(20) V2: The take-off safety speed. (See § 4b.114 (b).)

(21) M: Mach number is the ratio of true airspeed to the speed of sound.

(e) Structural—(1) Limit load. A limit load is the maximum load anticipated in normal conditions of operation. (See § 4b.200.)

(2) Ultimate load. An ultimate load is a limit load multiplied by the appropriate factor of safety. (See § 4b.200.)

(3) Factor of safety. The factor of safety is a design factor used to provide for the possibility of loads greater than those anticipated in normal conditions of operation and for uncertainties in design. (See § 4b.200 (a).)

(4) Load factor. The load factor is the ratio of a specified load to the total weight of the airplane; the specified load may be expressed in terms of any of the following: aerodynamic forces, inertia forces, or ground or water reactions.

(5) Limit load factor. The limit load factor is the load factor corresponding with limit loads.

(6) Ultimate load factor. The ultimate load factor is the load factor corresponding with ultimate loads.

(7) Checked pitching maneuver. A checked pitching maneuver is one in which the pitching control is suddenly displaced in one direction and then suddenly moved in the opposite direction, the deflections and timing being such as to avoid exceeding the limit maneuvering load factor.

The design

(8) Design wing area. wing area is the area enclosed by the wing outline (including wing flaps in the retracted position and ailerons, but excluding fillets or fairings) on a surface containing the wing chords. The outline is assumed to be extended through the nacelles and fuselage to the plane of symmetry in any reasonable manner.

(9) Balancing tail load. A balancing tail load is that load necessary to place the airplane in equilibrium with zero pitch acceleration.

(10) Fitting. A fitting is a part or terminal used to join one structural member to another. (See § 4b.307 (c).)

For engine airworthiness requirements see Part 13 of this subchapter; for propeller airworthiness requirements see Part 14 of this subchapter.

(f) Powerplant installation'—(1) Brake horsepower. Brake horsepower is the power delivered at the propeller shaft of the engine.

(2) Take-off power or thrust. (1) Take-off power for reciprocating engines is the brake horsepower developed under standard sea level conditions and under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for the normal takeoff, and limited in use to a maximum continuous period as indicated in the approved engine specification.

(ii) Take-off power for turbine engines is the brake horsepower developed under static conditions at specified altitudes and atmospheric temperatures and under the maximum conditions of rotor shaft rotational speed and gas temperature approved for the normal takeoff, and limited in use to a maximum continuous period as indicated in the approved engine specification.

(iii) Take-off thrust for turbine engines is the jet thrust developed under static conditions at specified altitudes and atmospheric temperatures and under the maximum conditions of rotor shaft rotational speed and gas temperature approved for the normal take-off, and limited in use to a maximum continuous period as indicated in the approved engine specification.

(3) Maximum continuous power or thrust. (i) Maximum continuous power for reciprocating engines is the brake horsepower developed in standard atmosphere at a specified altitude and under the maximum conditions of crankshaft rotational speed and engine manifold pressure, and approved for use during periods of unrestricted duration.

(ii) Maximum continuous power for turbine engines is the brake horsepower developed at specified altitudes, atmospheric temperatures, and flight speeds and under the maximum conditions of rotor shaft rotational speed and gas temperature, and approved for use during periods of unrestricted duration.

(iii) Maximum continuous thrust for turbine engines is the jet thrust developed at specified altitudes, atmospheric temperatures, and flight speeds and under the maximum conditions of rotor shaft rotational speed and gas temperature, and approved for use during periods of unrestricted duration.

(4) Gas temperature. Gas temperature for turbine engines is the temperature of the gas stream obtained as indicated in the approved engine specification.

(5) Manifold pressure. Manifold pressure is the absolute pressure measured at the appropriate point in the induction system, usually in inches of mercury.

(6) Critical altitude. The critical altitude is the maximum altitude at which in standard atmosphere it is possible to maintain, at a specified rotational speed, a specified power or a specified manifold pressure. Unless otherwise stated, the critical altitude is the maximum altitude at which it is possible to maintain, at the maximum continuous rotational speed, one of the following:

(i) The maximum continuous power, in the case of engines for which this power rating is the same at sea level and at the rated altitude,

(ii) The maximum continuous rated manifold pressure, in the case of engines the maximum continuous power of which is governed by a constant manifold pressure.

(7) Pitch setting. Pitch setting is the propeller blade setting determined by the blade angle measured in a manner, and at a radius, specified in the instruction manual for the propeller.

(8) Feathered pitch. Feathered pitch is the pitch setting which in flight, with the engines stopped, gives approximately the minimum drag and corresponds with a windmilling torque of approximately zero.

(9) Reverse pitch. Reverse pitch is the propeller pitch setting for any blade angle used beyond zero pitch (e. g., the negative angle used for reverse thrust).

(g) Fire protection—(1) Fireproof. Fireproof material means a material which will withstand heat at least as well as steel in dimensions appropriate for the purpose for which it is to be used. When applied to material and parts used to confine fires in designated fire zones, fireproof means that the material or part will perform this function under the most severe conditions of fire and duration likely to occur in such zones.

(2) Fire-resistant. When applied to sheet or structural members, fire-resistant material means a material which will withstand heat at least as well as aluminum alloy in dimensions appro

priate for the purpose for which it is to be used. When applied to fluid-carrying lines, other flammable fluid system components, wiring, air ducts, fittings, and powerplant controls, this term refers to a line and fitting assembly, component, wiring or duct, or controls which will perform the intended functions under the heat and other conditions likely to occur at the particular location.

(3) Flame-resistant. Flame-resistant material means material which will not support combustion to the point of propagating, beyond safe limits, a flame after the removal of the ignition source.

(4) Flash-resistant. Flash-resistant material means material which will not burn violently when ignited.

(5) Flammable. Flammable pertains to those fluids or gases which will ignite readily or explode.

(h) Miscellaneous—(1) Supplemental breathing equipment. Supplemental breathing equipment is equipment designed to supply the supplementary oxygen required to protect against anoxia at altitudes where the partial pressure of oxygen in ambient air is reduced. (See4b.651.)

(2) Protective breathing equipment. Protective breathing equipment is equipment designed to prevent the breathing of noxious gases which might be present as contaminants in the air within the airplane in emergency situations. (See § 4b.651.)

[15 F. R. 3543, June 8, 1950, as amended by Amdt. 4b-6, 17 F. R. 1088, Feb. 5, 1952; Amdt. 4b-8, 18 F. R. 2214, Apr. 18, 1953; Amdt. 4b-2, 20 F.R. 5303, July 26, 1955; Amdt. 4b-6, 22 F.R. 5563, July 16, 1957; Amdt. 4b-8, 23 F.R. 2590, Apr. 19, 1958; Amdt. 4b-11, 24 F.R. 7068, Sept. 1, 1959]

§ 4b.10-1 Approval of reverse thrust propellers (FAA policies which apply to § 4b.10).

A reverse thrust propeller is a design feature which is not fully covered in the Civil Air Regulations. When an airplane incorporates a reverse thrust propeller installation, it will be approved in accordance with the policies set forth in § 4b.402-1, provided it has no feature or characteristic which renders its use unsafe in transport category airplanes. [Supp. 25, 20 F. R. 2277, Apr. 8, 1955]

§ 4b.10-2 Approval of automatic propeller feathering installations (FAA policies which apply to § 4b.10).

An automatic propeller feathering device is a design feature not specifically covered in the Civil Air Regulations. When an airplane incorporates an automatic feathering device, it will be acceptable under the provisions of § 4b.10 as providing an equivalent level of safety in showing compliance with §§ 4b.115, 4b.116, 4b.120 and 4b.133 if it complies with policies prescribed in §§ 4b.115-2, 4b.116-1, 4b.120-1, 4b.401-1, and 4b.700-1, and if there are no features or characteristics which make it unsafe for use on transport aircraft.

[Supp. 23, 19 F. R. 1817, Apr. 2, 1954] § 4b.10-3 Minimum quantity of antidetonant fluid required (FAA policies which apply to § 4b.10).

The use of anti-detonant fluid in limited quantities as a supplemental fluid for take-off power operations is a feature not specifically covered in the Civil Air Regulations. A system incorporating anti-detonant fluid will be acceptable under the provisions of § 4b.10 as providing a satisfactory level of safety from the standpoint of the quantity of fluid available if it complies with the policies contained in §§ 4b.420-1 and 4b.718-1.

[Supp. 25, 20 F. R. 2277, Apr. 8, 1955]

§ 4b.11 Designation of applicable reg

ulations.

The provisions of this section shall apply to all airplane types certificated under this part irrespective of the date of application for type certificate.

(a) Unless otherwise established by the Administrator, the airplane shall comply with the provisions of this part together with all amendments thereto effective on the date of application for type certificate, except that compliance

with later amendments may be elected or required pursuant to paragraphs (c), (d), and (e) of this section.

(b) If the interval between the date of application for type certificate and the issuance of the corresponding type certificate exceeds five years, a new application for type certificate shall be required, except that for applications pending on May 1, 1954, such five-year period shall commence on that date. At the option of the applicant, a new application may be filed prior to the expiration of the five-year period. In either instance the applicable regulations shall be those effective on the date of the new application in accordance with paragraph (a) of this section.

(c) During the interval between filing the application and the issuance of a type certificate, the applicant may elect to show compliance with any amendment of this part which becomes effective during that interval, in which case all other amendments found by the Administrator to be directly related shall be complied with.

(d) Except as otherwise provided by the Administrator pursuant to § 1.24 of this subchapter, a change to the type certificate (see § 4b.13 (b)) may be accomplished, at the option of the holder of the type certificate, either in accordance with the regulations incorporated by reference in the type certificate pursuant to § 4b.13 (c), or in accordance with subsequent amendments to such regulations in effect on the date of application for approval of the change, subject to the following provisions:

(1) When the applicant elects to show compliance with an amendment to the regulations in effect on the date of application for approval of a change, he shall show compliance with all amendments which the Administrator finds are directly related to the particular amendment selected by the applicant.

(2) When the change consists of a new design or a substantially complete redesign of a component, equipment installation, or system installation of the airplane, and the Administrator finds that the regulations incorporated by reference in the type certificate pursuant to § 4b.13 (c) do not provide complete standards with respect to such change, he shali require compliance with such provisions of the regulations in effect on the date of application for approval of the change as he finds will provide a level

of safety equal to that established by the regulations incorporated by reference at the time of issuance of the type certificate.

NOTE: Examples of new or redesigned components and installations which might require compliance with regulations in effect on the date of application for approval, are: New powerplant installation which is likely to introduce additional fire or operational hazards unless additional protective measures are incorporated; the installation of an auto-pilot, a pressurization system, or a new electric power system.

(e) If changes listed in subparagraphs (1) through (3) of this paragraph are made, the airplane shall be considered as a new type, in which case a new application for type certificate shall be required and the regulations together with all amendments thereto effective on the date of the new application shall be made applicable in accordance with paragraphs (a), (b), (c), and (d) of this section.

(1) A change in the number of engines;

(2) A change to engines employing different principles of operation or propulsion;

(3) A change in design, configuration, power, or weight which the Administrator finds is so extensive as to require a substantially complete investigation of compliance with the regulations. [Amdt. 4b-1, 19 F. R. 2249, Apr. 20, 1954, as amended at 19 F. R. 2532, May 1, 1954]

CROSS REFERENCE: For Special Civil Air Regulation with respect to type certification of transport category airplanes with turboprop replacements and applicable to § 4b.11 (e) (2), see SR-423, supra.

§ 4b.12 Recording of applicable regulations.

The Administrator, upon the issuance of a type certificate, shall record the applicable regulations with which compliance was demonstrated. Thereafter, the Administrator shall record the applicable regulations for each change in the type certificate which is accomplished in accordance with regulations other than those recorded at the time of issuance of the type certificate. § 4b.11.)

(See

[Amdt. 4b-1, 19 F. R. 2249, Apr. 20, 1954]

§ 4b.13 Type certificate.

(a) An applicant shall be issued a type certificate when he demonstrates the eligibility of the airplane by comply

ing with the requirements of this part in addition to the applicable requirements in Part 1 of this subchapter.

(b) The type certificate shall be deemed to include the type design (see § 4b.14 (b)), the operating limitations for the airplane (see § 4b.700), and any other conditions or limitations prescribed by the regulations in this subchapter.

(c) The applicable provisions of this part recorded by the Administrator in accordance with § 4b.12 shall be considered as incorporated in the type certificate as though set forth in full. [Amdt. 4b-6, 17 F. R. 1088, Feb. 2, 1952, as amended by Amdt. 4b-1, 19 F. R. 2250, Apr. 20, 1954]

(a) The applicant for a type certificate shall submit to the Administrator such descriptive data, test reports, and computations as are necessary to demonstrate that the airplane complies with the requirements of this part.

(b) The descriptive data required in paragraph (a) of this section shall be known as the type design and shall consist of such drawings and specifications as are necessary to disclose the configuration of the airplane and all the design features covered in the requirements of this part, such information on dimensions, materials, and processes as is necessary to define the structural strength of the airplane, and such other data as are necessary to permit by comparison the determination of the airworthiness of subsequent airplanes of the same type. [Amdt. 4b-6, 17 F. R. 1088, Feb. 5, 1952] § 4b.15 Inspections and tests.

Inspections and tests shall include all those found necessary by the Administrator to insure that the airplane complies with the applicable airworthiness requirements and conforms to the following:

(a) All materials and products are in accordance with the specifications in the type design,

(b) All parts of the airplane are constructed in accordance with the drawings in the type design,

(c) All manufacturing processes, construction, and assembly are as specified in the type design.

[Amdt. 4b-6, 17 F. R. 1088, Feb. 5, 1952, as amended by Amdt. 4b-8, 18 F. R. 2214, Apr. 18, 1953]

§ 4b.16 Flight tests.

After proof of compliance with the structural requirements contained in this part, and upon completion of all necessary inspections and testing on the ground, and proof of the conformity of the airplane with the type design, and upon receipt from the applicant of a report of flight tests performed by him, the following shall be conducted:

(a) Such official flight tests as the Administrator finds necessary to determine compliance with the requirements of this part.

(b) After the conclusion of flight tests specified in paragraph (a) of this section, such additional flight tests as the Administrator finds necessary to ascertain whether there is reasonable assurance that the airplane, its components, and equipment are reliable and function properly. The extent of such additional flight tests shall depend upon the complexity of the airplane, the number and nature of new design features, and the record of previous tests and experience for the particular airplane type, its components, and equipment. If practicable, these flight tests shall be conducted on the same airplane used in the flight tests specified in paragraph (a) of this section. [Amdt. 4b-6, 17 F. R. 1088, Feb. 5, 1952] § 4b.16-1 Applicant's flight test report (FAA policies which apply § 4b.16).

to

The applicant should submit a report signed by his test pilot containing the results of flight tests which were conducted by him. It should certify that the airplane has been flown at least in all maneuvers necessary for proof of compliance with the flight requirements and it is his belief that the airplane will conform therewith. In the case of very large airplanes, this procedure may be modified as deemed necessary by the Administrator.

[Supp. 24, 19 F. R. 4446, July 20, 1954]

§ 4b.16-2 Pre-flight test planning (FAA policies which apply § 4b.16(a)).

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(a) Proposed official flight test program. Before the airplane is presented for official type certification tests, the applicant should submit to the FAA a proposed flight test program which will indicate at least the following:

(1) The area, defined by the several selections described in § 4b.100-2 which

is to be covered by the terms of the type certification.

(2) All proposed tests; the order in which they are to be conducted; the purpose of each test; and for each the airplane weight, C. G. position, flap setting, power to be drawn, and, where appropriate, the altitude, the trim speed(s) and the speed (s) or speed range to be investigated. Appendix A1 presents a list of most of the flight and operation tests generally required for the type certification program together with information relative to the airplane configuration, test procedure, and special instrumentation for each test.

1

(3) Since most transport airplanes undergo many changes during their life span it is well to consider this fact in setting up a flight test program. Such changes as installation of different propellers, higher powered engines, etc., can often be predicted in advance.

(4) It is often desirable to simulate operation with higher power for the determination of flying qualities and other tests, thus simplifying the problem of approving the airplane when the power change becomes effective. Data of this nature obtained during FAA flight tests may often reduce further testing during the life of the airplane.

(5) When an airplane has been type certificated in the transport category and a change is made affecting performance and/or flying qualities, the following procedure is suggested:

(i) The effect of the change on each of the flight tests in the general flight program should be noted.

(ii) Those tests which are materially influenced by the change should be listed.

(iii) A test program should be prepared embodying such of these tests as are felt to be critical or representative. This program should be forwarded to the FAA with the reasons for selecting the pertinent items. Appendix B1 shows representative flight programs for various types of changes and may be helpful in the preparation of the programs.

(iv) A description should be submitted of the method (s) which the applicant proposes to use in order to reduce the observed data to standard conditions.

1 Not submitted for publication in the FEDERAL REGISTER.