Rule2023-10971
Special Conditions: Dassault Aviation Model Falcon 6X Airplane; Flight Envelope Protection, Icing and Non-Icing Conditions; High-Incidence Protection
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
May 23, 2023
Effective
May 23, 2023
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
These special conditions are issued for the Dassault Aviation (Dassault) Model Falcon 6X airplane. This airplane will have novel or unusual design features associated with flight-envelope protections, in icing and non-icing conditions, that use high-incidence protection to automatically advance throttles when the airplane angle of attack (AoA) reaches a predetermined value. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards.
Full Text
<html>
<head>
<title>Federal Register, Volume 88 Issue 99 (Tuesday, May 23, 2023)</title>
</head>
<body><pre>
[Federal Register Volume 88, Number 99 (Tuesday, May 23, 2023)]
[Rules and Regulations]
[Pages 32951-32956]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2023-10971]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2021-0629; Special Conditions No. 25-803-SC]
Special Conditions: Dassault Aviation Model Falcon 6X Airplane;
Flight Envelope Protection, Icing and Non-Icing Conditions; High-
Incidence Protection
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Dassault Aviation
(Dassault) Model Falcon 6X airplane. This airplane will have novel or
unusual design features associated with flight-envelope protections, in
icing and non-icing conditions, that use high-incidence protection to
automatically advance throttles when the airplane angle of attack (AoA)
reaches a predetermined value. The applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: This action is effective on Dassault on May 23, 2023. Send
comments on or before July 7, 2023.
ADDRESSES: Send comments identified by Docket No. FAA-2021-0629 using
any of the following methods:
<bullet> Federal eRegulations Portal: Go to <a href="https://www.regulations.gov/">https://www.regulations.gov/</a> and follow the online instructions for sending
your comments electronically.
<bullet> Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
<bullet> Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
<bullet> Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: Except for Confidential Business Information (CBI) as
described in the following paragraph, and other information as
described in title 14, Code of Federal Regulations (14 CFR) 11.35, the
FAA will post all comments received without change to <a href="https://www.regulations.gov/">https://www.regulations.gov/</a>, including any personal information you provide.
The FAA will also post a report summarizing each substantive verbal
contact received about these special conditions.
Confidential Business Information: Confidential Business
Information (CBI) is commercial or financial information that is both
customarily and actually treated as private by its owner. Under the
Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from
public disclosure. If your comments responsive to these special
conditions contain commercial or financial information that is
customarily treated
[[Page 32952]]
as private, that you actually treat as private, and that is relevant or
responsive to these special conditions, it is important that you
clearly designate the submitted comments as CBI. Please mark each page
of your submission containing CBI as ``PROPIN.'' The FAA will treat
such marked submissions as confidential under the FOIA, and the
indicated comments will not be placed in the public docket of these
special conditions. Send submissions containing CBI to the Information
Contact below. Comments the FAA receives, which are not specifically
designated as CBI, will be placed in the public docket for these
special conditions.
Docket: Background documents or comments received may be read at
<a href="https://www.regulations.gov/">https://www.regulations.gov/</a> at any time. Follow the online
instructions for accessing the docket or go to Docket Operations in
Room W12-140 of the West Building Ground Floor at 1200 New Jersey
Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Troy Brown, Performance and
Environment Unit, AIR-621A, Technical Policy Branch, Policy and
Standards Division, Aircraft Certification Service, Federal Aviation
Administration, 1801 S Airport Rd., Wichita, KS 67209-2190; telephone
and fax 405-666-1050; email <a href="/cdn-cgi/l/email-protection#cfbbbda0b6e1aee1adbda0b8a18fa9aeaee1a8a0b9"><span class="__cf_email__" data-cfemail="fc888e9385d29dd29e8e938b92bc9a9d9dd29b938a">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION: The substance of these special conditions
has been published in the Federal Register for public comment in
several prior instances with no substantive comments received.
Therefore, the FAA finds, pursuant to Sec. 11.38(b), that new comments
are unlikely, and notice and comment prior to this publication are
unnecessary.
Comments Invited
The FAA invites interested people to take part in this rulemaking
by sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
The FAA will consider all comments received by the closing date for
comments. The FAA may change these special conditions based on the
comments received.
Background
On July 1, 2012, Dassault Aviation applied for a type certificate
for its new Model Falcon 5X airplane. However, Dassault has decided not
to release an airplane under the model designation Falcon 5X, instead
choosing to change that model designation to Falcon 6X.
In February of 2018, due to engine supplier issues, Dassault
extended the type certificate application date for its Model Falcon 5X
airplane under new Model Falcon 6X. This airplane is a twin-engine
business jet with seating for 19 passengers, and has a maximum takeoff
weight of 77,460 pounds.
Type Certification Basis
Under the provisions of 14 CFR 21.17, Dassault must show that the
Model Falcon 6X airplane meets the applicable provisions of part 25, as
amended by amendments 25-1 through 25-146.
If the Administrator finds that the applicable airworthiness
regulations (e.g., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Dassault Model Falcon 6X airplane
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Dassault Model Falcon 6X airplane must comply with the
fuel-vent and exhaust-emission requirements of 14 CFR part 34, and the
noise-certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec. 11.38, and they become part of the type
certification basis under Sec. 21.17(a)(2).
Novel or Unusual Design Features
The Dassault Model Falcon 6X airplane will incorporate the
following novel or unusual design features:
A high-incidence protection system that replaces the stall warning
system during normal operating conditions, prohibits the airplane from
stalling, limits the angle of attack at which the airplane can be flown
during normal low speed operation, and cannot be overridden by the
flight crew. The application of this angle-of-attack limit impacts the
stall speed determination, the stall characteristics and stall-warning
demonstration, and the longitudinal handling characteristics. The
current airworthiness standards do not contain adequate safety
standards for the unique features of the high-incidence protection
system.
Discussion
The high-incidence protection system prevents the airplane from
stalling at low speeds and, therefore, a stall-warning system is not
needed during normal flight conditions. However, during failure
conditions, which are not shown to be extremely improbable, the
requirements of Sec. Sec. 25.203 and 25.207 apply, although slightly
modified. If there are failures not shown to be extremely improbable,
the flight characteristics at the AoA for C<INF>Lmax</INF> must be
suitable in the traditional sense, and stall warning must be provided
in a conventional manner.
These special conditions address this novel or unusual design
feature on the Dassault Model Falcon 6X and contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
Applicability
As discussed above, these special conditions are applicable to the
Dassault Model Falcon 6X airplane. Should Dassault apply at a later
date for a change to the type certificate to include another model
incorporating the same novel or unusual design feature, these special
conditions would apply to that model as well.
Conclusion
This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Dassault Aviation Model Falcon 6X
airplanes.
Special Conditions Part I: Stall Protection and Scheduled Operating
Speeds
Foreword
In the following paragraphs, ``in icing conditions'' means with the
ice
[[Page 32953]]
accretions (relative to the relevant flight phase) as defined in 14 CFR
part 25, Amendment 121, appendix C.
(a) Definitions
These special conditions address novel or unusual design features
of the Dassault Model Falcon 6X airplane and use terminology that does
not appear in 14 CFR part 25. For the purpose of these special
conditions, the following terms describe certain aspects of these novel
or unusual design feature:
(1) High-Incidence Protection System
A system that operates directly and automatically on the airplane's
flight controls to limit the maximum angle of attack (AoA) that can be
attained to a value below that at which an aerodynamic stall would
occur.
(2) Alpha-Limit
The maximum AoA at which the airplane stabilizes with the high-
incidence protection system operating and the longitudinal control held
on its aft stop.
(3) V<INF>min</INF>
The minimum steady flight speed in the airplane configuration under
consideration with the high-incidence protection system operating. See
section (c) of these special conditions.
(4) V<INF>min1g</INF>
V<INF>min</INF> corrected to 1-g conditions. See section (c)(3). of
these special conditions. It is the minimum calibrated airspeed at
which the airplane can develop a lift force normal to the flight path
equal to its weight, while at an AoA not greater than that determined
for V<INF>min</INF>.
(b) Capability and Reliability of the High-Incidence Protection System
The applicant must establish the capability and reliability of the
high incidence protection system. The applicant may establish this
capability and reliability by flight test, simulation, or analysis as
appropriate. The capability and reliability required are:
(1) It must not be possible during pilot-induced maneuvers to
encounter a stall and handling characteristics must be acceptable, as
required by section (e) of these Special Conditions.
(2) The airplane must be protected against stalling due to the
effects of wind-shears and gusts at low speeds as required by section
(f) of these Special Conditions.
(3) The ability of the high-incidence protection system to
accommodate any reduction in stalling incidence must be verified in
icing conditions.
(4) The high-incidence protection system must be provided in each
abnormal configuration of the high lift devices that is likely to be
used in flight following system failures.
(5) The reliability of the system and the effects of failures must
be acceptable in accordance with Sec. 25.1309.
(c) Minimum Steady Flight Speed and Reference Stall Speed
In lieu of Sec. 25.103, the following requirements apply:
(1) The minimum steady flight speed, V<INF>min</INF>, is the final,
stabilized, calibrated airspeed obtained when the airplane is
decelerated until the longitudinal control is on its stop in such a way
that the entry rate does not exceed 1 knot per second.
(2) The minimum steady flight speed, V<INF>min</INF>, must be
determined in icing and non-icing conditions with:
(i) The high-incidence protection system operating normally.
(ii) Idle thrust and automatic thrust system (if applicable)
inhibited;
(iii) All combinations of flaps setting and landing gear position
for which V<INF>min</INF> is required to be determined;
(iv) The weight used when reference stall speed, V<INF>SR</INF>, is
being used as a factor to determine compliance with a required
performance standard;
(v) The most unfavorable center of gravity allowable; and
(vi) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(3) The 1-g minimum steady-flight speed, V<INF>min</INF>1g, is the
minimum calibrated airspeed at which the airplane can develop a lift
force (normal to the flight path) equal to its weight, while at an
angle of attack not greater than that at which the minimum steady
flight speed of section (c)(1) was determined. It must be determined in
icing and non-icing conditions.
(4) The reference stall speed, V<INF>SR</INF>, is a calibrated
airspeed defined by the applicant. V<INF>SR</INF> may not be less than
a 1g stall speed. V<INF>SR</INF> must be determined in non-icing
conditions and expressed as:
[GRAPHIC] [TIFF OMITTED] TR23MY23.017
Where:
Calibrated airspeed obtained when the load factor-corrected lift
coefficient
[GRAPHIC] [TIFF OMITTED] TR23MY23.018
is first a maximum during the maneuver prescribed in section
(c)(5)(viii) of this paragraph,
n<INF>zw</INF> = Load factor normal to the flight path at
V<INF>CLmax</INF>,
W = Airplane gross weight,
S = Aerodynamic reference wing area; and
q = Dynamic pressure.
(5) V<INF>CLmax</INF> is determined in non-icing conditions with:
(i) Engines idling, or, if that resultant thrust causes an
appreciable decrease in stall speed, not more than zero thrust at the
stall speed;
(ii) The airplane in other respects (such as flaps and landing
gear) in the condition existing in the test or performance standard in
which V<INF>SR</INF> is being used;
(iii) The weight used when V<INF>SR</INF> is being used as a factor
to determine compliance with a required performance standard;
(iv) The center of gravity position that results in the highest
value of reference stall speed;
(v) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system, but not less than 1.13 V<INF>SR</INF> and
not greater than 1.3 V<INF>SR</INF>;
(vi) Reserved.
(vii) The high-incidence protection system adjusted, at the option
of the applicant, to allow higher incidence than is possible with the
normal production system; and
(viii) Starting from the stabilized trim condition, apply the
longitudinal control to decelerate the airplane so that the speed
reduction does not exceed 1 knot per second.
(d) Stall Warning
In lieu of Sec. 25.207, the following requirements apply:
(1) Normal Operation
If the design meets all conditions of Part 1, section (b) of these
special conditions, then the airplane need not provide stall warning
during normal operation. The conditions of section (b) provide an
equivalent level of safety to Sec. 25.207, Stall Warning, so the
provision of an additional, unique warning device is not required.
(2) High-Incidence Protection System Failure
For any failure of the high-incidence protection system that the
applicant cannot show to be extremely improbable, and that results in
the capability of the system no longer satisfying conditions (b)(1),
(b)(2), and (b)(3), the design must provide stall warning that protects
against encountering unacceptable characteristics and against
encountering stall.
(i) This stall warning, with the flaps and landing gear in any
normal position, must be clear and distinctive to the pilot and meet
the requirements
[[Page 32954]]
specified in conditions (d)(2)(iv) and (d)(2)(v) below.
(ii) The design must also provide this stall warning in each
abnormal configuration of the high lift devices that is likely to be
used in flight following system failures.
(iii) The design may furnish this stall warning either through the
inherent aerodynamic qualities of the airplane or by a device that will
give clearly distinguishable indications under expected conditions of
flight. However, a visual stall warning device that requires the
attention of the crew within the flight deck is not acceptable by
itself. If a warning device is used, it must provide a warning in each
of the airplane configurations prescribed in condition (d)(2)(i) above
and for the conditions prescribed below in conditions (d)(2)(iv) and
(d)(2)(v) below.
(iv) In non-icing conditions, stall warning must provide sufficient
margin to prevent encountering unacceptable characteristics and
encountering stall in the following conditions:
(A) In power-off straight deceleration not exceeding 1 knot per
second to a speed 5 knots or 5 percent calibrated airspeed (CAS),
whichever is greater, below the warning onset.
(B) In turning flight, stall deceleration at entry rates up to 3
knots per second when recovery is initiated not less than 1 second
after the warning onset.
(v) In icing conditions, stall warning must provide sufficient
margin to prevent encountering unacceptable characteristics and
encountering stall, in power off straight and turning flight
decelerations not exceeding 1 knot per second, when the pilot starts a
recovery maneuver not less than three seconds after the onset of stall
warning.
(vi) An airplane is considered stalled when the behavior of the
airplane gives the pilot a clear and distinctive indication of an
acceptable nature that the airplane is stalled. Acceptable indications
of a stall, occurring either individually or in combination are:
(A) A nose-down pitch that cannot be readily arrested;
(B) Buffeting, of a magnitude and severity that is strong and
effective deterrent to further speed reduction; or
(C) The pitch control reaches the aft stop and no further increase
in pitch attitude occurs when the control is held full aft for a short
time before recovery is initiated.
(vii) An aircraft exhibits unacceptable characteristics during
straight or turning flight decelerations if it is not always possible
to produce and to correct roll and yaw by unreversed use of aileron and
rudder controls, or abnormal nose-up pitching occurs.
(e) Handling Characteristics at High Incidence
In lieu of both Sec. 25.201 and Sec. 25.203, the following apply:
(1) High-Incidence Handling Demonstrations
In lieu of Sec. 25.201: the following apply:
(i) Maneuvers to the limit of the longitudinal control, in nose-up
pitch, must be demonstrated in straight flight and in 30-degree banked
turns with:
(A) The high-incidence protection system operating normally;
(B) Initial power conditions of:
(1) Power off; and
(2) The power necessary to maintain level flight at 1.5
V<INF>SR1,</INF> where V<INF>SR1</INF> is the reference stall speed
with flaps in approach position, the landing gear retracted, and
maximum landing weight;
(C) None;
(D) Flaps, landing gear, and deceleration devices in any likely
combination of positions;
(E) Representative weights within the range for which certification
is requested; and
(F) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(ii) The following procedures must be used to show compliance in
non-icing and icing conditions:
(A) Starting at a speed sufficiently above the minimum steady
flight speed to ensure that a steady rate of speed reduction can be
established, apply the longitudinal control so that the speed reduction
does not exceed 1 knot per second until the control reaches the stop.
(B) The longitudinal control must be maintained at the stop until
the airplane has reached a stabilized flight condition and must then be
recovered by normal recovery techniques.
(C) Maneuvers with increased deceleration rates:
(1) In non-icing conditions, the requirements must also be met with
increased rates of entry to the incidence limit, up to the maximum rate
achievable.
(2) In icing conditions, with the anti-ice system working normally,
the requirements must also be met with increased rates of entry to the
incidence limit, up to 3 knots per second.
(D) Maneuvers with ice accretion prior to operation of the normal
anti-ice system: With the ice accretion prior to operation of the
normal anti-ice system, the requirement must also be met in
deceleration at 1 knot per second up to full back stick.
(2) Characteristics in High-Incidence Maneuvers
In lieu of Sec. 25.203, the following apply in icing and non-icing
conditions:
(i) Throughout maneuvers with a rate of deceleration of not more
than 1 knot per second, both in straight flight and in 30-degree banked
turns, the airplane's characteristics must be as follows:
(A) There must not be any abnormal nose-up pitching.
(B) There must not be any uncommanded nose-down pitching, which
would be indicative of stall. However reasonable attitude changes
associated with stabilizing the incidence at Alpha limit as the
longitudinal control reaches the stop would be acceptable.
(C) There must not be any uncommanded lateral or directional motion
and the pilot must retain good lateral and directional control, by
conventional use of the controls, throughout the maneuver.
(D) The airplane must not exhibit buffeting of a magnitude and
severity that would act as a deterrent from completing the maneuver
specified in (e)(1)(i).
(ii) In maneuvers with increased rates of deceleration, some
degradation of characteristics is acceptable, associated with a
transient excursion beyond the stabilized Alpha-limit. However, the
airplane must not exhibit dangerous characteristics or characteristics
that would deter the pilot from holding the longitudinal control on the
stop for a period of time appropriate to the maneuver.
(iii) It must always be possible to reduce incidence by
conventional use of the controls.
(iv) The rate at which the airplane can be maneuvered from trim
speeds associated with scheduled operating speeds, such as
V<INF>2</INF> and V<INF>REF</INF> up to Alpha-limit, must not be unduly
damped or be significantly slower than can be achieved on
conventionally controlled transport airplanes.
(3) Characteristics Up to Maximum Lift Angle of Attack
(i) In non-icing conditions:
Maneuvers with a rate of deceleration of not more than 1 knot per
second up to the AoA at which V<INF>CLmax</INF> was obtained, as
defined in section (c) of these special conditions, must be
demonstrated in straight flight and in 30-degree banked turns in the
following configurations:
(A) The high-incidence protection deactivated or adjusted, at the
option of the applicant, to allow higher incidence than is possible
with the normal production system;
[[Page 32955]]
(B) Automatic thrust increase system inhibited (if applicable);
(C) Engines idling;
(D) Flaps and landing gear in any likely combination of positions;
and
(E) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(ii) In icing conditions:
Maneuvers with a rate of deceleration of not more than 1 knot per
second up to the maximum AoA reached during maneuvers from section
(e)(1)(ii)(C)(2) must be demonstrated in straight flight with:
(A) The high-incidence protection deactivated or adjusted, at the
option of the applicant, to allow higher incidence than is possible
with the normal production system;
(B) Automatic thrust increase system inhibited (if applicable);
(C) Engines idling;
(D) Flaps and landing gear in any likely combination of positions;
and
(E) The airplane trimmed for straight flight at a speed achievable
by the automatic trim system.
(iii) During the maneuvers used to show compliance with sections
(e)(3)(i) and (e)(3)(ii) above, the airplane must not exhibit dangerous
characteristics and it must always be possible to reduce AoA by
conventional use of the controls. The pilot must retain good lateral
and directional control, by conventional use of the controls,
throughout the maneuver.
(f) Atmospheric Disturbances
Operation of the high-incidence protection system must not
adversely affect aircraft control during expected levels of atmospheric
disturbances, nor impede the application of recovery procedures in case
of wind-shear. This must be demonstrated in non-icing and icing
conditions.
(g) Proof of Compliance
In lieu of Sec. 25.21(b), the design must meet the following
requirement:
(b) The flying qualities must be evaluated at the most unfavorable
center-of-gravity (CG) position.
(h) Sections 25.145(a), 25.145(b)(6), and 25.1323(d)
The design must meet the following modified requirements:
<bullet> Section 25.145(a) ``V<INF>min</INF>'' in lieu of ``stall
identification''
<bullet> Section 25.145(b)(6) ``V<INF>min</INF>'' in lieu of
V<INF>SW</INF>
<bullet> Section 25.1323(d) ``From 1.23 V<INF>SR</INF> to
V<INF>min</INF>. . .,'' in lieu of ``1.23 V<INF>SR</INF> to stall
warning speed. . .,'' and ``speeds below V<INF>min</INF>. . .'' in lieu
of ``speeds below stall warning. . .''.
Special Conditions Part II: Credit for Robust Envelope Protection in
Icing Conditions
(a) In lieu of Sec. 25.21(g)(1), the following requirement
applies: Sec. 25.21, Proof of compliance:
(g) The requirements of this subpart associated with icing
conditions apply only if certification for flight in icing conditions
is desired. If certification for flight in icing conditions is desired,
the following requirements also apply (see AC 25-25):
(1) Each requirement of this subpart, except Sec. Sec. 25.121(a),
25.123(c), 25.143(b)(1) and (b)(2), 25.149, 25.201(c)(2), 25.207(c) and
(d), and 25.251(b) through (e), must be met in icing conditions.
Compliance must be shown using the ice accretions defined in appendix
C, assuming normal operation of the airplane and its ice protection
system in accordance with the operating limitations and operating
procedures established by the applicant and provided in the Airplane
Flight Manual.
(b) In lieu of Sec. 25.103, define the stall speed as provided in
Special Conditions Part I, section (c).
(c) In lieu of Sec. 25.105(a)(2)(i), the following applies:
Section 25.105, Take-off:
(2) In icing conditions, if in the configuration of Sec. 25.121(b)
with the ``Take-off Ice'' accretion defined in appendix C:
(i) the V<INF>2</INF> speed scheduled in non-icing conditions does
not provide the maneuvering capability specified in Sec. 25.143(h) for
the takeoff configuration, or
(d) In lieu of Sec. 25.107(c) and (g), the following apply, with
additional sections (c') and (g'):
Section 25.107, Take-Off Speeds:
(c) In non-icing conditions V<INF>2</INF>, in terms of calibrated
airspeed, must be selected by the applicant to provide at least the
gradient of climb required by Sec. 25.121(b) but may not be less
than--
(1) V<INF>2min</INF>;
(2) V<INF>R</INF> plus the speed increment attained (in accordance
with Sec. 25.111(c)(2)) before reaching a height of 35 feet above the
takeoff surface; and
(3) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(c') in icing conditions with the ``take-off ice'' accretion
defined in part 25, appendix C, V<INF>2</INF> may not be less than--
(1) the V<INF>2</INF> speed determined in non-icing conditions; and
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(g) In non-icing conditions, V<INF>FTO</INF>, in terms of
calibrated airspeed, must be selected by the applicant to provide at
least the gradient of climb required by Sec. 25.121(c), but may not be
less than--
(1) 1.18 V<INF>SR</INF>; and
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(g') in icing conditions with the ``Final take-off ice'' accretion
defined in part 25, appendix C, V<INF>FTO</INF> may not be less than--
(1) the V<INF>FTO</INF> speed determined in non-icing conditions.
(2) A speed that provides the maneuvering capability specified in
Sec. 25.143(h).
(e) In lieu of Sec. Sec. 25.121(b)(2)(ii)(A), 25.121(c)(2)(ii)(A),
and 25.121(d)(2)(ii), the following apply:
Section 25.121, Climb: One-Engine Inoperative:
In lieu of Sec. 25.121(b)(2)(ii)(A):
(A) The V<INF>2</INF> speed scheduled in non-icing conditions does
not provide the maneuvering capability specified in Sec. 25.143(h) for
the take-off configuration; or
In lieu of Sec. 25.121(c)(2)(ii)(A):
(A) The V<INF>FTO</INF> speed scheduled in non-icing conditions
does not provide the maneuvering capability specified in Sec.
25.143(h) for the en-route configuration; or
In lieu of Sec. 25.121(d)(2)(ii):
(d)(2) The requirements of sub-paragraph (d)(1) of this paragraph
must be met:
(ii) In icing conditions with the approach ice accretion defined in
part 25, appendix C, in a configuration corresponding to the normal
all-engines-operating procedure in which V<INF>min</INF>1g for this
configuration does not exceed 110% of the V<INF>min</INF>1g for the
related all-engines-operating landing configuration in icing, with a
climb speed established with normal landing procedures, but not more
than 1.V<INF>SR</INF> (V<INF>SR</INF> determined in non-icing
conditions).
(f) In lieu of Sec. 25.123(b)(2)(i), the following requirements
apply:
Section 25.123, En-route flight paths.
(i) The minimum en-route speed scheduled in non-icing conditions
does not provide the maneuvering capability specified in Sec.
25.143(h) for the en-route configuration; or
(g) In lieu of Sec. 25.125(b)(2)(ii)(B), replace with the
following requirements and remove Sec. 25.125(b)(2)(ii)(C):
Section 25.125, Landing.
(B) A speed that provides the maneuvering capability specified in
Sec. 25.143(h) with the landing ice accretion defined in part 25,
appendix C.
(C) [removed].
(h) In lieu of Sec. 25.143(j)(1), the following applies:
[[Page 32956]]
Section 25.143, General.
(1) The airplane is controllable in a pull-up maneuver up to 1.5g
load factor or lower if limited by AoA protection.
(i) In lieu of Sec. 25.207, Stall warning, change to read as the
requirements defined in Part I Special Conditions, section (d).
Issued in Des Moines, Washington, on May 18, 2023.
Suzanne A. Masterson,
Acting Manager, Technical Policy Branch, Policy and Standards Division,
Aircraft Certification Service.
[FR Doc. 2023-10971 Filed 5-22-23; 8:45 am]
BILLING CODE 4910-13-P
</pre><script data-cfasync="false" src="/cdn-cgi/scripts/5c5dd728/cloudflare-static/email-decode.min.js"></script></body>
</html>Indexed from Federal Register on May 23, 2023.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.