combustor, turbine, and tailpipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases for which a fire originating in

these sections is shown to be co ntrollable, a fire extinguisher system must serve each engine

compartment.

(b) The fire extinguishing system, the quantity of the extinguishing agent, the rate of discharge, and the discharge distribution must be adequate to extinguish fires. It must be

s hown by either actual or simulated flight tests that under critical airflow conditions in flight the discharge of the extinguishing agent in each designated fire zone specified in subparagraph (a) of this paragraph will provide an agent concentration capab le of extinguishing fires in that zone and of minimizing the probability of re

- ignition. An individual

'one

- shot' system may be used for fuel burning heaters, and other combustion equipment. For each other designated fire zone, two discharges must be provi ded each of which produces adequate agent concentration.

(c) The fire extinguishing system for an APU compartment must be able to protect simultaneously each compartment of the APU area for which protection is provided.

HCC. J1197 Fire extinguishing agent s

(a) Fire extinguishing agents must:

(1) Be capable of extinguishing flames emanating from any burning fluids or other combustible materials in the area protected by the fire extinguishing system; and

(2) Have thermal stability over the temperature ran ge likely to be experienced in the compartment in which they are stored.Document Number: 1008D0122

Revision: C

Page 189 of 206 (b) If any toxic extinguishing agent is used, provisions must be made to prevent harmful concentrations of fluid vapors (which could occur from leakage during normal Airship operatio n or as a result of discharging the fire extinguisher on the ground or in flight) from entering any personnel compartment, even if a defect may exist in the extinguishing system. This must be shown by test except for extinguishing systems built into the pe rsonnel compartment where:

(1) 5 lb ( 2.3 kg) or less of carbon dioxide is available for discharge into personnel compartments under established extinguishing procedures, or

(2) Protective breathing equipment is available for each flight crew member on fli ght deck duty.

HCC.J1199 Extinguishing agent containers

The following applies:

(a) Each extinguishing agent container must be fitted with a pressure relief device to prevent the container from bursting through excessive internal pressures.

(b) The disc harge end of each discharge line from a pressure relief connection must be located so that discharge of the fire extinguishing agent does not damage the Airship. The line must also be located or protected to prevent clogging caused by ice or other foreign matter.

(c) A means must be provided for each fire extinguishing agent container to indicate that the container has discharged or that the charging pressure is below the established minimum necessary for proper functioning.

(d) The temperature of each co ntainer must be maintained, under intended operating conditions, to prevent the pressure in the container from

(1) Falling below that necessary to provide an adequate rate of discharge; or

(2) Rising high enough to cause premature discharge.

(e) If a py rotechnic capsule is used to discharge the extinguishing agent, each container must be installed so that temperature conditions will not cause hazardous deterioration of the pyrotechnic capsule.

HCC.J1201 Fire extinguishing system materials

The following apply:

(a) No material in any fire extinguishing system shall be capable of reacting chemically with any extinguishing agent so as to create a hazard.

(b) Each system component in an engine compartment must be fireproof.

HCC.J1203 Fire detector system

(a) There must be approved, quick acting fire or overheat detectors in each designated fire zone, and in the combustion, turbine, and tailpipe sections of turbine engine installations, in numbers and locations ensuring prompt detection of fire in those zo nes.

(b) Each fire detector must be constructed and installed so that

-Document Number: 1008D0122

Revision: C

Page 190 of 206 (1) It will withstand the vibration, inertia, and other loads to which it may be subjected in operation and

(2) There is a means to warn the crew in the event that the sensor or asso ciated wiring within a designated fire zone is severed at one point, unless the system continues to function as a satisfactory detection system after the severing; and

(3) There is a means to warn the crew in the event of a short circuit in the sensor or associated wiring within a designated fire zone, unless the system continues to function as a satisfactory detection system after the short circuit

(c) No fire or overheat detector may be affected by any oil, water, other fluids or fumes that might be pre sent.

(d) There must be means to allow the crew to check, in flight, the functioning of each fire

detector electric circuit.

(e) Wiring and other components of each fire detector system in an engine compartment must

be at least fire resistant.

(f) No fi re or overheat detector system component for any fire zone may pass through another fire zone, unless

- (1) It is protected against the possibility of false warnings resulting from fires in zones through which it passes; or

(2) Each zone involved is simu ltaneously protected by the same detector and extinguishing

system.

(g) Each fire detector system must be constructed so that when it is in the configuration for installation it will not exceed the alarm activation time approved for the detectors using th e response time criteria specified in the appropriate Technical Standard Order.

HCC.J1207 Compliance

Unless otherwise specified, compliance with the requirements of HCC.J1181 to J1205 must be shown by a full scale fire test or by one or more of the follo wing methods:

(a) Tests of similar powerplant configurations;

(b) Tests of components;

(c) Service experience of Airships or aircraft with similar powerplant configurations;

(d) Analysis.Document Number: 1008D0122

Revision: C

Page 191 of 206 

### APPENDICES

APPENDIX A Tables and data

Table 1

- Design mane uver conditions

No Condition Speed Weight Attitude Thrust Control Surface

Position

Direction Rudder Elevator

1 Level Flight V H W t (2) Forward Neutral (2)

2 Level Flight 0.71 V H W l (2) Reverse Neutral (2)

3 Nose Down V H W 0 + 30° Forward Neutral (2)

4 Nose Up V H W 0 - 30°

- Neutral (2)

5 Descent & Pull

- Up V H W t (2) Forward Neutral (2)

6 Turn Entry V H W 0 Horizontal Forward Full Over Neutral

7 Turn & Reverse V H W 0 Horizontal Forward (3) Neutral

8 Dive Entry V H W 0 Horizontal Forward Neutral Full

Down

9 Climb Entry V H W 0 Horizontal Forward Neutral Full Up

10 Turn & Climb V H W 0 Horizontal Forward Full Over Full Up

11 Turn & Dive V H W 0 Horizontal Forward Full Over Full

Down

12 Turn (1) W 0 Horizontal Forward Full Over Neutral

13 Turn Recovery (1) W 0 Horizontal Forward (3) Neutral

14 Turn Rec. & Climb (1) W 0 Horizontal Forward (3) Full Up

15 Turn Rec. & Dive (1) W 0 Horizontal Forward (3) Full

Down

16 Light Flight V H (2) (2) Forward Neutral (2)

Notes (1) Velocity values must be determined after speed is stabilized, but not before a steady state

condition. (2) That necessary to produce maximum loading conditions. (3) Full rudder must be applied followed by full reverse rudder after 75° of turn.Document Number: 1008D0122

Revision: C

Page 192 of 206 Table 2

- Pilot Forces

Control Maximum Force or Torque Minimum Force

or Torque (a) Elevator Capstan wheel (1)

Wheel mounted on a column (symmetrical) Wheel mounted on a column (unsymmetrical) (2)

Stick 167 lb f ( 745 N)

200 lb f ( 900 N)

- 167 lb f ( 745 N) 100 lb f ( 445 N)

100 lb f ( 445 N)

100 lb f ( 445 N)

100 lb f ( 445 N) (b) Rudder Rudder pedals (3)

Wheel mounted on a column (4)

Stick 200 lb f ( 900 N)

50 D in

- lb (5)

( 5.6 D Nm )

67 lb f ( 300 N) 130 lb f ( 580 N)

40 D in

- lb (5)

( 4.5 D Nm )

40 lb f ( 180 N) (c) Wheels, levers and cranks operated by

- finger or wrist forces

- hand/arm force without support (seated/standing)

- hand/arm force with support (seated/standing) 33 lb f ( 145 N ) 76 lb f ( 340 N ) 133 lb f ( 590 N ) (d) Sidestick operated by one wrist (not arm) for all components between and including the handle and its control stops

- in x

- direction

- in y

- direction for all other components of the side stick control assy (excluding the internal components of the electrical sensor assy) to avoid damage as a result of an in

- flight jam

- in x

- direction

- in y direction 200 lb f ( 875 N)

100 lb f ( 435 N)

125 lb f ( 545 N)

50 lb f ( 220 N)

Notes (1) When a capstan wheel is mounted beside the pilot, the fore

- and

- aft force is applied to the highest point on the rim of the wheel. (2) The unsymmetrical force must be applied at one of the normal hand grip point s on the control

wheel. (3) If provided, since Airships may not have pedals mandatory. (4) When the rudder operating control is a wheel mounted on a column in front of the pilot, the loads must be applied tangentially to the rim of the wheel. (5) D is t he wheel diameter (m).Document Number: 1008D0122

Revision: C

Page 193 of 206 Table 3

- Takeoff and landing conditions

Condition Attitude Weight Shock Absorber Landing Gear Loads (3)

Extension Vertical Lateral Longitudinal

(4) (2)(4) (2)(4)

Takeoff Level W t static 1.5 W sh - 0.275 W sh Level Landing Level W l maximum n W l - ±0.25 nW l Level Landing Level W l maximum n W l - (1) Landing Level W l static 1.5 W sh 0.55 W sh - Side Drift Landing Level W l maximum n W l 0.55 n W l -

Notes (1) This load is based upon spin

- up or spring

- back conditions. (2) Lateral and longitudinal loads act in a horizontal plane. (3) For landing gear equipped with dual wheels, use a 60/40 load distribution between wheels. (4) n is the limit vertical inerti a load factor, at the C.G. of the Airship, selected under HCC.473(b).Document Number: 1008D0122

Revision: C

Page 194 of 206 Table 4

– Mooring and handling conditions

Conditions (6) Weight Wind Velocity Wind Angle Symmetrical Mooring Unsymmetrical Mooring Mast Handling

- Heavy (3) Mast Handling

- Equilibrium (3) Mast Handling

- Override (4) Line Handling (3), (5) Line Handling (3), (5) W t W t W t W 0 W t W t W 0 70 knots

70 knots (1) (1)

0 (1) (1) 0

(2) (2) (2)

0 (2) (2)

Notes (1) The maximum wind velocities V WG expected to occur during ground handling are selected by the designer and listed in the Airship operating limitations, but may not be less than 10 knots. (2) The wind angle must be determined from the lateral wind force and the longitudinal wind

force as sumed imposed on the envelope with maximum design gas pressure. These wind forces are based on an instantaneous directional change to either side. In the absence of a more rational analysis, a wind angle of 10° must be used. (3) An envelope of ground load s must be determined based on critical effective relative wind angles. (4) Loads must be determined based on a compressive force between mast and Airship resulting from a differential speed of 3 knots. (5) For nose lines, use wind angles determined for m ooring conditions with line angles of 0°

- 120° laterally with respect to a vertical plane through the Airship axis and at an angle of 30° below the horizontal plane through the Airship axis. For tail or after quarter lines, an envelope of ground loads must be determined, using wind angles determined for mast handling. In the absence of a more rational analysis, use line angles of 60°

- 120° laterally to the same reference planes as for the nose lines. Line angles selected must be listed in the Airship handling procedures. (6) Compressive loads caused by elastic rebound of the Airship due to a sudden change in wind velocity must be considered for all applicable mooring conditions.

Table 5

- General tolerances during flight testing see HCC.21 (d)Document Number: 1008D0122

Revision: C

Page 195 of 206 Table 6

- Maximum pilot forces

Values in N (pound force) applied to the control as specified

Pitch Axis Yaw Axis Temporary application

Stick 60 lb f ( 265 N) 30 lb f ( 135 N) Wheel (applied to rim) 75 lb f ( 335 N) 60 lb f ( 265 N) Capstan wheel 60 lb f ( 265 N)

--- Rudder pedal 150 lb f ( 670 N) Prolonged application Stick or wheel (applied to rim) 10 lb f ( 45 N) 5 lb f ( 22 N) Capstan wheel 10 lb f ( 45 N)

--- Rudder pedal 20 lb f ( 90 N)

Table 7

- Ultimate inertia forces in units of gravity

Upward 1.5

Downward 4

Forward 4

Rearward 4

Sideward 4

Table 8

– Noncritical castings

Casting factor Inspection

2.0 or more 100% visual

Less than 2.0 but more than

1.5 100% visual, and magnetic particle or penetrant, or equivalent nondestructive inspection methods 1.25 through 1.50 100% visual, magnetic particle or penetrant, and equivalent nondestructive inspection methodsDocument Number: 1008D0122

Revision: C

Page 196 of 206 Table 9

– Motion and effect of cockpit controls

Controls Motion and effect

Pitch Rearward for nose up

Yaw Right pedal forward for nose right, or, for wheel or stick control, right (clockwise) for right yaw

Throttle Forward to open

Trims control Rotate to produce similar rotation of the Airship about an axis parallel to the axis of the trim wheel Landing gear Down to extend

Power/Thrust Forward to increase forward or upward thrust and rearward to

increase rearward or downward thrust

Vectored thrust control In co

- ordination with power/thrust controls, the motion of the vectoring co ntrols must clearly indicate the direction of thrust Propellers Forward to increase rpm

Table 10

– Minimum intensities in the horizontal plane position lights

Dihedral angle (light included) Angle from right or left of longitudinal axis, measured from

dead ahead Intensity (cd)

F (bow white) 0° to 110° 20

L and R (forward and rearward red and green) 0° to 10°

10° to 20°

20° to 110° 40

30

5 A (stern white) 110° to 180° 20

Table 11

– Minimum intensities in any vertical plane position lights

Angle above or below the horizontal plane Intensity (cd)

0°

0° to 5°

5° to 10°

10° to 15°

15° to 20°

20° to 30°

30° to 40°

40° to 90° 1.0 0

0.9 0

0.80

0.70

0.50

0.30

0.10

0 .05Document Number: 1008D0122

Revision: C

Page 197 of 206 Table 12

– Maximum intensities in overlapping beams

Overlaps Maximum Intensity (cd)

Area A Area B Green in dihedral angle L Red in dihedral angle R Green in dihedral angle A Red in dihedral angle A White in dihedral angle L White in dihedral angle R 1 0

1 0

5

5

5

5 1

1

1

1

1

1

Note Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plan at more than 10° but less than 20°. Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plan at more than 20°.

Table 13

– Minimum effective intensities for anti

- collision lights

Angle above or below the horizontal plane Effective intensity (cd)

0° to 5°

5° to 10°

10° to 20°

20° to 30°

30° to 75° 40 0

24 0

80

40

20Document Number: 1008D0122

Revision: C

Page 198 of 206 Table 14

– Strength values for high pressure pneumatic systems

Strength Value Element of System Proof Ultimate Remarks Rigid pipes and ducts Couplings

Flexible hoses

Return line elements 1.5 P W 1.5 P W 2.0 P W

--- 3.0 P W

3.0 P W 4.0 P W 1.5 P f P f The maximum pressure applied during failure

conditions Components other than pipes couplings, ducts or pressure

vessels 1.5 P W 2.0 P W

Pressure vessels

fabricated from metallic materials (For

non

- metallic materials

see 14 CFR part

25.1438

Pressure vessels

connected to a line source of pressure

Pressure vessels not

connected to a line source of pressure e.g. emergency vessels inflated from a ground

source 3.0 P L or 1.5 P L

2.5 P L or 1.5 P L 4.0 P L or

2.0 P L

3.0 P L or 2.0 P L The lower values are conditional upon

justification by a fatigue endurance test from which a permissible fatigue life is declared, and upon the ultimate load test being made on the test specimen used for the fatigue life test.

The lower values are conditional upon justification by a life endurance test of a suitably factored permissible number of inflation/deflation cycles, including temperature fluctuation results in a sign i ficant pressure variation, and upon the ultimate load test being made on the test specimen used for the life endurance test. For all pressure vessels: (1) The minimum acceptable conditions for storage, handling and inspection are to be defined in the appropriate manual. See 14 CFR part 25 appendix H. (2) The proof factor is to be sustained for at least

three minutes. (3) The ultimate factor is to be sus tained for at least one minute. The factor having been achieved, the pressure vessel may be isolated from the pressure source for the remaining portion of the test period.Document Number: 1008D0122

Revision: C

Page 199 of 206 

### A PPENDIX B Tearing strength test

Material tearing strength test (Applicable for n on

- rigid and semi

- rigid Airships only)

Scope

- This test method is intended for use in determining the tearing strength of envelope fabric required by HCC.883(d).

Specimen

- The sample must consist of a 4 x 6 in ( 98 mm x 152 mm) sample having a 1.25 in ( 38 mm) wide slit made with a razor blade across the center of the sample at right angles to the longest dimension.

Apparatus

- The apparatus must be approved.

Procedures

- The specimen must be placed symmetrically in the clamps of the machine with the long dimension parallel and the short dimension at right angles to the direction of application of the load. The yarn running parallel to the long dimension must be aligned parallel with one outside edge of the front jaw of each clamp to ensure the same ya rns being gripped in both clamps. The clamps must be 1 in (25.4 mm) wide and must grip the yarns that have been slit. The distance between clamps must be 3 in (76 mm) at the start of the test, with the slit in the specimen an equal distance from each clam p jaw. Breaking force must be applied to the specimen at such a rate that the pulling clamp will travel at a uniform speed of 12.0 ±0.5 in ( 305 mm ±12.7 mm) per minute. After rupture of the specimen, the breaking force must be read from the dial, scale, or chart and the value recorded. Five specimens in both the warp and woof (fill) directions must be tested and results reported for each fabric type.

Result

- The tearing strength value [N/mm] is the average load of the highest recorded peaks of

the five s pecimens.

Acceptance criteria (pass

- fail criteria)

- The limit design loads of the envelope must not exceed the result of the tested material strength value corresponding.Document Number: 1008D0122

Revision: C

Page 200 of 206 

### APPENDIX C Definitions and abbreviations

General Definitions and Acronyms

T ERM DEFINITION

AC Advisory Circular

ACLS Air Cushion Landing System Aerodynamic trim W hen all aerodynamic forces plus static lift force are exactly in line vertically with the center of gravity without control input by the pilot.

AFM Airship Flight Manual Airship A controllable, engine

- driven lighter

- than

- air aircraft

APU Auxiliary Power Unit

ATC Air Traffic Control

Back

- up system A second system with or without reduced system capability to function as a substitute for an original system, when this fails. Ballast, disposable Ballast to be dropped or dumped or jettisioned during flight to adjust c.g. or lighten the Airship due to a designated procedure.
Ballast, fixed To be intended to adjust the Airships balance to achieve defined c.g. due to design tolerance in general or production tolerance on a specific production Airship.
Ballast, removable Removable on ground. Thus to prepare the Airship for a certain flight mission or movable during flight within the Airship to adjust c.g.

Ballonet A flexible and collapsible air cell contained within the envelope for the purpose of compensating for gas volume changes, maintaining internal pressure in the envelope, and assisting in trimming the Airship.

BTPD Body Temperature, Ambient Pressure, Dry

Car Component or structure attached to or suspended from the envelope or

the structure in

- or outside of the envelope for carrying crew members, passengers, cargo or propulsion systems or other devices Cargo Payload such as freight, bulk cargo or unit load cargo.

cd Candles Center of buoyancy The point within the Airship where the buoyancy is assumed to be acting on. Center of gravity The point in which the mass of the Airship is assumed to be

concentrated.

CFR Code of Federal Regulations

Condition A failure, ambient, environmental, event condition, not a capability of the Airship.

Conventional If similar design already approved or experienced otherwise. Conventional landing

gear Landing gear arrangement is considered as conventional if it consists of a single wheel, or twin co

- axial wheels, or laterally separated

wheels with or without shock absorbers with wheels and brakes located at the bottom of the Airships hull or keel or car structure.

CRI Certification Review ItemDocument Number: 1008D0122

Revision: C

Page 201 of 206 T ERM DEFINITION

Critical function A function, the failure of which would prevent continued safe flight and landing of the Airship

CVR Cockpit Voice Recorder

Defined Defined as/or designed for the product Density D ensity of pure gases at standard sea level atmospher ic condition of 1.01325 x 103 Pa (29.92 in Hg) pressure and 15°C (59°F) temperature Designated Designated as/or designed for the product

Desired Desired for the product

DOP Design Operating Pressure Dry Air ρ=1.2250 kg/m3 (0.07647 lb/ft3) Dry Helium ρ=0.1689 kg/m3 (0.01054 lb/ft3)

Dual redundant Parallel and independent systems. In case of failure of one system automatic detection and transition to the parallel system without action of the operator. The performed transition must be indicated by optical means Dual system Two similar or dissimilar systems used (not in a failure case only) as a redundant or alternative means with each system having full capability, but not a backup system. The independence will be very high

EAS Equivalent Airspeed

EEC Electronic Engine Control

EFIS Electronic Flight Instrument System

EMI Electromagnetic Interference Envelope For a non

- rigid or semi

- rigid Airship: the main body or hull of which the shape is maintained by internal pressure. for a rigid Airship: a skin or cover around the airframe defining together the external shape of the Airship Equilibrium Zero static heaviness. The static lift force resulting from buoy ancy is equal to gravity force. All aerodynamic forces are zero. Near

equilibrium is the capability of achieving zero static heaviness resulting in zero vertical air speed during normal flight operations

Essential function A function, the failure of whi ch would reduce the capability of the Airship or the ability of the crew to cope with adverse operating

conditions

External load A load attached to the Airship but not enclosed by any Airship

structure

FAA Federal Aviation Administration

FADEC Full Authority Digital Engine Control

FDR Flight Data Recorder

FHA Functional Hazard Assessment

Fixed thruster The angle of the thrust is fixed as a normal mode of operation. It comprises the thruster drive, thruster control system

FS Factor of SafetyDocument Number: 1008D0122

Revision: C

Page 202 of 206 T ERM DEFINITION

G as cell A flexible and collapsible cell containing the lifting gas within the airframe or envelope of an Airship Grip mode ACLS has fans removing air from inside landing pads creating a suction which holds the airship stationary to the surface Ground handling Condition under which external loads are applied to the Airship by ground crews and/ or mechanical equipment to control the movement of the Airship on the ground Ground operation Ground handling of the Airship already on a mast, moored/ tied to the ground equipment, or parked. Flight crew is typically not required to perform the operation. Typical operations are hangar exit, moving the Airship, Airship masted or moored and maintenance

HCC Hybrid Certification Criteria

Head

- over If the masted Airship turns with the unmoored tail up vertically unintended due to gust or balance conditions.

HIRF High Intensity Radiated Fields Hybrid airship An airship in the shape of a lifting body using aerodynamic lift in

combination with air displacement and vectored thrust to generate the

vehicle’s lift

ICA Instructions for Continued Airworthiness

IFR Instrument Flight Rules

Keel Component or structure attached to or suspended from the envelope or

the structure in

- or outside of the envelope for carrying crew members, passengers, cargo or propulsion systems or other devices

LIM Limit Load

LOTC Loss Of Thrust Control

LOPC Loss O f Power Control

Mass D efinitions are stated in HCC.25 and 29 Masting Ground handling considered in flight until placing an Airship on a mast. Flight and ground crew is typically required to perform the operation

Maximum altitude The maximum atmospheric ceiling altitude the Airship can reach pending on environmental conditions to Airship and equipment.

Minor crash Emergency landing condition under which the occupant protection can be assured reliably Mooring Ground handling cons isting of tying the airship to the ground. Ground crew is typically required to perform the operation

Non

- rigid airships Consisting of an envelope, the shape and stiffness of which is maintained by the lifting gas contained within it pressurized above

am bient Parking Airship stopped with the ACLS in the grip mode, common mode for loading and unloading hybrid airshipDocument Number: 1008D0122

Revision: C

Page 203 of 206 T ERM DEFINITION Pressure height Or ceiling height means the height at which the ballonets are fully deflated or where the gas cells are inflated to limit pressure. This height is variable but not to be exceeded without over

- pressure or venting of the lifting gas. Primary structure The envelope and rigid structure, if provided and carries the critical

and essential loads. Privacy cabin A self contained cabin, which is indispensable for the occupants seclusion on long term flights

Provided A capability of the Airship if desired or designated, but not a

condition. Redundancy A dual, second or back

- up system with no further specification. Rigid airships Consisting of an airframe, covered with a skin or envelope determining the external shape, carrying all heavy components and useful load. The lifting gas is contained within one or more gas cells

RPM Revolutions Per Minute Secondary control All other controls except primary controls, i.e. also a trim system used for control of the Airship. Specified Defined. Starting point A term used in connection with the determination of takeoff performance; it is the point on the takeoff surface from w hich the tail point of a stationary Airship commences the takeoff maneuver.

Static heaviness Difference between Airship mass and static lift. Ship downwards

means static heaviness.

Static lift The difference between the weight of air displaced by the Airship and the weight of the lifting gas. Static lightness Difference between Airship mass and static lift. Ship upwards means static lightness.

Static trim If the center of gravity is exactly below the center of buoyancy.

Semi

- rigid airships Con sisting of an envelope, the shape of which is maintained by the lifting gas contained within it pressurized above ambient, stiffened

with a structure attached to it Technique The capability of the Airship in conjunction with a practical approved procedur e for crew. Thruster drive system The mechanical linkage such as torque shafts, gear boxes and clutches to drive any thrust system. Trim height The height at which one of the ballonets is empty and the Airship is still in static trim. Above trim height, the Airship is out of static trim.

ULT Ultimate load

Useful load All variable loads including cargo, ballast, passengers, and airship fuel

Uni t lift The value used should be identified in the analysis of the design. In the absence of a rational analysis, 9.975 N/m3 (0.0635 lb/ft 3 ) should be used for helium (96% purity)

Unit load device A unit load device to be restrained itself such as a carg o container, but

not unrestrained bulk.Document Number: 1008D0122

Revision: C

Page 204 of 206 T ERM DEFINITION

UV Ultra

- Violet Variable angle thruster Or vectored thruster means the angle respective direction of the thrust is variable as a normal mode of operation. It comprises the thruster drive, the vectoring and thruster control system.

VFR Visual Flight Rules

Virtual inertia Inertia added to a s ystem resulting from changing momentum in the surrounding air during acceleration or deceleration of the Airship. As a property of the flow field itself, it should not be confused with aerodynamic drag or entrained air in the wake.Document Number: 1008D0122

Revision: C

Page 205 of 206 Abbreviations and Symbols

Abbreviations and symbols in the HCC are in accordance with Title 14 of the Code of Federal Regulations. Symbols not specified by Title 14 are listed below. Speeds are equivalent airspeeds (EAS) unless indicated otherwise.

α angel of attack

D dequivalent

f envelope ratio

H gust gradient length

I

e effective intensity I(t) instantaneous intensity as a function of time

k limit hinge moment factor due to ground gust

L length of the airship

l R mean chord of control surface aft of the hinge line

m maximum aerodynamic bending moment

M R limit hinge moment

n limit vertical inertia load factor at the C.G. of the airship

P f the maximum pressure applied during failure conditions

P L the limit pressure is the anticipated maximum pressure in service acting on a pressure vessel, including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures

P W the working pressure is the maximum steady pressure in service acting on the element including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures

q dynamic pressure

r density of air

S R area of the control surface aft of the hinge line

V total envelope volume

v airship equivalent speed

V RA maximum speed for flight in rough air

V WG design max. wind velocity on ground for takeoff, landing, ground handling and grip mode

V WT design wind speed for the Airship in grip mode for loading/unloading or boarding / unboarding.

V WM design wind speed for moored Airship

V B design airspeed for maximum gust operating or encounter speed

V Bmin design airspeed minimum for maximum gust intensity

V C D maximum climb dive speed

V MO max. operating speed

V VO max. thrust vector operation speed

V H max. horizontal speed

V Hh d esign maximum level flight speed (heavy)

V A design maneuver speed (reserved)

V AM minimum aerodynamic control speed.

V LE max. speed landing gear or ACLS extendedDocument Number: 1008D0122

Revision: C

Page 206 of 206 V LO max. landing gear or ACLS operating speed

V MC min. control speed with the most c ritical engine inoperative but maintaining control of the Airship is still possible

V CD design climb/dive airspeed

u gust shape and intensity

U

m gust velocity

W

m minimum design equilibrium mass

W 0 max. design equilibrium mass, equaling max. design stat ic lift

W sh max. design static heaviness

W sl max. design static lightness

W toh max. takeoff static heaviness

W l max. landing mass

W t max. takeoff mass (W 0 + W toh )

W

u max. useful load (cargo, ballast, airship fuel, passengers)

X gust penetration distance