(2)
At speeds between VMC and VC, the loads resulting from the disconnection of the engine compressor from the turbine or from loss of the turbine blades are considered to be ultimate loads.
(3)
The time history of the thrust decay and drag buildup occurring as a result of the prescribed engine failures must be substantiated by test or other data applicable to the particular engine-propeller combination.
(4)
The timing and magnitude of the probable pilot corrective action must be conservatively estimated, considering the characteristics of the particular en-gine propeller airplane combination.
(b)
Pilot corrective action maybe assumed tobeinitiated at the time maximumyawing velocity is reached, but not earlier than 2 seconds after the engine failure. The magnitude of the corrective action may be based on the limit pilot forces speci.ed inSec.23.397exceptthatlowerforces maybe assumed whereitis shownby analysis or test that these forces can control the yaw and roll resulting from the prescribed engine failure conditions.]
Amdt. 23-7, E.. 09/14/69
FAR 23.369 : Rear lift truss.
(a) [If a rear lift truss is used, it must be designed to withstand conditions of reversed air.ow at a design speed of–
W
V =8.7 +8.7(knots)
S
where–
W
= wing loading at design maximum takeo. weight.]
S
(b) Either aerodynamic data for the particular wing section used, or a value of CL equalling -0.8 with a chordwise distribution that is triangular between a peak at the trailing edge and zero at the leading edge, must be used.
Amdt. 23-48, E.. 03/11/96
FAR 23.371 : Gyroscopic and aerodynamic loads.
(a) [Eachengine mount andits supporting structure mustbedesignedforthegyroscopic, inertial, and aerodynamic loads that result, with the engine(s) and propeller(s), if applicable, at maximum continuous r.p.m., under either :
(1)
The conditions prescribed in Sec. 23.351 and Sec. 23.423; or
(2)
All possible combinations of the following–
(i) Ayaw velocity of2.5 radiansper second;
′
Elodie Roux. Septembre 2003
Subpart C : Structure
(ii) Apitch velocity of1.0 radianper second;
(iii) A normal load factor of 2.5; and
(iv) Maximum continuous thrust.
(b)
For airplanes approved for aerobatic maneuvers, each engine mount and its suppor-ting structure must meetthe requirements ofparagraph(a) ofthis section andbe designed to withstand the load factors expected during combined maximum yaw and pitch velocities.
(c)
For airplanes certi.cated in the commuter category, each engine mount and its sup-porting structure must meetthe requirements ofparagraph(a) of this section and the gust conditions speci.ed in Sec. 23.341 of this part.]
Amdt. 23-48, E.. 03/11/96
FAR23.373 :[Speed controldevices.]
[Ifspeed controldevices(such asspoilersanddrag .aps) areincorporatedforusein enroute conditions–
(a)
The airplane mustbedesignedforthe symmetrical maneuvers andgustsprescribed in Secs. 23.333, 23.337, and, 23.341, and the yawing maneuvers and lateral gusts in Secs. 23.441 and 23.443, with the device extended at speeds up to the placard device extended speed; and
(b)
If the device has automatic operating or load limiting features, the airplane must bedesignedfor the maneuver andgust conditionsprescribedinparagraph(a) of this section at the speeds and corresponding device positions that the mechanism allows.]
Amdt. 23-7, E.. 09/14/69
30.3 Control Surface and System Loads
FAR 23.391 : Control surface loads.
[The control surface loads speci.ed in Secs. 23.397 through 23.459 are assumed to occur in the conditions described in Secs. 23.331 through 23.351.] Amdt. 23-48, E.. 03/11/96
FAR23.393 :[Loadsparallel tohingeline.]
(a)
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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(3)
