(4) AC 43.13-1B, Change 1, “Acceptable Methods, Techniques, and PracticesAircraft Inspection and Repair,” September 27, 2001.
(5) AC 43.13-2B, “Acceptable Methods, Techniques, and PracticesAircraft Alterations,” March 3, 2008.
(6) FAA-P-8110-2, Change 2, “Airship Design Criteria,” February 6, 1995.
NOTE: Republishing these documents, as a part of this AC, was not considered to be the best utilization of FAA resources.
c. Obtain a copy of the Technical Standard Order (TSO)s from the internet at http://rgl/faa/gov/.
(1) TSO-C9c, “Automatic Pilots,” September 16, 1960.
(2) TSO-C62e , “Aircraft Tires,” September 29, 2006.
(3) TSO-C22g, “Safety Belts,” March 5, 1993.
(4) TSO-C26d, “Aircraft Wheels, Brakes and Wheel/Brake Assemblies for Parts 23, 27 and 29 Aircraft,” October 14, 2004.
(5) TSO-C39b, “Aircraft Seats and Berths,” April 17, 1989.
(6) TSO-C55a, “Fuel and Oil Quantity Instruments,” June 8, 2007.
(7) TSO-C114, “Torso Restrain t Systems,” March 27, 1987.
(8) TSO-C127a, “Rotorcraft, Transport Airplane , and Normal and Utility Airplane Seating Systems,” August 21, 1998.
(9) TSO-C151b, “Terrain Awareness and Warning System,” December 17, 2002.
d. Industry Documents
(1) The RTCA documents listed below are available from RTCA, Inc., Suite 805, 1828 L Street, NW, Washington, DC 20036:
(a) RTCA/DO-160F, “Environmental Cond itions and Test Procedures for Airborne Equipment,” December 6, 2007.
(b) RTCA/DO-178B, “Software Considerat ions in Airborne Systems and Equipment Certification,” December 1, 1992.
(2) The documents listed as follows are av ailable from the Society of Automotive Engineers (SAE), Inc., 400 Commonwealth Drive, Warrendale, PA 15096:
(a) SAE Aerospace Recommended Practice (ARP), ARP 597D, “Wheels and Brakes, Supplementary Criteria for Design EnduranceCivil Transport Aircraft,” February 7, 2008.
(b) SAE ARP 813B, “Maintainability Reco mmendations for Aircraft Wheel and Brake Design,” February 1, 1995.
(c) SAE ARP 1619A, “Replacement and Modified Brakes and Wheels,” March 1, 2001.
(d) SAE Aerospace Information Report (AIR) 1064D, “Braking System Dynamics,” September 26, 2007.
(e) SAE Aerospace Standard AS1145B, “Air craft Brake Temperature Monitor System (BTMS),” February 1, 1998.
(f) SAE J384, “Motor Vehicle Seat Belt Anchorages-Test Procedure,” June 9, 1994.
(g) SAE Recommended Practice, June 2004 SAE Handbook, Volume 2, pages 33.08-33.09.
(h) SAE ARP 5412A, “Aircraft Lightning Environment and Related Test Waveforms,” February 21, 2005.
(i) SAE ARP 5414A, “Aircraft Light ning Zoning,” February 16, 2005.
(j) SAE ARP 5415A “Users Manual fo r Certification of Aircraft Electrical/Electronic Systems for the Indirect Effects of Lightning,” May 14, 2002.
(k) SAE ARP 5416, “Aircraft Lightning Test Methods, “March 17, 2005.”
(l) SAE ARP 5475, “Abuse Load Testing for In-Seat Deployable-Video Systems,” March 1, 2001.
(m) SAE ARP 5577, “Aircraft Li ghtning Direct Effects Certification,” September 30, 2002.
(3) The Underwriters Laboratories (UL), In c., document listed below can be obtained from Global Engineering Documents, 15 Inverness Way East, Englewood, CO 80112:
UL 61965, “Mechanical Safety for Cathode Ray Tubes,” August 26, 2009.
(4) General Aviation Manufacturers Associat ion (GAMA). GAMA publication can be purchased from the GAMA web site, http://www.gama.aero/pub:
7 GAMA publication No. 10, “Recommended Practices and Guidelines for Part 23 Cockpit/Flight Deck Design,” dated September 2000.
(5) American Society for Testing and Materials (ASTM). American Society for Testing and Materials (ASTM) Manual 36, “Safe Use of Oxygen and Oxygen Systems:
Handbook for Design, Operation, and Maintenance”,:Second Edition, January 2007, may be purchased from ASTM online at http://www.astm.org/BOOKSTORE/PUBS/1373.htm.
e. European Aviation Safety Agency (EASA) Documents. EASA Certification Specifications (CS-23/Amdt 1) and guidance materials, Acceptable Means of Compliance, (AMC) Effective February 12, 2009, are available from the EASA website at www.easa.europa.eu/agency-measures/certification-specifications.php.
7. RELATED 14 CFR, PART 23 REGULATIONS.
§ 23.75, Landing distance
§ 23.141, Flight Characteristics-General
§ 23.143, Controllability and Maneuverability-General
§ 23.145, Longitudinal control
§ 23.201, Wings level stall
§ 23.231, Ground and Water Handling Characteristics- Longitudinal stability and control
§ 23.233, Directional stability and control
§ 23.253, High speed characteristics
§ 23.303, Factor of safety
§ 23.305, Strength and deformation
§ 23.307, Proof of structure
§ 23.335, Design airspeeds
§ 23.345, High lift devices
§ 23.351, Yawing conditions
§ 23.365, Pressurized cabin loads
§ 23.395, Control system loads
§ 23.397, Limit control forces and torques
§ 23.405, Secondary control system
§ 23.473, Ground load conditions and assumptions
§ 23.477, Landing gear arrangement
§ 23.479, Level landing conditions
§ 23.481, Tail down landing conditions
§ 23.483, One-wheel landing conditions
§ 23.485, Side load conditions
§ 23.493, Braked roll conditions
§ 23.505, Supplementary conditions for ski-planes
§ 23.521, Water load conditions
§ 23.561 Emergency Landing Conditions- General
§ 23.562, Emergency landing dynamic conditions
§ 23.601, Design and Construction- General
§ 23.603, Materials and workmanship
§ 23.613, Material strength properties and design values
§ 23.655, Control Surfaces- Installation
§ 23.955, Fuel flow
§ 23.959, Unusable fuel supply
§ 23.961, Fuel system hot weather operation
§ 23.991, Fuel pumps
§ 23.993, Fuel system lines and fittings
§ 23.995, Fuel valves and controls
§ 23.997, Fuel strainer or filter
§ 23.1019, Oil strainer or filter
§ 23.1121, Exhaust System- General
§ 23.1123, Exhaust system
§ 23.1182, Nacelle areas behind firewalls
§ 23.1183, Lines, fittings, and components
§ 23.1191, Firewalls
§ 23.1203, Fire detector system
§ 23.1505, Airspeed limitations
§ 23.1525, Kinds of operation
§ 23.1527, Maximum operating altitude
§ 23.1529, Instructions for Continued Airworthiness
§ 23.1541, Markings and Placards- General
§ 23.1543, Instrument markings: General
§ 23.1545, Airspeed indicator
§ 23.1547, Magnetic direction indicator
§ 23.1549, Powerplant and auxiliary power unit instruments
§ 23.1551, Oil quantity indicator
§ 23.1553, Fuel quantity indicator
§ 23.1555, Control markings
§ 23.1557, Miscellaneous markings and placards
§ 23.1559, Operating limitations placard
§ 23.1581, Airplane Flight Manual and Approved Manual material- General
§ 23.1583, Operating limitations
§ 23.1585, Operating procedures
Appendix F to Part 23, Test Procedure (Flammability)
11 Chapter 1 – Subpart D-Design and Construction
Section 1. Control Systems
23.671 General
No FAA policy is available as of December 31, 2007. EASA AMC effective November 13, 2003, AMC 23.671 is acceptable for FAA certification.
This rule was adopted on February 1, 1965 as a recodification of Civil Air Regulations (CAR), CAR 3.335.
23.672 Stability augmentation and automatic and power-operated systems
There are no corresponding rule or airworthiness criteria in CAR 3 or the Airship Design Criteria.
Amendment 23-45 and Subsequent
This rule is applicable only if the system is required to show compliance with the flight characteristic requirements of part 23.
This amendment adopted a proposed revision in NPRM 90-18 that stated: “This proposal would provide criteria for approval of those stability augmentation, automatic, and poweroperated systems whose performance is essential to flight safety. The proposed § 23.672 is similar to § 5.672 and, as part 25, the warning system requirement relating to control system activation is not intended to preclude installing tactile warning devices, such as control system shakers activated independently for other purposes.”
NOTE: Section 5.672 in above quote is incorrect. It should be § 25.672.
This requirement would not apply to a simple downspring or a bobweight stability device as affirmed by Final Rule, Docket 26269.
23.673 Primary flight controls
No policy available as of December 31, 2007.
The corresponding rule in CAR 3 is CAR 3.336.
23.675 Stops
No policy available as of December 31, 2007.
The corresponding rule in CAR 3 is CAR 3.340.
23.677 Trim Systems
The corresponding rule in CAR 3 is CAR 3.337.
The corresponding airworthiness criteria is section 4.16, Airship Design Criteria, FAA-P-8110-2, Change 2.
Original Issue and Subsequent
The trim system should prevent inadvertent, improper or abrupt trim operation. The direction of trim movement and its relation to its range of adjustment should be designed to prevent confusion.
Trim devices should be designed to continue normal operation with one failure of any connecting or transmitting element in the primary flight control system for (1) longitudinal trim in a single-engine airplane, and (2) longitudinal and directional trim in multiengine airplanes.
Amendment 23-7 and Subsequent
The amendment requires there be adequate control for safe flight and landing (rather than to “continue normal operation”) using the trim devices following the failure of a connecting/transmitting element in the primary controls. Thus, the control system element failure must not cause a failure of the trim system.
Failures of the trim system must not prevent safe flight and landing.
This amendment is clarified by Final Rule, Docket 8083 as follows: “The notice proposed to amend § 23.677 to make it clear that operation of the trim system may not be dependent upon the primary control system and that failures of the primary control system may not prevent safe flight and landing. Comments were received objecting to the proposal on the ground that it exceeded the part 25 requirements for transport category airplanes, and that it would improperly and undesirably change trim response and make compliance tests extremely hazardous. The FAA does not agree. The trim requirement is merely one of a number of control system requirements that must be considered as a total requirement. There is, therefore, no comparison between individual provisions in parts 23 and 25. Service experience with existing airplanes does not indicate that the proposal will improperly and undesirably change trim response or that compliance testing will be hazardous.
Furthermore, trim response equal to primary flight control response will not necessarily be needed to comply with the proposal. All that is required is that there be adequate control for safe flight and landing.”
16 Amendment 23-34 and Subsequent
Section 23.677(d) was added by Amendment 23-34 which was only applicable to commuter category airplanes.
Probable powered trim runaways should be demonstrated for all part 23 airplanes so equipped. See AC 23-8C, “Flight Test Guide for Certification of Part 23 Airplanes,” for the procedure.
Even if trim runaways have been determined to be unlikely using the guidance in AC 23.1309-1E, “System Safety Analysis and Assessment for Part 23 Airplanes,” appropriate trim runaway demonstrations in all axes are required to demonstrate the airplane has no unsafe features. The FAA has accepted demonstration of control-restrained trim runaways during malfunction testing for systems without a monitor/limiter regardless of the reliability and those with a monitor/limiter whose reliability is greater than probable. However, the FAA has determined this procedure is not acceptable in itself for failure conditions shown to be greater than major. To allow expansion of the 0 to 2g envelope, as specified in AC 23-8C, the FAA suggests a test procedure that incorporates both control restrained and unrestrained errors. The following test matrix considers the probability of trim runaways, high airframe limit loads, control stick/wheel configuration and absence of an autopilot system. Because rudder trim can be adjusted without the pilot directly in the control loop (that is, feet on the floor), restrained runaways for rudder trim are not considered acceptable. (See Table 1).
TABLE 1. TRIM SYSTEMS REQUIREMENTS
Maximum Maximum Force Maximum Axis Time Load (g) Attitude (restrained and Rate of Force (unrestrained) Change Unstrained) Change (unrestrained) (restrained)
Pitch recognition Structural +/-45 degrees 60 pounds 20 pounds/sec +3 seconds limits NTE
3.5g
Roll recognition Structural +/-90 degrees 30 pounds 10 pounds/sec +3 seconds Limits
Yaw recognition Structural +/-30 degrees 150 pounds N/A +3 seconds Limits (unrestrained only)
NOTE:
1. Restrained means the pilot is in the control loop (hands on) and unrestrained means the pilot is not in the control loop (hands off).
2. Trim systems with a monitor/limiter will be tested at a magnitude just below that required for monitor/limiter trip.
3. NTE is Not to Exceed.