23.1399 23.1401 23.1411 Color specifications. Riding light. Anticollision light system. SAFETY EQUIPMENT Accessibility. gory. Flight conditions. A23.13 Control system loads. APPENDIX B CONTROL SURFACE LOADINGS B23.1 General. B23.11 Control surface loads. APPENDIX C-BASIC LANDING CONDITIONS C23.1 Basic landing conditions. APPENDIX D-WHEEL SPIN-UP LOADS D23.1 Wheel spin-up loads. APPENDIX E-LIMITED WEIGHT CREDIT FO AIRPLANES EQUIPPED WITH STANDBY POWER AUTHORITY: The provisions of this Pa 23 issued under secs. 313, 601, 603, 72 Sta 752, 775; 49 U.S.C. 1354, 1421, 1423. SPECIAL FEDERAL REGULATIONS 1. Applicability. An applicant is entitled to a type certificate in the normal category for a reciprocating or turbopropeller multi engine powered small airplane that is to b certificated to carry more than 10 occupant and that is intended for use in operation under Part 135 of the Federal Aviation Regu lations if he shows compliance with the appli cable requirements of Part 23 of the Federa Aviation Regulations, as supplemented or modified by the additional airworthiness requirements of this regulation. 2. References. Unless otherwise provided, all references in this regulation to specific sections of Part 23 of the Federal Aviation Regulations are those sections of Part 23 in effect on March 30, 1967. FLIGHT REQUIREMENTS 3. General. Compliance must be shown with the applicable requirements of Subpart B of Part 23 of the Federal Aviation Regulations in effect on March 30, 1967, as supplemented or modified in sections 4 through 10 of this regulation. PERFORMANCE 4. General. (a) Unless otherwise prescribed in this regulation, compliance with each applicable performance requirement in sections 4 through 7 of this regulation must be shown for ambient atmospheric conditions and still air. (b) The performance must correspond to the propulsive thrust available under the particular ambient atmospheric conditions and the particular flight condition. The available propulsive thrust must correspond to engine power or thrust, not exceeding the approved power or thrust less (1) Installation losses; and (2) The power or equivalent thrust absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition. (c) Unless otherwise prescribed in this regulation, the applicant must select the takeoff, en route, and landing configurations for the airplane. (d) The airplane configuration may vary with weight, altitude, and temperature, to the extent they are compatible with the operating procedures required by paragraph (e) of this section. (e) Unless otherwise prescribed in this regulation, in determining the critical engine inoperative takeoff performance, the accelerate-stop distance, takeoff distance, changes in the airplane's configuration, speed, power, and thrust, must be made in accordance with procedures established by the applitant for operation in service. (f) Procedures for the execution of balked landings must be established by the applicant and included in the Airplane Flight Manual. (g) The procedures established under paragraphs (e) and (f) of this section must (1) Be able to be consistently executed in service by a crew of average skill; (2) Use methods or devices that are safe and reliable; and (3) Include allowance for any time delays, In the execution of the procedures, that may reasonably be expected in service. 5. Takeoff (a) General. The takeoff speeds described in paragraph (b), the accelerate stop distance described in paragraph (c), and the takeoff distance described in paragraph (d), must be determined for (1) Each weight, altitude, and ambient temperature within the operational limits selected by the applicant; (2) The selected configuration for takeoff; (3) The center of gravity in the most unfavorable position; (4) The operating engine within approved operating limitation; and (5) Takeoff data based on smooth, dry, hard-surface runway. (b) Takeoff speeds. (1) The decision speed V1 is the calibrated airspeed on the ground at which, as a result of engine failure or other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff. The speed V1 must be selected by the applicant but may not be less than (i) 1.10V81; (ii) 1.10Vмc; (iii) A speed that permits acceleration to V1 and stop in accordance with paragraph (c) allowing credit for an overrun distance equal to that required to stop the airplane from a ground speed of 35 knots utilizing maximum braking; or (iv) A speed at which the airplane can be rotated for takeoff and shown to be adequate to safely continue the takeoff, using normal piloting skill, when the critical engine is suddenly made inoperative. (2) Other essential takeoff speeds necessary for safe operation of the airplane must be determined and shown in the Airplane Flight Manual. (c) Accelerate-stop distance. (1) The accelerate-stop distance is the sum of the distances necessary to (i) Accelerate the airplane from a standing start to V1; and (ii) Decelerate the airplane from V1 to a speed not greater than 35 knots, assuming that in the case of engine failure, failure of the critical engine is recognized by the pilot at the speed V1. The landing gear must remain in the extended position and maximum braking may be utilized during deceleration. (2) Means other than wheel brakes may be used to determine the accelerate-stop distance if that means is available with the critical engine inoperative and— (i) Is safe and reliable; (ii) Is used so that consistent results can be expected under normal operating conditions; and (iii) Is such that exceptional skill is not required to control the airplane. (d) All engines operating takeoff distance. The all engine operating takeoff distance is the horizontal distance required to takeoff and climb to a height of 50 feet above the takeoff surface according to procedures in FAR 23.51(a). (e) One-engine-inoperative takeoff. The maximum weight must be determined for each altitude and temperature within the operational limits established for the air plane, at which the airplane has takeoff capability after failure of the critical engine at or above V1 determined in accordance with paragraph (b) of this section. This capability may be established (1) By demonstrating a measurably positive rate of climb with the airplane in the takeoff configuration, landing gear extended; or (2) By demonstrating the capability of maintaining flight after engine failure utilizing procedures prescribed by the applicant. 6. Climb-(a) Landing climb: All-enginesoperating. The maximum weight must be determined with the airplane in the landing configuration, for each altitude, and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity and outof-ground effect in free air, at which the steady gradient of climb will not be less than 3.3 percent, with: (1) The engines at the power that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the takeoff position. (2) A climb speed not greater than the approach speed established under section 7 of this regulation and not less than the greater of 1.05мc or 1.10Vs1. (b) En route climb, one-engine-inoperative. (1) the maximum weight must be determined with the airplane in the en route configuration, the critical engine inoperative, the remaining engine at not more than maximum continuous power or thrust, and the most unfavorable center of gravity, at which the gradient at climb will be not less than (i) 1.2 percent (or a gradient equivalent to 0.02Vse2, if greater) at 5,000 feet and an ambient temperature of 41° F.; or (ii) 0.6 percent (or a gradient equivalent to 0.01Vs02, if greater) at 5,000 feet and ambient temperature of 81° F. (2) The minimum climb gradient specifled in subdivisions (i) and (ii) of subparagraph (1) of this paragraph must vary linearly beween 41° F. and 81° F. and must change at the same rate up to the maximum operational temperature approved for the airplane. 7. Landing. The landing distance must be determined for standard atmosphere at each weight and altitude in accordance with FAR 23.75 (a), except that instead of the gliding approach specified in FAR 23.75 (a) (1), the landing may be preceded by a steady approach down to the 50-foot height at a gradient of descent not greater than 5.2 percent (3°) at a calibrated airspeed not less than 1.3VS1. TRIM 8. Trim-(a) Lateral and directional trim. The airplane must maintain lateral and directional trim in level flight at a speed of VH or VмO/Mмo, whichever is lower, with landing gear and wing flaps retracted. (b) Longitudinal trim. The airplane must maintain longitudinal trim during the fol lowing conditions, except that it need n maintain trim at a speed greater th VмO/Mмо: (1) In the approach conditions specifi in FAR 23.161 (c) (3) through (5), exce that instead of the speeds specified there trim must be maintained with a stick for of not more than 10 pounds down to a spec used in showing compliance with section of this regulation or 1.4 V1 whichever lower. (2) In level flight at any speed from Var VмO/MMо, whichever is lower, to either Vi 1.4VS1, with the landing gear and wing fla retracted. STABILITY 9. Static longitudinal stability. (a) 1 showing compliance with the provisions FAR 23.175(b) and with paragraph (b) this section, the airspeed must return i within 72 percent of the trim speed. (b) Cruise stability. The stick force cur must have a stable slope for a speed range 50 knots from the trim speed except th the speeds need not exceed Vrc/MFc or less than 1.4V81. This speed range will considered to begin at the outer extrem of the friction band and the stick force ma not exceed 50 pounds with (i) Landing gear retracted; (iii) The maximum cruising power selected by the applicant as an operatin limitation for turbine engines or 75 percer of maximum continuous power for recipro cating engines except that the power nee not exceed that required at Vмo/Mмo; (iv) Maximum takeoff weight; and (v) The airplane trimmed for level flight with the power specified in subparagraph (iii) of this paragraph. VFC/MFC may not be less than a speed midway between Vмо/Mмо and VDF/MDF, excep that, for altitudes where Mach number i the limiting factor, Mro need not excee the Mach number at which effective spee warning occurs. (c) Climb stability. For turbopropelle powered airplanes only. In showing compli ance with FAR 23.175(a), an applicant mus in lieu of the power specified in FAR 23.17 (a) (4), use the maximum power or thrus selected by the applicant as an operatin limitation for use during climb at the bes rate of climb speed except that the spee need not be less than 1.4V81. STALLS 10. Stall warning. If artificial stall warn ing is required to comply with the require ments of FAR 23.207, the warning devic must give clearly distinguishable indication under expected conditions of flight. The use of a visual warning device that requires th attention of the crew within the cockpit i not acceptable by itself. CONTROL SYSTEMS 11. Electric trim tabs. The airplane mus meet the requirements of FAR 23.677 and i |