(b) For non-required navigation and communication equipment that could be used for flight purpo ses and which have not been previously approved, an acceptable means of performance evaluation of these systems is provided in AC 23-8B, chapter 5, and AC 23.1309-1C. For optional equipment that has no functions that can be utilized by the flight crew for the purpose of flight (i.e., stereo receivers, television sets, tape players, etc.), the intended function is considered to be the lack of any hazardous failure modes and the non-interference with other required equipment installed in the airplane. Evaluation of these systems should address only those failure modes or performance qualities that would directly result in hazard (fire, smoke, explosion, etc.) or indirectly affect safety by interfering with the operation of required equipment. Typically, FAA flight test pilot observation is adequate to determine any affects of interference. Non-flight related functions do not need to be evaluated. An acceptable method of evaluating adverse effects and minimizing hazards in accordance with § 23.1309(a) is provided in AC 23.1309-1C.
(c) The requirements of § 23.1431 are self-e xplanatory and parallel the requirem ents of § 23.1309(a).
(d) The requirements of § 23.1311 pertain to the certification of electronic display instrum ent system installations. An acceptable means of compliance with the specific requirements of § 23.1311 are provided by AC 23.1311-1A.
(e) For communication and navigation equipment with previous installation approvals, an acceptable m eans of performance evaluation of these systems is outlined below (the intent is to verify the installation, not the ability of the already proven system):
1. Very High Frequency (VHF ) Communication Transceivers. For VFR, establish satisfactory communications with the tower while on the airport ramp and in flight at 20+/-5 Nautical Mile (NM) and the higher of 2,000 feet Above Ground Level (AGL) or Minim um Obstruction Clearance Altitude (MOCA). The flight path relative to the tower includes toward, away, 90 degrees right and 90 degrees left while in level flight at cruise power.
2. VHF Navigation Receivers . For VFR, tune to a Visual Omni Test (VOT), or use a Visual Omni Range (VOR) checkpoint (+/-4 degrees tolerance), and fly to a VOR airborne checkpoint and check for accuracy within IFR tolerances (+/-6 degrees). The audio signal must be clearly audible.
3. VHF Area Navigation (RNAV) Systems . VFR only: establish waypoint over known position and confirm accuracy, per the manufacturer's instructions. IFR approvals may be done in accordance with AC 20-121A, AC 20-130A, or applicable Global Positioning System (GPS) certification guidance.
4. Automatic Direction Finde r (ADF) Navigation Systems. For VFR, tune to known station; check bearing indication against known position, on the ground and at 2,000 feet AGL, or MOCA, (whichever is higher) at 20+/-5 NM, for two positions. Errors must not exceed +/- 5 degrees, and the aural signal must be clearly audible.
5. Transponders, Mode A . For VFR, ask approach control or center to confirm operation, in the traffic pattern and at 2,000 feet AGL or MOCA (whichever is higher), at 20 NM.
6. Transponders, Mode C . For VFR, same as (v), also requesting altitude check, starting at 2,000 feet AGL, or MOCA (whichever is greater), and continuing every 2,500 feet up to 90 percent of service ceiling; starting the climb at 10 NM and ending at 80 NM from the station.
7. Long Range Navigation Communication (LORAN-C) Systems . Use VFR only criteria of AC 20-121A.
8. Electro Magnetic Compatibility . With all systems exercised in flight, verify by observation that no adverse effects are present in the installed equipment.
v. Equipment Systems and Installation .
(1) Regulation Reference . Section 23.1309.
(2) Discussion . For those airplanes with equipment installations where a single failure would not cause loss of safe flight capability, or if not limited to VFR operation, a failure would not result in a significant reduction in the ability of the crew to cope with adverse operating conditions, § 23.1309(a) is applicable. An example would be loss of the primary attitude indicator during an IFR flight where the pilot can maintain control of the airplane by other means such as use of a secondary attitude indicator or use of partial-panel piloting techniques. In this instance, further evaluation would not be needed other than the requirements of § 23.1309(a), which addresses adverse effects on other equipment, the minimizing of hazards on single engine airplanes, and the prevention of hazards on multiengine airplanes. The methods of compliance outlined in AC
23.1309-1C, figure 1 and paragraph 7, are acceptable for evaluating these systems.
(a) For those airplanes with equipment installations whose fa ilure conditions are catastrophic, the requirem ents of § 23.1309(b) are also applicable. The methods of compliance outlined in AC 23.1309-1C, paragraphs 9 and 10 are acceptable for evaluation of these systems.
(b) The general considerations of § 23.1309(c) and (f) are self-explanatory and are applic able to all airplanes being evaluated. Paragraph (d) is applicable only to commuter category airplanes (this intent was inadvertently omitted with the adoption of amendment 23-41). Paragraph
(e) is applicable to all installations with critical or essential functions that are also susceptible to lightning threats and radio frequency energy threats (other than High Intensity Radiated Fields (HIRF). This is discussed in paragraph "5s" of this AC and in AC 23.1309-1C, paragraph 11.
(c) Those systems employing software in their design will need further evaluation.
AC 23.1309-1C, paragraph 12 discus ses this. AC 20-115B, and RTCA/DO-178B, is an acceptable means of assessing these systems.
w. Airplane Flight Manual .
(1) Regulations Reference . Sections 23.1581, 23.1585, and 23.1587.
(2) Discussion . For small airplanes, compliance is met by computing performance at two temperatures--standard day, and standard day +30 degrees Centigrade, and at least three altitudes for takeoff and landing distance and climb data expanded to a minimum of 10,000 feet altitude. A
presentation (the use of tables/charts rather than graphs) similar to that found in figure 13 is acceptable.
TAKE-OFF DISTANCE-FLAPS RETRACTED-HARD SURFACE RUNWAY @ 1600 LBS WT. & 68 KNOT CLIMB SPEED Sea Level (59F) 2500 FT (50F) 5000 FT (40F) 7500 FT (32F) Wind DISTANCE 50 FT ALT DISTANCE 50 FT ALT DISTANCE 1115 1985 1360 2440 10 500 1035 800 1250 780 1530 970 1875 20 305 730 395 890 505 1090 840 1375 Notes 1lIncrease the distances 10% for each 35F increase in temperature above standard for the particular altitude 2 For operation on dry, grass runway, increase distances (both "DISTANCE" and "Total to clear 50FT ALT".) by 7% of the "50FT ALT." figure.
MAXIMUM RATE-OF-CLIMB DATA @ 1600 LBS SEA LEVEL (69F) 5000 FT (41F) 10,000 FT (23F) JAS R.O.C. Fuel Used R.O.C. Fuel Used JAS R.O.C. Fuel Used Gal. S.L. GAL S.L. GAL.
74 670 0.6 71 440 1.6 67 220 3 Notes 1 Flaps retracted, full throttle, mixture leaned to smooth operation above 5000 FT.
2 Fuel used includes warm-up and take-off allowances 3 For hot weather, decrease rate of climb 15FT/min for each 10F above standard day temperature for particular altitude LANDING DISTANCE-FLAPS 40 DEGREES, POWER OFF HARD SURFACE RUNWAY--ZERO WIND @ 1600 LBS. & 60 KNOTS SEA LEVEL (59F) 5000 FT (50F) 5000 FT (41F) 7500 FT (32F) DISTANCE 50FT ALT DISTANCE 50FT ALT. DISTANCE 50FT ALT. DISTANCE 50FT ALT 445 1075 470 1135 495 1195 520 1255 Notes 1 Decrease the distances shown by 10% for each 4 knots increase in headwind 2 Increase the distance by 10% for each 60F temperature increase above standard.
3 For operation on a dry, grassy runway, increase distances ("Both "DISTANCE" and Total to clear 5OFT ALT.") by 20% of the " 50FT ALT." figure Figure 13 - PERFORMANCE CONTENT AND FORMAT 34