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Federal Aviation Regulation Appendix A to Part 135 - Additional Airworthiness Standards for 10 or More Passenger Airplanes
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Appendix A to Part 135 — Additional Airworthiness Standards for 10 or More Passenger Airplanes
1. Applicability. This appendix prescribes the additional airworthiness standards required by §135.169.
3. General. Compliance must be shown with the applicable requirements of subpart B of FAR part 23, as supplemented or modified in §§4 through 10.
(b) Takeoff speeds. (1) The decision speed V 1is the calibrated airspeed on the ground at which, as a result of engine failure or other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff. The speed V 1must be selected by the applicant but may not be less than—
(i) 1.10 V S1;
(ii) 1.10 V MC;
(iii) A speed that allows acceleration to V 1and stop under paragraph (c) of this section; or
(2) The initial climb out speed V 2, in terms of calibrated airspeed, must be selected by the applicant so as to allow the gradient of climb required in section 6(b)(2), but it must not be less than V 1or less than 1.2 V S1.
(i) Accelerate the airplane from a standing start to V 1; and
(ii) Come to a full stop from the point at which V 1is reached assuming that in the case of engine failure, failure of the critical engine is recognized by the pilot at the speed V 1.
(e) One-engine-inoperative takeoff. Determine the weight for each altitude and temperature within the operational limits established for the airplane, at which the airplane has the capability, after failure of the critical engine at V 1determined under paragraph (b) of this section, to take off and climb at not less than V 2, to a height 1,000 feet above the takeoff surface and attain the speed and configuration at which compliance is shown with the en route one-engine-inoperative gradient of climb specified in section 6(c).
(2) A climb speed not greater than the approach speed established under section 7 and not less than the greater of 1.05 V MCor 1.10 V S1.
(1) Takeoff: landing gear extended. The minimum steady gradient of climb must be measurably positive at the speed V 1.
(2) Takeoff: landing gear retracted. The minimum steady gradient of climb may not be less than 2 percent at speed V 2. For airplanes with fixed landing gear this requirement must be met with the landing gear extended.
(b) The landing field length is equal to the landing distance determined under FAR 23.75(a) divided by a factor of 0.6 for the destination airport and 0.7 for the alternate airport. Instead of the gliding approach specified in FAR 23.75(a)(1), the landing may be preceded by a steady approach down to the 50-foot height at a gradient of descent not greater than 5.2 percent (3°) at a calibrated airspeed not less than 1.3 V S1.
8. Trim. (a) Lateral and directional trim. The airplane must maintain lateral and directional trim in level flight at a speed of V Hor V MO/ M MO,whichever is lower, with landing gear and wing flaps retracted.
(b) Longitudinal trim. The airplane must maintain longitudinal trim during the following conditions, except that it need not maintain trim at a speed greater than V MO/ M MO:
(1) In the approach conditions specified in FAR 23.161(c) (3) through (5), except that instead of the speeds specified in those paragraphs, trim must be maintained with a stick force of not more than 10 pounds down to a speed used in showing compliance with section 7 or 1.4 V S1whichever is lower.
(2) In level flight at any speed from V Hor V MO/ M MO,whichever is lower, to either V xor 1.4 V S1, with the landing gear and wing flaps retracted.
9. Static longitudinal stability. (a) In showing compliance with FAR 23.175(b) and with paragraph (b) of this section, the airspeed must return to within ±71/2percent of the trim speed.
(b) Cruise stability. The stick force curve must have a stable slope for a speed range of ±50 knots from the trim speed except that the speeds need not exceed V FC/ M FCor be less than 1.4 V S1. This speed range will be considered to begin at the outer extremes of the friction band and the stick force may not exceed 50 pounds with—
(3) The maximum cruising power as selected by the applicant as an operating limitation for turbine engines or 75 percent of maximum continuous power for reciprocating engines except that the power need not exceed that required at V MO/ M MO;
V FC/ M FCmay not be less than a speed midway between V MO/ M MOand V DF/ M DF,except that, for altitudes where Mach number is the limiting factor, M FCneed not exceed the Mach number at which effective speed warning occurs.
(c) Climb stability (turbopropeller powered airplanes only). In showing compliance with FAR 23.175(a), an applicant must, instead of the power specified in FAR 23.175(a)(4), use the maximum power or thrust selected by the applicant as an operating limitation for use during climb at the best rate of climb speed, except that the speed need not be less than 1.4 V S1.
(b) The airspeed indicating system must be calibrated to determine the system error, i.e., the relation between IAS and CAS, in flight and during the accelerate-takeoff ground run. The ground run calibration must be obtained between 0.8 of the minimum value of V 1and 1.2 times the maximum value of V 1, considering the approved ranges of altitude and weight. The ground run calibration is determined assuming an engine failure at the minimum value of V 1.
(c) The airspeed error of the installation excluding the instrument calibration error, must not exceed 3 percent or 5 knots whichever is greater, throughout the speed range from V MOto 1.3 V S1with flaps retracted and from 1.3 V SOto V FEwith flaps in the landing position.
15. Maximum operating limit speed V MO/ M MO.Instead of establishing operating limitations based on V NEand V NO,the applicant must establish a maximum operating limit speed V MO/ M MOas follows:
(a) The maximum operating limit speed must not exceed the design cruising speed V Cand must be sufficiently below V D/ M Dor V DF/ M DFto make it highly improbable that the latter speeds will be inadvertently exceeded in flight.
(b) The speed V MOmust not exceed 0.8 V D/ M Dor 0.8 V DF/ M DFunless flight demonstrations involving upsets as specified by the Administrator indicates a lower speed margin will not result in speeds exceeding V D/ M Dor V DF.Atmospheric variations, horizontal gusts, system and equipment errors, and airframe production variations are taken into account.
17. Airspeed indicator. The airspeed indicator must meet FAR 23.1545 except that, the airspeed notations and markings in terms of V NOand V NHmust be replaced by the V MO/ M MOnotations. The airspeed indicator markings must be easily read and understood by the pilot. A placard adjacent to the airspeed indicator is an acceptable means of showing compliance with FAR 23.1545(c).
(a) Airspeed limitations. (1) The maximum operating limit speed V MO/ M MOand 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;
(3) The airspeed limits, shown in terms of V MO /M MOinstead of V NOand V NE.
(b) Takeoff weight limitations. The maximum takeoff weight for each airport elevation,ambienttemperature,andavailable takeoff runway length within the range selected by the applicant may not exceed the weight at which—
(a)Sufficientinformationsothatthe takeoff weight limits specified in section 19(b) can be determined for all temperatures and altitudes within the operation limitations selected by the applicant.
Airframe Requirements
(2) The limit engine torque corresponding to takeoff power and propeller speed multiplied by a factor accounting for propeller control system malfunction, including quick feathering action, simultaneously with 1 g level flight loads. In the absence of a ration- al analysis, a factor of 1.6 must be used.
26. Unsymmetrical loads due to engine failure. (a) Turbopropeller powered airplanes must be designed for the unsymmet- rical loads resulting from the failure of the critical engine including the following conditions in combination with a single malfunction of the propeller drag limiting system, considering the probable pilot corrective action on the flight controls:
(1) At speeds between V moand V D,the loads resulting from power failure because of fuel flow interruption are considered to be limit loads.
(2) At speeds between V moand V c,the loads resulting from the disconnection of the engine compressor from the turbine or from loss of the turbine blades are considered to be ultimate loads.
(4) The timing and magnitude of the probable pilot corrective action must be conserv- atively estimated, considering the characteristics of the particular engine-propeller-airplane combination.
(b) Unequal tire inflation. A 60–40 percent distribution of the loads established under FAR 23.471 through FAR 23.483 must be applied to the dual wheels.
(b) A fail-safe strength investigation in which it is shown by analysis, tests, or both that catastrophic failure of the structure is not probable after fatigue, or obvious partial failure, of a principal structural element, and that the remaining structure is able to withstand a static ultimate load factor of 75 percent of the critical limit load factor at V C.These loads must be multiplied by a factor of 1.15 unless the dynamic effects of failure under static load are otherwise considered.
31. Cargo and baggage compartments. Cargo and baggage compartments must be designed to meet FAR 23.787 (a) and (b), and in addition means must be provided to protect passengers from injury by the contents of any cargo or baggage compartment when the ultimate forward inertia force is 9 g.
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