Code of Federal Regulations: Containing a Codification of Documents of ...

if such interpolations or computations give results substantially equalling in accuracy the results of a direct test.

40T.81 Airplane's certificate limitations. (a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See §§ 4T.123(a)(1) and 4T.743 (a).)

(b) No airplane shall be taken off at a weight such that, allowing for normal consumption of fuel and oil in flight to the airport of destination and to the alternate airports, the weight on arrival will exceed the landing weight specified in the Airplane Flight Manual for the elevation of each of the airports involved and for the ambient temperatures anticipated at the time of landing. (See §§ 4T.123 (a) (2) and 4T.743 (a).)

(c) No airplane shall be taken off at a weight which exceeds the weight at which, in accordance with the minimum distances for takeoff scheduled in the Airplane Flight Manual, compliance with subparagraphs (1) through (3) of this paragraph is shown. These distances shall correspond with the elevation of the airport, the runway to be used, the effective runway gradient, and the ambient temperature and wind component existing at the time of takeoff. (See §§ 4T.123 (a)(3) and 4T.743(a).)

(1) The accelerate-stop distance shall not be greater than the length of the runway plus the length of the stopway if present.

(2) The takeoff distance shall not be greater than the length of the runway plus the length of the clearway if present, except that the length of the clearway shall not be greater than one-half of the length of the runway.

(3) The takeoff run shall not be greater than the length of the runway.

(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manual. (See §§ 4T.123 (a) (4) and 4T.743(a).)

40T.82 Takeoff obstacle clearance limitations. No airplane shall be taken off at a weight in excess of that shown in the Airplane Flight Manual to correspond with a net takeoff flight path which clears all obstacles either by at least a height of 35 feet vertically or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing beyond the boundaries. In determining the allowable deviation of the net takeoff flight path in order to avoid obstacles by at least the distances prescribed, it shall be assumed that the airplane is not banked before reaching a height of 50 feet as shown by the net takeoff flight path data in the Airplane Flight Manual, and that a maximum bank thereafter does not exceed 15 degrees. The net takeoff flight path considered shall be for the elevation of the airport, the effective runway gradient, and for the ambient temperature and wind component existing at the time of takeoff. (See §§ 4T.123 (b) and 4T.743(b).)

40'T.83 En route limitations. All airplanes shall be operated in compliance with paragraph (a) of this section. In addition, no airplane shall be flown along an intended route if any place along the route is more than 90 minutes away from an airport at which a landing can be made in accordance with § 40T.84(b), assuming all engines to be operating at cruising power, unless compliance is shown with paragraph (b) of this section.

(a) One engine inoperative. No airplane shall be taken off at a weight in excess of that which, according to the one-engineinoperative en route net flight path data shown in the Airplane Flight Manual, will permit compliance with either subparagraphs (1) or (2) of this paragraph at all points along the route. The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engine fails. The net flight path used shall be for the ambient temperatures anticipated along the route. (See §§ 4T.123(b) and 4T.743(b).)

(1) The slope of the net flight path shall be positive at an altitude of at least 1,000 feet above all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track.

(2) The net flight path shall be such as to permit the airplane to continue flight from the cruising altitude to an airport where a landing can be made in accordance with the provisions of § 40T.84 (b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The provisions of subdivisions (1) through (vi) of this subparagraph shall apply.

(1) The engine shall be assumed to fail at the most critical point along the route.

(ii) The airplane shall be assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the nearest approved radio navigational fix, except that the Administrator may authorize a procedure established on a different basis where adequate operational safeguards are found to exist.

(iii) An approved method shall be used to account for winds which would otherwise adversely affect the flight path.

(iv) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flight crew, and all other precautions are taken to ensure a safe procedure.

(v) The alternate airport shall be specified in the dispatch release and shall meet the prescribed weather minima.

(vi) The consumption of fuel and oil after the engine is assumed to fail shall be that which is accounted for in the net flight path data shown in the Airplane Flight Manual.

(b) Two engines inoperative. No airplane shall be taken off at a weight in excess of that which, according to the two-engineinoperative en route net flight path data shown in the Airplane Flight Manual, will permit the airplane to continue flight from the point where two engines are assumed to fail simultaneously to an airport where a landing can be made in accordance with the provisions of § 40T.84 (b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The net flight path considered shall be for the ambient temperatures anticipated along the route. The provisions of subparagraphs (1) through (5) of this paragraph shall apply. (See §§ 4T.123(b) and 4T.734(b).)

(1) The two engines shall be assumed to fail at the most critical point along the route.

(2) The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after failure of two engines.

(3) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flight crew, and all other precautions are taken to ensure a safe procedure.

(4) The airplane's weight at the point where the two engines are assumed to fail shall be considered to be not less than that which would include sufficient fuel to proceed to the airport and to arrive there at an altitude of at least 1,500 feet directly over the landing area and thereafter to fly for 15 minutes at cruise power and/or thrust.

(5) The consumption of fuel and oil after the engines are assumed to fail shall be that which is accounted for in the net flight path data shown in the Airplane Flight Manual.

40T.84 Landing limitations—(a) Airport of destination. No airplane shall be taken off at a weight in excess of that which, in accordance with the landing distances shown in the Airplane Flight Manual for the elevation of the airport of intended destination and for the wind conditions anticipated there at the time of landing, would permit the airplane to be brought to rest at the airport of intended destination within 60 percent of the effective length of the runway from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. The weight of the airplane shall be assumed to be reduced by the weight of the fuel and oil expected to be consumed in flight to the airport of intended destination. Compliance shall be shown with the conditions of subparagraphs (1) and (2) of this paragraph. (See §§ 4T.123(b) 4T.743(b).)

and

(1) It shall be assumed that the airplane is landed on the most favorable runway and direction in still air.

(2) It shall be assumed that the airplane is landed on the most suitable runway con

sidering the probable wind velocity and direction and taking due account of the ground handling characteristics of the airplane and of other conditions (i.e., landing aids, terrain, etc.) If full compliance with the provisions of this subparagraph is not shown, the airplane may be taken off if an alternate airport is designated which permits compliance with paragraph (b) of this section.

(b) Alternate airport. No airport shall be designated as an alternate airport in a dispatch release unless the airplane at the weight anticipated at the time of arrival at such airport can comply with the provisions of paragraph (a) of this section, provided that the airplane can be brought to rest within 70 percent of the effective length of the runway.

4. In lieu of § 43.11 of Part 43 of the Civil Air Regulations, the following shall be applicable.

43T.11 Transport category airplane weight limitations. The performance data in the Airplane Flight Manual shall be applied in determining compliance with the following provisions:

(a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See §§ 4T.123(a) (1) and 4T.743(a).)

(1) The accelerate-stop distance shall not be greater than the length of the runway plus the length of the stopway if present.

(3) The takeoff run shall not be greater than the length of the runway.

(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manual. (See §§ 4T.123 (a) (4) and 4T.743 (a).)

5. The following definitions shall apply:

(a) Clearway. A clearway is an area beyond the runway, not less than 500 feet wide, centrally located about the extended center line of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25 percent, above which no object nor any portion of the terrain protrudes, except that threshold lights may protrude above the plane if their height above the end of the runway is not greater than 26 inches and if they are located to each side of the runway.

NOTE: For the purpose of establishing takeoff distances and takeoff runs, in accordance with § 4T.117 of this regulation, the clearway plane is considered to be the takeoff surface.

(b) Stopway. A stopway is an area beyond the runway, not less in width than the width of the runway, centrally located about the extended center line of the runway, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. To be considered as such, a stopway must be capable of supporting the airplane during an aborted takeoff without Inducing structural damage to the airplane. (See also § 4T.115(d) of this regulation.) (Secs. 313 (a), 601, 603, 604, 72 Stat. 752, 775, 776, 778; 49 U.S.C. 1354 (a), 1421, 1423, 1424) [24 F.R. 5630, July 14, 1959; 24 F.R. 5688, July 15, 1959]

SR-423

Contrary provisions of § 4b.11 (a) as it applies to § 4b.11 (e) (2) of Part 4b of the Civil Air Regulations and paragraph (1) of Special Civil Air Regulation No. SR-422 notwithstanding, the following provisions shall be applicable to the certification of a turbopropeller-powered airplane which was previously type certificated with the same number of reciprocating engines:

(1) The airworthiness regulations applicable to the airplane as type certificated with reciprocating engines and, in addition thereto or in lieu thereof as appropriate, the following provisions of the Civil Air Regulations effective on the date of application for a supplemental or new type certificate (see paragraph (3)):

(a) The certification performance requirements prescribed in Special Civil Air Regulation No. SR-422;

(b) The powerplant installation requirements of Part 4b applicable to the turbopropeller-powered airplane;

(c) The requirements of Part 4b for the standardization of cockpit controls and instruments, except where the Administrator finds that showing of compliance with a particular detailed requirement would be impracticable and would not contribute materially to standardization; and

(d) Such other requirements of Part 4b applicable to the turbo-propeller-powered airplane as the Administrator finds are related to the changes in engines and are necessary to insure a level of safety of the turbo-propeller-powered airplane equivalent to that generally intended by Part 4b.

(2) If new limitations are established with respect to weight, speed, or altitude of operation and the Administrator finds that such limitations are significantly altered from those approved for the airplane with reciprocating engines, compliance shall be shown with all of the requirements, applicable to the specific limitations being changed, which are in effect on the date of application for the new or supplemental type certificate.

(3) Airplanes converted to turbo-propeller power, for which application for a supplemental or a new type certificate was made prior to the effective date of this Special Civil Air Regulation, shall comply with all of the provisions of the Civil Air Regulations specifiled in paragraphs (1) and (2) effective on the date of this special regulation, rather than those provisions effective on the date application was made for the supplemental or the new type certificate.

This Special Civil Air Regulation shall terminate December 20, 1962, unless sooner superseded or rescinded by the Board. [22 F. R. 9283, Nov. 21, 1957]

CROSS REFERENCES: For Special Civil Air Regulation with respect to facilitation of experiments with exterior lighting systems, see SR-392B in Part 3 of this subchapter.

For Special Civil Air Regulations establishing the basis for approval by the Administrator of modifications on individual DC-3 and L-18 airplanes, see SR-407 in Part 1 of this subchapter.

For Special Civil Air Regulation with respect to trial operation of transport category airplanes in cargo service at increased zero fuel and landing weights, see SR-411A in Part 4a of this subchapter.

For Special Civil Air Regulation with respect to Class I and Class II provisional type and airworthiness certificates for the operation of aircraft, see SR-425C in Part 1 of this subchapter.

For Special Civil Air Regulation with respect to performance credit for use of standby power on transport category airplanes, see SR-426 in Part 1 of this subchapter.

Subpart A-General
APPLICABILITY AND DEFINITIONS

§ 4b.0 Applicability of this part.

This part establishes standards with which compliance shall be demonstrated for the issuance of and changes to type certificates for transport category airplanes. This part, until superseded or rescinded, shall apply to all transport

As used in this part terms are defined as follows:

(a) Administration—(1) Administrator. The Administrator is the Administrator of the Federal Aviation Agency.

(2) Applicant. An applicant is a person or persons applying for approval of an airplane or any part thereof.

(3) Approved. Approved, when used alone or as modifying terms such as means, devices, specifications, etc., shall mean approved by the Administrator. (See § 4b.18.)

(b) General design—(1) Standard atmosphere. The standard atmosphere is an atmosphere (see NACA Technical Report 1235) defined as follows:

(i) The air is a dry, perfect gas,

(ii) The temperature at sea level is 59° F.,

(iii) The pressure at sea level is 29.92 inches Hg,

(iv) The temperature gradient from sea level to the altitude at which the temperature equals -69.7° F. is -0.003566° F./ft. and zero thereabove,

(v) The density p. at sea level under the above conditions is 0.002377 pounds sec.'/ft.*.

(2) Maximum anticipated air temperature. The maximum anticipated air temperature is a temperature specified for the purpose of compliance with the powerplant cooling standards. (See § 4b.451 (b).)

Airplane

(3) Airplane configuration. configuration is a term referring to the position of the various elements affecting the aerodynamic characteristics of the airplane (e. g., wing flaps, landing gear).

(4) Aerodynamic coefficients. Aerodynamic coefficients are nondimensional coefficients for forces and moments. They correspond with those adopted by the National Aeronautics and Space Administration (formerly the National Advisory Committee for Aeronautics).

(5) Critical engine(s). The critical engine is that engine (s) the failure of which gives the most adverse effect on

the airplane flight characteristics relative to the case under consideration.

(6) Critic a l-engine-failure speed. The critical-engine-failure speed is the airplane speed used in the determination of the take-off at which the critical engine is assumed to fail. (See § 4b.114.)

(7) Continuous maximum icing. The maximum continuous intensity of atmospheric icing conditions is defined by the variables of the cloud liquid water content, the mean effective diameter of the cloud droplets, the ambient air temperature, and the inter-relationship of these three variables as shown in Figure 4b-24a. The limiting icing envelope in terms of altitude and temperature is given in Figure 4b-24b. The inter-relationship of cloud liquid water content with drop diameter and altitude is determined from Figures 4b-24a and 4b-24b. The cloud liquid water content for continuous maximum icing conditions of a horizontal extent other than twenty miles is determined by the value of liquid water content of Figure 4b24a multiplied by the appropriate factor from Figure 4b-24c. (See § 4b.640.)

(8) Intermittent maximum icing. The intermittent maximum intensity of atmospheric icing conditions is defined by the variables of the cloud liquid water content, the mean effective diameter of the cloud droplets, the ambient air temperature, and the inter-relationship of these three variables as shown in Figure 4b-25a. The limiting icing envelope in terms of altitude and temperature is given in Figure 4b-25b. The inter-relationship of cloud liquid water content with drop diameter and altitude is determined from Figures 4b-25a and 4b25b. The cloud liquid water content for intermittent maximum icing conditions of a horizontal extent other than three miles is determined by the value of cloud liquid water content of Figure 4b-25a multiplied by the appropriate factor in Figure 4b-25c. (See § 4b.640.)

NOTE: There is some indication that the upper altitude limit might extend to 30,000 feet pressure altitude, and the lower limit of ambient temperature may be as low as -40° F. Because of this, the portions in this region of Figures 4b-25a and 4b-25b are shown by dashed lines.

(c) Weights-(1) Maximum weight. The maximum weight of the airplane is that maximum at which compliance with the requirements of this part is demonstrated. (See § 4b.101 (a).)

(5) Design minimum weight. The design minimum weight is the minimum weight of the airplane at which compliance is shown with the structural loading conditions. (See § 4b.210.)

(6) Design take-off weight. The design take-off weight is the maximum airplane weight used in structural design for taxying conditions, and for landing conditions at a reduced velocity of descent. (See § 4b.210.)

(7) Design landing weight. The design landing weight is the maximum airplane weight used in structural design for landing conditions at the maximum velocity of descent. (See § 4b.230 (b).)

(8) Zero fuel weight. The zero fuel weight is the design maximum weight of the airplane with no disposable fuel and oil.

(9) Design unit weight. The design unit weight is a representative weight used to show compliance with the structural design requirements.

(i) Gasoline 6 pounds per U. S. gallon. (ii) Lubricating oil 7.5 pounds per U. S. gallon.

(iii) Crew and passengers 170 pounds per person.

(d) Speeds-(1) IAS: Indicated air speed is equal to the pitot static airspeed indicator reading as installed in the airplane without correction for airspeed indicator system errors but including the sea level standard adiabatic compressible flow correction. (This latter correction is included in the calibration of the air-speed instrument dials.) (See §§ 4b.612 (a) and 4b.710.)

(2) CAS: Calibrated air speed is equal to the air-speed indicator reading corrected for position and instrument error. (As a result of the sea level adiabatic compressible flow correction to

the air-speed instrument dial, CAS is equal to the true air speed TAS in standard atmosphere at sea level.)

(3) EAS: Equivalent air speed is equal to the air-speed indicator reading corrected for position error, instrument error, and for adiabatic compressible flow for the particular altitude. (EAS is equal to CAS at sea level in standard atmosphere.)

(4) TAS: True air speed of the airplane relative to undisturbed air. (TAS-EAS (po/p) 1/2.)

(5) VA The design maneuvering

speed. (See § 4b.210 (b) (2).)

(6) V: The design speed for maximum gust intensity. (See § 4b.210 (b) (3).)

(7) V: The design cruising speed. (See § 4b.210 (b) (4).)

(8) V: The design diving speed. See § 4b.210 (b) (5).)

(9) VDF: The demonstrated diving speed. (See § 4b.190.)

flight

(10) V: The design flap speed for flight loading conditions with wing flaps in the landing position. (See § 4b.210 (b) (1).)

(11) VEE: The flap extended speed is a maximum speed with wing flaps in a prescribed extended position. (See § 4b.714.)

(12) VLE The landing gear extended speed is the maximum speed at which the airplane can be flown safely with the landing gear extended. (See4b.716.)

(13) VLO: The landing gear operating speed is a maximum speed at which the landing gear can be raised or lowered safely. (See4b.715.)

(14) Vac: The minimum control speed with the critical engine inoperative. (See § 4b.133.)

(15) VNE: The never-exceed speed. (See § 4b.711.)

(16) VNO: The normal operating limit speed. (See § 4b.712.)

(17) Vs: The stalling speed or the minimum steady flight speed with wing flaps in the landing position. (See §§ 4b.112 (a) and 4b.160.)

(18) Vs,: The stalling speed or the minimum steady flight speed obtained in a specified configuration. (See § 4b.112 (b).)

(19) V1: The critical-engine-failure speed. (See § 4b.114.)

« Նախորդը Շարունակել »

Books