2.612 percent of the favorable wind component due to a particular wind condition. (c) If requirement (a) can be met, but requirement (b) cannot be fully met at the intended destination, a flight may be dispatched under the following or more conservative conditions. (1) At least one suitable alternate destination shall be designated in the flight plan at which the requirements of (a) and (b) of this Section are met, except that at such an alternate the factor relating the landing distance to the effective length of the runway may be increased to 0.70. (2) If the requirements in (b) cannot be met for the wind condition existing at the time of arrival, the airplane shall proceed to the alternate. (d) The effective length of the landing area shall be the distance from the point where the obstruction clearance line, as defined below, intersects the landing surface to the far end of the landing area. The obstruction clearance line is a line drawn tangent to or clearing all obstructions showing in a profile of the approach area, as defined below. The obstruction clearance line is further limited by having a slope to the horizontal of 1/20, as it approaches the landing area. The approach area, as used in this section, shall be an area symmetrical about a center line coinciding with and prolonging the center line of the runway, except that where there are a multiplicity of parallel runways, or a large area continuously available for landing, the center line of the approach area shall coincide with the most probable landing path for instrument approaches. The approach area shall be considered as extending longitudinally from the landing area out to the most remote obstacle touched by the obstruction clearance line, assuming the center line of the approach area in plan view to be straight for at least 1,500 feet (457 m.) from the intersection of the obstruction clearance line with the landing surface, and thereafter continuing in a path consistent with the instrument approach procedures for the field in question, or, where such procedures are not specified consistent with turns of at least 4,000 feet (1,219 m.) radius; and as extending laterally to a distance of 200 feet (60. 1 m.) on either side of its center line at the point of intersection of the obstruction clearance line with the landing surface, with this distance increasing uniformly to 500 feet (152 m.) on either side of the center line of the area at a longitudinal distance of 1,500 feet (457 m.) from the intersection of the obstruction clearance line with the landing surface, and maintaining a distance of 500 feet (152 m.) from the center line thereafter. Airspeed. Maximum operating limitations shall be incorporated in the aircraft certificate specifying the indicated airspeed which shall never be exceeded, and the indicated airspeeds which shall not be exceeded in abrupt maneuvers, 627038-45-16 2.613 2. 614 2. 6141 -NT 2. 6142 -U 2. 615 2.616 2. 617 2.62 -NUA in rough air, and with flaps extended. The values for the never-exceed and flaps-extended limitations shall be at least 10 percent less than the corresponding maximum airspeeds attained in official flight tests or provided for in the structural design (Sections 2.2110 and 2.212), whichever is lesser. The abrupt maneuver speed shall be 95 percent of the speed corresponding to point A on the flight strength V-n diagram, Fig. 2-1. The rough air speed shall correspond to speed V on the V-n diagram, Fig. 2-1. The limits shall be indicated by permanently marking the airspeed indicator face in the following colors: NEVER EXCEED MANEUVERING FLAPS EXTENDED RED WHITE Flight Load Factor. A maximum operational load factor equal to 90 percent of the positive limit maneuvering load factor used in the structural design of the airplane (Section 2.2111) shall be entered in the aircraft certificate. Maneuvers. The aircraft certificate shall contain a prohibition against intentionally performing any maneuvers which have been found unsafe in the type tests. For normal and transport category airplanes the prohibition shall cover all acrobatic maneuvers including spins. For training category airplanes, the prohibition shall cover snap rolls and similar accelerated stall maneuvers. It shall also cover spins, if compliance with the spinning test requirements of Section 2.135-U has not been demonstrated. Power Plant. Maximum operating limitations shall be incorporated in the aircraft certificate specifying power plant outputs on take-off, and for all operations other than take-off. The outputs shall not exceed those corresponding with the take-off and the maximum (except take-off) ratings respectively of the engine installed. For the above purposes no specified output will be in excess of that corresponding to the limits imposed by either the pertinent engine or propeller certification. These limits shall be indicated by permanently marking the dials of tachometers and manifold pressure gauges in the following colors: Type of Operations. The types of operations for which the airplane has been designed and for which the necessary equipment has been installed in the airplane in accordance with Section 2.5 shall be stated in the aircraft certificate. Flight Crew. The number and functions of the minimum flight crew required to operate the airplane safely shall be determined and entered in the airworthiness certificate. Airplane Operating Manual. There shall be furnished with each airplane a copy of an operating manual. Such 2.62 -T 3.0 3.00 3.01 3.02 3.020 portions of this manual as have a direct and important bearing on the safe operation of the airplane shall be verified and approved by the certificating agency. The manual shall contain and explain all operating limitations and such other information as may be required to insure safety in operation. For multiengined airplanes the performance information required under 2.121, 2.122, 2.123, and 2.124 shall be included. Airplane Operating Manual. There shall be furnished with each transport category airplane a copy of a manual which shall contain and explain the operating limitations and such information regarding the operation of the airplane as the said authorities may require, including, but not limited to, the following: (a) All performance data secured under 2.12, 2.122-T, 2.123-T, and 2.124-T, inclusive, together with any pertinent descriptions of the conditions, airspeeds, et cetera, under which such data were determined. (b) Adequate instructions for the use and adjustment of the flap controls under 2.3133–T. (c) The indicated airspeeds corresponding to those determined in 2.122-T, together with pertinent discussion of procedures to be followed if the critical engine becomes inoperative on take-off. (d) A discussion of any significant or unusual flying or ground-handling characteristics, knowledge of which would be useful to a pilot not previously having flown the airplane. Part 3 ENGINE AIRWORTHINESS DESIGN AND CONSTRUCTION The engine shall be designed and constructed to function reliably under all flight and atmospheric conditions when properly installed, operated, and maintained in an aircraft. Materials. The engine shall be made of materials proved by experience or conclusive tests to be uniformly adequate in quality and strength, and otherwise suitable for the parts in which they are used. Fire Prevention. The engine shall be so designed and constructed, and materials of such quality shall be used, that the probability of the occurrence and spread of fire, because of structural failure, overheating, or other causes, shall be reduced to a minimum. Detail Design. The engine shall incorporate only details of design proved by experience or conclusive tests to be reliable and otherwise satisfactory for safe operation. Durability. The wearing surfaces, lubrication system and parts subject to fatigue shall be so designed and constructed that no unsafe condition will develop when the engine is properly installed, operated and maintained in an aircraft. 3. 021 3.022 3. 023 3. 1 3. 10 Vibration. The engine shall be designed and constructed to operate throughout its normal operating range of speeds and powers without excessive stress in the engine parts because of vibration, and without imparting excessive vibration forces to any other components of the aircraft, when the engine is properly installed, operated and maintained in an aircraft with a suitable flight propeller. Ignition System. All spark ignition engines shall be equipped with (1) a dual ignition system having at least two spark plugs per cylinder and two separate electrical circuits having separate sources of electrical energy, or (2) an ignition system which will function with equal reliability in flight. Engine and Accessory Mounting Attachments (a) The mounting attachments and structure of the engine shall have sufficient strength when the engine is properly supported by a suitable engine mount structure, to meet the structural loading conditions of Part 2, and to withstand vibration forces likely to occur. (b) Accessory mounting provisions and drives shall be designed and constructed to provide for the safe operation of the engine with the accessories attached. All essential engine accessories which may require inspection, adjustment, or removal between engine overhauls shall be mounted in such manner that they may be readily inspected, adjusted or removed without disassembly of the engine. TESTS One engine of each new type shall satisfactorily complete the calibration, vibration, endurance, operation and detonation tests specified in the following Sections. At least the essential accessories shall be installed during these tests. These tests shall be conducted in the order in which they are described. Calibration Test. The engine shall be calibrated, after being properly run-in, to establish the power characteristics for purposes of rating and to determine the endurance test conditions. The results of this test shall constitute the basis for establishing the power characteristics of the engine over its entire operating range of speed, manifold pressure, and fuel-air mixture settings and for establishing its altitude performance characteristics. All accessories not actually required for proper engine operation shall be disconnected during this test. Power ratings granted shall be within ±1 percent of the actual power output under the following atmospheric conditions: (a) dry air (b) air intake temperature of 60° F. (15.5° C.) If engine power is affected by deviation of cooling air temperature from 60° F. or coolant temperature from the specified value, appropriate corrections shall be made. 3. 11 3.12 Vibration Test. A vibration test shall be conducted to investigate crankshaft torsional and bending vibration characteristics over the operating range of speed and power normally used in flight, including low power operation from idling speed to 110 percent of the desired maximum-excepttake-off speed rating. The investigation shall be conducted with a representative flight propeller. If excessive vibration is found to be present in the operating range of the engine, suitable remedial measures shall be made prior to endurance testing. If moderate vibration is found to exist in the operating range, it will be satisfactory to conduct a penalty run on the same engine used during the endurance test. This run shall be conducted after completion of the endurance test outlined in Section 3.12 but prior to the operation test of Section 3.13 and shall include sufficient operation under the most adverse vibration condition to establish the suitability of the engine to resist fatigue failure. Endurance Test. The endurance test shall consist of 150 hours of operation as follows: (a) 100 hours at the maximum-except-take-off speed and power at which the engine is to be rated. If a rating in excess of the maximum-except-take-off rating is desired for take-off purposes, the last 10 hours of the above test shall be conducted at the take-off speed and power at which the engine is to be rated. In lieu of this 10-hour test the takeoff rating may be substantiated by a 20-hour test consisting of alternate 5-minute periods of operation at take-off speed and power and at idling operation. Satisfactory completion of either of these take-off tests shall make the type eligible for operation at the take-off rating for not more than one minute at a time except that when the engine is installed in aircraft used in long range service operation at the take-off rating for a period of two minutes will be permissible. Eligibility of the engine for operation at take-off ratings for periods in excess of one or two minutes shall be substantiated by additional endurance testing at desired rated take-off speed and power. At least 50 hours of the portion of this test which is conducted at the maximum-except-take-off speed and power ratings shall be conducted with the cylinder temperatures, oil inlet temperature, and coolant outlet temperature (whichever are applicable) equal to not less than the maximum values to be specified as satisfactory for continuous operation. (b) 50 hours of total operation consisting of 10 hours at each of 50, 60, 65, 70 and 75 percent of the maximumexcept-take-off rated power. The engine speed shall be adjusted for each value of power output to simulate a condition of cruising flight at this power. If a fixed pitch propeller is used to absorb the power of the engine the engine speed may be adjusted to correspond to the power-speed characteristics of the propeller. The tests specified in parts (a) and (b) above shall be conducted in intervals of not less than 30 minutes' duration |
