2.0201 2.0202 2.021 2.022 Standard Atmosphere. The standard atmosphere shall be based upon the following assumptions: (a) The air is a dry perfect gas. (b) The temperature at sea level is 59°F. (15° C.). (c) The pressure at sea level is 29.92 ins. hg. (76 cm. hg.). (d) The temperature gradient from sea level to the altitude at which the temperature becomes 67° F. (-55° C.) is -0.003566° F/ft. (-0.0065° C/meter [ft.]) and zero thereabove. (e) The density/p。 at sea level under the above conditions is 0.002378 lbs. Sec.2/ft. (0.12497 kg. Sec.2/M2). Airplane Configuration. This term refers to the position of the various elements affecting the aerodynamic characteristics of the airplane, such as landing gear, flaps, et cetera. Weights Maximum Weights. (a) Take-off, (b) En route, (c) Landing. The maximum weights at which the airplane may operate in accordance with the airworthiness requirements. Weight Empty. The actual weight used as a basis for determining operating weights. Reference sections 2. 111 2. 111 -T 2.611 2. 112 2. 611 Minimum Weight. The minimum weight at which 2. 113 compliance with the airworthiness requirements need be demonstrated. Design Take-Off Weight. The maximum weight 2.210 used for the structural design of the airplane in the flight load conditions. Minimum Design Weight. The minimum weight 2.210 condition investigated in the structural flight load conditions, not greater than the minimum weight specified in 2.113. Design Landing Weight. The maximum weight used for the structural design of the airplane in the landing conditions. Unit Weights for Design Purposes 2.240 2. 240 -T One Horsepower. 33,000 ft. lbs. per minute (4562.4 kg. m./min.). Take-Off Power. The take-off rating of the engine established in accordance with Part 3. Maximum-Except-Take-Off Power. The maximum-excepttake-off rating of the engine established in accordance with Part 3. 2.023 2.024 t Speeds V. True airspeed of the airplane relative to the undisturbed air. V "True indicated" or "Equivalent" airspeed, based on equivalent dynamic pressure and equal to V√p/Pos where is the existing air density, p. is the standard atmosphere density at sea level. All of the following are "true indicated" airspeeds: V., Stalling speed, throttles closed, in the landing ཐ1 Reference sections 2.121 V11 Stalling speed, throttles closed, in the con- 2. 121 figurations specified for particular condi tions. V, Design rough air speed, V Actual high speed at sea level. Va Design dive speed. V., Computed stalling speed at design landing V1 Design 'speed for flight load conditions with V1 Critical engine failure speed. 2.2110 2.2110 2.2110 2.212 2.212 2. 1220 -T 2. 1220 -T Primary Structure. Those portions of the airplane structure the failure of which would seriously endanger the safety of the airplane. Design Wing Area, S., The area enclosed by the wing outline (including ailerons, and flaps in the retracted position, but ignoring fillets and fairings) on a surface containing the wing chords. The outline is assumed to extend through the nacelles and fuselage to the plane of symmetry. Aerodynamic Coefficients, CL, CN, CM, et cetera, used herein, are non-dimensional coefficients for the forces and moments acting on an airfoil, and correspond to those adopted by the United States National Advisory Committee for Aeronautics. CL airfoil lift coefficient CN airfoil normal force coefficient (normal to wing chord line) = CNA airplane normal force coefficient (based on lift of complete airplane and design wing area) Cм= pitching moment coefficient Loads Reference sections Limit Load. The maximum load anticipated 2.200 in service. Ultimate Load. The maximum load which a part or structure must be capable of 2.202 2. 200 2.202 2.1 2.10 Reference sections Factor of Safety. The factor by which the limit 2. 201 load must be multiplied to establish the ultimate load. Load Factor or Acceleration Factor, n. The ratio of the force acting on a mass to the weight of the mass. When the force in question represents the net external load acting on the airplane in a given direction, n represents the acceleration in that direction in terms of the gravitational constant. Limit Load Factor. The load factor corresponding to limit load. Ultimate Load Factor. The load factor corresponding to ultimate load. General FLIGHT REQUIREMENTS 2.100 Policy re Proof of Compliance. Compliance with the requirements specified hereunder governing functional characteristics shall be demonstrated by suitable flight or other tests conducted upon an airplane of the type, or by calculations based upon the test data referred to above, provided that the results so obtained are substantially equal in accuracy to the results of direct testing. Compliance with these requirements must be provided at any probable combination of airplane weight and center of gravity position within the range of either for which certification is desired, and must be demonstrated by systematic investigation of all these combinations or must be accepted as reasonably inferable from such as are investigated. 2. 11 2. 111 2. 111 -T 2. 112 Weight and Balance. There shall be established as a part of the type inspection ranges of weight and center of gravity within which the airplane may be safely operated. The limits of these ranges shall appear on the airworthiness certificate. Maximum Weighi. The maximum weight shall not exceed any of the following: (a) The weight selected by the applicant. (b) The design weight for which the structure has been proven. (c) The maximum weight at which compliance with all of the functional requirements hereinafter specified is demonstrated. Maximum Weight. For transport category airplanes, the maximum take-off weight and the maximum landing weight shall be established by the applicant and may be made variable with altitude. Weight Empty. The weight empty and the corresponding center of gravity location shall be determined by weighing the airplane with all unusable fuel (see 2.4202) and oil, but without crew or pay load and noting the weight and location of all permanent items of equipment installed when the airplane is weighed. 2. 113 2.114 2. 12 2.121 2.1210 Minimum Weight. The minimum weight shall not be less than the weight empty plus the weight of the minimum crew necessary to operate the airplane, of fuel equal to 0.5 pounds per total rated take-off BHP installed (0.2237 kg/ metric H. P.) and of a suitable minimum supply of oil and coolant. Center of Gravity Position. The fore and aft extremes of center of gravity position shall not exceed any of the following: (a) The extremes selected by the applicant. (b) The extremes for which the structure has been proven. (c) The extremes at which compliance with all functional requirements is demonstrated less 1 percent M. A. C. Performance. The following items of performance shall be determined and the airplane shall comply with the corresponding requirements in the standard atmosphere and still air. Definition of Stalling Speeds. V., denotes the true indicated stalling speed of the airplane in miles per hour (km/hr.) with engines idling, throttles closed (or not more than sufficient power for zero thrust), propellers in low pitch, landing gear extended, flaps in the landing position, cowl flaps closed, center of gravity in the most unfavorable position within the allowable landing range, and the weight of the airplane equal to the weight in connection with which V., is being used as a factor to determine a required performance. V11 as used hereunder denotes the true indicated stalling speed in miles per hour (km/hr.) with all engines idling, throttles closed, propellers in low pitch, and with the airplane, in all other respects (flaps, landing gear, et cetera), in the particular condition existing in the particular test in connection with which V1 is being used. These speeds shall be determined by flight tests. Stalling Speed. For single engine airplanes V., shall not -NUA exceed 65 MPH (104.6 km/hr.). 2.122 ་ Take-Off. The distance required at sea level for the -NUA airplane to accelerate to 1.30 V, plus the distance required to attain a height of 50 feet (15.24 m.) above the take-off surface in steady climb at a true indicated airspeed not less than 1.30 V., shall not exceed 2,000 feet (609.6 m.). 2.122 -T 2.1220 -T Take-Off. The following take-off data shall be determined over the range of weight and altitude desired by the applicant with a constant take-off flap position for a particular weight and altitude and with the operating engines at not more than the take-off power available at the particular altitude. These data, when corrected, shall assume a level take-off surface and zero wind velocity. Speeds (a) The critical engine failure speed, V1, is a true indicated airspeed chosen by the applicant but shall not be less than 2. 1221 the minimum speed at which the controllability is adequate to proceed safely with the take-off, using normal piloting skill when the critical engine is suddenly made inoperative. (b) The minimum take-off climb speed, V2, is a true indicated airspeed chosen by the applicant which shall permit the rate of climb required in Section 2.123-T (c), but which shall not be less than 1.20 V11 for two-engine airplanes, or 1.15 V11 for airplanes having more than two engines nor less than 1.10 times the minimum control speed established under Section 2.1310. 81 Accelerate-Stop Distance. The distance required to ac-T celerate the airplane from a standing start to the speed, V1, and, assuming an engine to fail at this point, to stop. 2. 1222 Take-Off Path. The following elements of the take-off -T flight path shall be determined: 2. 123 -NUA (a) The distance required to accelerate the airplane to the speed, V2, making the critical engine inoperative at the speed, V1. (b) The horizontal distance traversed and the height attained by the airplane operating at the speed, V2, with the critical engine inoperative, the propeller pitch control in the position specified in Section 2.123-T(c), and the landing gear extended, for the time required to retract the landing gear. (c) The horizontal distance traversed and the height attained by the airplane operating at the speed, V2, with the landing gear retracted, the critical engine inoperative, the pitch control of the inoperative propeller in the position permitted by Section 2.123-T (c), for the time required from the end of element (b) until the rotation of the inoperative propeller has been stopped when the operation of stopping the propeller is initiated not earlier than the instant the airplane has attained a total height of 50 feet (15.24 m.) above the take-off surface. (d) The horizontal distance traversed and the height attained by the airplane operating at the speed, V2, with the critical engine inoperative, its propeller stopped and the landing gear retracted for the length of time required from the end of element (c) until the limit on the use of take-off power is reached. (e) The slope of the flight path followed by the airplane in the configuration of element (d), but drawing not more than maximum-except-take-off power on the operating engine(s). Climb (a) With all engines operating at not more than maximum-except-take-off power the steady rate of climb at sea level shall not be less in feet per minute (m/min.) than 10 (metric 1.89) times the measured stalling speed V,, in m. p. h. with flaps in take-off position and landing gear fully re |