FAA规章 美国联邦航空规章 Federal Aviation Regulations 3(49)

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(7) When a stability augmentation system is included in the analysis, the e.ect of any signi.cant system nonlinearities should be accounted for when deriving limit loads from limit gust conditions.
(b) Continuous Gust Design Criteria. The dynamic response of the airplane to vertical andlateral continuous turbulence mustbe takeninto account.The continuousgust design criteria of appendix G of this part must be used to establish the dynamic response unless more rational criteria are shown.]
Amdt. 25-86, E.. 3/11/96
FAR 25.343 : Design fuel and oil loads.
(a)
The disposable load combinations must include each fuel and oil load in the range from zerofueland oiltothe selected maximumfuel and oilload.A structural reserve fuel condition, not exceeding 45 minutes of fuel under the operating conditions in Sec.25.1001(e) and(f), as applicable, may be selected.

(b)
If a structural reserve fuel condition is selected, it must be used as the minimum fuel weight condition for showing compliance with the .ight load requirements as prescribed in this subpart. In addition–

(1) The structure must be designed for a condition of zero fuel in and oil the wing at limit loads corresponding to–
(i)
A maneuvering load factor of +2.25; and

(ii)
[ The gust conditions of Sec. 25.341(a) but assuming 85% of the design velocities prescribed in Sec. 25.341(a)(4).]

(2)
Fatigue evaluation of the structure must accountfor any increasein operating stresses resultingfrom thedesign condition ofparagraph(b)(1) of this section; and

(3)
The .utter, deformation, and vibration requirements must also be met with zero fuel.

Amdt. 25-86, E.. 3/11/96
FAR 25.345 : High lift devices.

(a) If wing .aps are to be used during takeo., approach, or landing, at the design .ap speeds established for these stages of .ight under Sec. 25.335(e) and with the wing .aps in the corresponding positions, the airplane is assumed to be subjected to symmetrical maneuvers and gusts. The resulting limit loads must correspond to the conditions determined as follows :
(1)
Maneuvering to a positive limit load factor of 2.0; and

(2)
Positiveand negativegustsof25ft/secEAS acting normaltothe .ightpathin level .ight. Gust loads resulting on each part of the structure must be deter-mined by rational analysis. The analysis must take into account the unsteady aerodynamic characteristics and rigidbody motions of the aircraft.The shape of the gust must be as described in Sec. 25.341(a)(2) except that–

Uds = 25ft/secEAS; H = 12.5c; and c = meangeometricchord of thewing(feet). (46.1)
(b)
The airplane must be designed for the conditions prescribed in paragraph (a) of this section, except that the airplane load factor need not exceed 1.0, taking into account, as separate conditions, the e.ects of–

(1)
Propeller slipstream corresponding to maximum continuous power at the de-sign .ap speeds VF, and with takeo.power at notless than1.4 times the stal-ling speed for the particular .ap position and associated maximum weight; and

(2)
Ahead-ongust of25feetper second velocity(EAS).

 

(c)
If .apsorotherhighliftdevicesaretobeusedinenrouteconditions,and with .aps in the appropriate position at speeds up the .ap design speed chosen for these conditions, the airplane is assumed to be subjected to symmetrical maneuvers and gusts within the range determined by–

(1)
Maneuvering to a positive limit load factor as prescribed in Sec. 25.337(b); and

(2)
Thediscrete verticalgust criteriainSec.25.341(a).

 

(d)
[The airplane mustbedesignedfor a maneuveringloadfactor of1.5gatthe maximum take-o. weight with the wing-.aps and similar high lift devices in the landing con.gurations.]

Amdt. 25-91, E.. 7/29/97
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Elodie Roux. Septembre 2003
　
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