(2)
[Alimit enginetorque correspondingto maximum continuouspower andpro-peller speed acting simultaneously with the limit loads from .ight condition A of Sec. 23.333(d); and]
(3)
For turbo-propeller installations, in addition to the conditions speci.ed in pa-ragraphs(a)(1) and(a)(2) of this section,alimitenginetorquecorresponding to takeo. power and propeller speed, multiplied by a factor accounting for
′
Elodie Roux. Septembre 2003
Subpart C : Structure
propeller control system malfunction, including quick feathering, acting si-multaneously with 1g level .ight loads. In the absence of a rational analysis, a factor of 1.6 must be used.
(b)
For turbine engine installations, the engine mounts and supporting structure must be designed to withstand each of the following :
(1)
A limit engine torque load imposed by sudden engine stoppage due to mal-function or structuralfailure(such as compressorjamming).
(2)
Alimitengine torqueloadimposedbythe maximum acceleration ofthe engine.
(c)
[Thelimit enginetorquetobe consideredunderparagraph(a) ofthis section must be obtained by multiplying the mean torque by a factor of–]
(1)
1.25 for turbo-propeller installations;
(2)
1.33 for engines with .ve or more cylinders; and
(3)
Two, three, or four, for engines with four, three, or two cylinders, respectively.
Amdt. 23-45, E.. 09/07/93
FAR 23.363 : Side load on engine mount.
(a)
Each engine mount and its supporting structure must be designed for a limit load factorin alateraldirection,for the sideload on the engine mount, of notless than–
(1)
1.33, or
(2)
One-third of the limit load factor for .ight condition A.
(b)
The side load prescribed in paragraph (a) of this section may be assumed to be independent of other .ight conditions.
FAR 23.365 : Pressurized cabin loads.
For eachpressurized compartment,thefollowing apply :
(a)
Theairplanestructuremustbestrongenough towithstand the .ightloadscombined with pressure di.erential loads from zero up to the maximum relief valve setting.
(b)
The external pressure distribution in .ight, and any stress concentrations, must be accounted for.
(c)
If landings may be made, with the cabin pressurized, landing loads must be combi-ned with pressure di.erential loads from zero up to the maximum allowed during landing.
(d)
The airplanestructuremustbe strong enough to withstand thepressuredi.erential loads corresponding to the maximum relief valve setting multiplied by a factor of 1.33, omitting other loads.
(e)
If a pressurized cabin has two or more compartments separated by bulkheads or a .oor, the primary structure must be designed for the e.ects of sudden release of pressurein any compartmentwith externaldoorsorwindows.This conditionmust be investigated for the e.ects of failure of the largest opening in the compartment. The e.ects of intercompartmental venting may be considered.
FAR23.367 :[Unsymmetricalloadsdue to enginefailure.]
(a)
[Turbo-propeller airplanes must be designed for the unsymmetrical loads resulting from the failure of the critical engine including the following conditions in combi-nation with a single malfunction of thepropellerdrag limiting system, considering theprobablepilotcorrectiveactiononthe .ightcontrols:
(1)
At speedsbetween VMC and VD, theloads resultingfrompowerfailurebecause of fuel .ow interruption are considered to be limit loads.
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本文链接地址：FAA规章 美国联邦航空规章 Federal Aviation Regulations 2(2)
