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minimum required for showing compliance. Other regulations may be applicable depending on the specific changes proposed for the STC. Determine the applicability to the project for all the regulations. The standard checklist in appendix 1 lists typical methods of compliance that have been acceptable for other STC projects in the past. The unique features of the project may require other combinations of methods. Check whether the methods listed are appropriate and change them to reflect the certification plan for the specific STC project. When choosing the applicable regulations, make sure to consider the impact of the airplane changes on areas such as structural integrity, performance, controllability, and human factors. See FAA Policy Statement PS-ACE100-2001-004 for guidance that addresses human factors considerations. Use the following definitions when filling in this column. A more detailed description of the method of compliance (for example: component testing, hand calculations, validated finite element model analysis, or a combination of methods) should be included in any compliance plans referenced in the checklist plan column and remarks column described in sections 11.o and 11.q respectively.
(1) Flight Test (FT) – This method of compliance is a test of the airplane in the air or on the ground when the nature of the test requires a flight test pilot.
(2) Ground Test (GT) – This method of compliance includes component bench testing, testing of simulated airplane systems, and ground testing of the airplane. These tests may be precursors to a flight test or may be used to show compliance when appropriate, and judged to be conservative.
(3) Analysis (AN) – This method of compliance includes a quantitative or qualitative assessment, as appropriate, of structures, systems, components, or the entire airplane. An analysis may be a precursor to ground and flight tests and a validation of the design. An analysis must be validated using published previous experience or appropriate testing to be accepted for showing compliance to the regulations.
(4) Design (DE) – This method of compliance encompasses the inherent features of structures, systems, or components. Inspection of airplane hardware, the drawings, the bill of materials, or other documentation, such as material specifications shows compliance with the applicable regulations.
(5) Similarity (SI) – This method of compliance is a comparison between a previously certificated design and the proposed design. The intent is to show that these designs are the same in all ways relative to showing compliance with the applicable regulation, so the proposed design will perform the same or better than the previously certificated design. The applicant must account for any differences in the regulations if the amendment levels of the regulations are not the same for the two designs. Refer to the other guidance applicable to the different regulations to determine if similarity is proper.
(6) Equivalent Level of Safety Finding (ELOS) – Title 14 CFR part 21, § 21.21(b)(1) and FAA Order 8110.4B paragraph 2-10g describe this method of compliance. An ELOS is issued when the applicant cannot show literal compliance with a regulation, and the applicant shows to the FAAs satisfaction that compensating factors achieve a safety level equal to that of the applicable regulation. The applicant may propose the use of an ELOS by submitting a letter to the ACO for consideration. The FAA is responsible for making the finding of equivalency and 9
AC 23-24T 8/24/05 issuing the ELOS memo if satisfied. If proposing an ELOS for a given regulation, enter the reference for the proposal letter into the checklist under the “Plan, Drawing, Report Number” column for the regulation (see section 11.o.) and on the last page of the checklist under the “EQUIVALENT LEVELS OF SAFETY (ELOS):” heading. Make all proposals for ELOSs to the ACO early in the project to allow time for processing.
(7) Petition for Exemption (PExmpt) – Title 14 CFR part 11, § 11.15 defines a petition for exemption as, “…a request to the FAA by an individual or entity asking for relief from the requirements of a current regulation.” Petitions for exemptions are rulemaking as described in 14 CFR part 11 and are subject to a public review process that is outside the scope of this AC. If petitioning for exemption from a given regulation, enter the reference for the petition letter into the “Plan, Drawing, Report Number” column for the regulation (see section 11.o.) and on the last page of the checklist under the “EXEMPTIONS:” heading. Make all petitions for exemption to the ACO early in the project to allow time for processing.
(8) Not Applicable (N/A) – This means the specific regulation does not apply to the design or modification for this STC; therefore, a showing of compliance is not necessary. Enter the reason the rule is not applicable in the “Applicable Guidance, References, and Remarks” column of the checklist described in section 11.q. below.
o. Enter the plan, drawing, and report numbers used to document the showing of compliance with the regulation. The items referenced here should contain sufficient detail to show compliance to the regulation.
p. Enter the name and designee number (as applicable) of the Person or Entity that will find or recommend compliance with each of the applicable regulations. This could be a Designee (Designated Engineering Representatives (DER), Designated Alteration Stations (DAS), Delegated Option Authorization) or the FAA. The FAA encourages applicants to use Designees in their projects. More information on designees is on the Internet at www.faa.gov/other_visit/aviation_industry/designees_delegations. Consultant DERs typically provide their services to applicants for a fee. A directory of DERs is available in AC 183.29-1HH. An updated electronic directory and more information on DERs may is on the Internet at www.faa.gov/certification/aircraft/av-info/dst/DER_content.htm. Get Designees concurrence before submitting the checklist to the ACO.
q. Enter the applicable guidance followed as well as other references and remarks clarifying how you are showing compliance with the applicable regulations. If entering N/A for Method of Compliance, enter the reason the rule is not applicable in this column. The checklist in this AC lists the latest revisions of other ACs with applicable guidance in this column. These revisions are current as of the release date of AC 23-24. When creating a project-specific checklist, enter the latest revisions of these documents in this column as found on the Internet at www.airweb.faa.gov/AC. Reference other applicable guidance as appropriate.
241 Supplemental Type Certificate Compliance Checklist Project Number:
Originator: Revision:
Make: Description of Change: One-only STC L Multiple STC • Model:
TCDS #:
Original Certification Basis: (k) Proposed Certification Basis:
*Methods of Compliance:
PEmpt = Petition for Exemption, /A= Not Applicable page_or FT = Flight Test, GT = Ground Test, AN = Analysis, DE = Design, SI = Similarity, ELOS = Equivalent Level of Safety Finding, Figure 1 - First page of the compliance checklist 11
AC 23-241 8/24/05 Supplemental Type Certiticate Compliance Checklist Project Number: Date Originator: Revision:
Regulation Applicable Method of Plan, Drawing Person or Entity Applicable Guidance, References, & Title 14 CFR (1964 CAR 3) Amendment Compliance* Report Number Finding Compliance Remarks Title 14 CFR part 23: (CAR 3) Subpart A - General Section
23.1 Applicability. (3.0) DE AC 23-8B
23.2 Special retroactive requirements. AN, GT
23.3 Airplane categories. (3.20 (less DE AC 23-8B 2nd sent. of (a)(2) and 2nd and 3rd sent. of (b)), 3.20-1, 3.20-2 (Ist sent.)
Subpart B -- Flight
GENERAL
23.21 Proof ofcompliance. (3.67, AN, GI, FI AC 23-8B
3.71-7)
23.23 Load distribution limits. (3.77) DE, AN, FT AC 23-8B
23.25 Weight limits. (3.74, 3.75) AN, FT AC 23-8B
23.29 Empty weight and AN, GT AC 23-8B corresponding center of gravity. (3.73 Ist sent.),
3.75-3(b))
23.31 Removable ballast. (9.72) DE, AN AC 23-8B *Methods of Compliance:
FT = Flight Test, GT = Ground Test, AN = Analysis, DE = Design, SI = Similarity, ELOS = Equivalent Level of Safety Finding, PExmpt = Petition for Exemption, N/A = Not Applicable Page Figure 2 - Second page of the compliance checklist 12
241 Supplemental Type Certificate Compliance Checklist Project Number: Date:
Originator: Revision:
Regulation Applicable Method of Plan, Drawing, Person or Entity Applicable Guidance, References, & Title 14 CFR (1964 CAR 3) Amendment Compliance* Report Nunber Finding Compliance Remarks
23.1416 Pneumatic de-icer boot DE, AN, GT, AC 23-8B, AC 23-17B, AC 23.1419- system FT 2C, AC 20-73, AC 23.143-1
23.1416(a) AN, GI, FT AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1
23.1416(b) GI.FT AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1
23.1416(c) DE, FT AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1
23.1419 Ice protection. (3.712) DE, SI, AN, AC 23-8B, AC 23-17B, AC 23.1419- GT, FT 2C, AC 20-73, AC 23.143-1 The analysis and tests to be conducted must be specified. An exemption may be required for stall speed in icing.
23.1419(a) DE, AN, CT, AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1 The analysis and tests to be conducted must be specified. An exemption may be required for stall speed in icing.
23.1419(b) AN, GT,FT AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1
23.1419(c) SI, AN AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1
23.1419(đ) DE, GT, FT AC 23-8B, AC 23-17B, AC 23.1419- 2C, AC 20-73, AC 23.143-1 *Methods of Compliance:
FT = Flight Test, GT = Ground Test, AN = Analysis, DE = Design, SI = Similarity, ELOS = Equivalent Level of Safety Finding, PExmpt = Petition for Exemption, N/A= Not Applicable Page_of Figure 3 - Example of an expanded checklist entry 13
AC 23-24T 8/24/05
12. What are the applicable regulations and guidance for the installation of an autopilot system?
a. This change covers the installation of components associated with an autopilot system including the autopilot mode control and annunciation panel, the autopilot computer, the servos and actuators that drive control surfaces, and the data sources (pressure sensors, attitude data sources, navigation sources, other system interfaces) needed for proper functioning. The certification requirements for these installations are dependent on the type of autopilot system being implemented. AC 23-17B provides additional guidance regarding autopilot installations.
b. There are common certification issues that are related to autopilot installation approvals that need to be addressed, but are not covered in AC 23-17B and other existing guidance. Most of these issues can be related to specific installation aspects and complexity of a particular installation, the interface with existing systems on a particular airplane, and maintenance related issues. These items are dependent on the autopilot design. The following are examples of items that should be considered:
(1) Certification Basis: Advisory Circular 21.101-1 CHG 1 generally classifies autopilot installations as non-significant. Digital autopilot systems frequently are complex enough that this may not be the case. These systems may require additional effort to assure the proper interactions of the software and hardware. Hardware design assurance should also include RTCA/DO-160 testing to make sure the sensors and components being used meet appropriate airworthiness requirements. Other regulations in addition to those listed in section 12.c. below may need to be considered in this case.
(2) System Integration: Current guidance in AC 20-130A and AC 20-138A requires the source of navigation information be annunciated on or near the affected display. For an autopilot installation, the source of navigation data must be clearly annunciated to indicate to the pilot which source is driving the autopilot. This could include a Global Positioning System (GPS) roll steering source, an Instrument Landing System course deviation source, or some other navigation source. The lack of clear annunciation and the subsequent potential for confusion has been a contributing factor to several small airplane accidents. Any new autopilot installation must be integrated with existing navigation systems in a way that is clear to the pilot. The autopilot should be designed to avoid inadvertent mode changes. Also, if a Control Wheel Steering (CWS) function is implemented to allow temporary interrupt of the autopilot for the pilot to reposition the airplane, the CWS switch should not cause inadvertent mode changes.
(3) AFM Limitations on the Autopilot Envelope: Many autopilots are not capable of acceptable control of the airplane in all flight conditions. Frequently, flight manual limitations are used to restrict the use of the autopilot above or below a given airspeed, in certain turbulence conditions, or in certain airplane configurations. Title 14 CFR part 23, § 23.1329 clearly states that the autopilot cannot cause deviations in flight path. This includes the requirement that the autopilot should not be able to drive the airplane into a stalled condition, particularly in icing conditions.
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(4) Maintenance Related Issues: The applicant should provide a means to insure proper autopilot rigging with the existing controls system. This would include checking primary and bridal cable tensions to make sure the airplane is rigged properly before and after the installation, and at regular maintenance intervals.
c. The applicable regulations for the installation of an autopilot system should include but are not limited to the following:
(1) Title 14 CFR part 23, subpart B, §§ 23.143, 23.253;
(2) Title 14 CFR part 23, subpart C, §§ 23.301, 23.303, 23.305, 23.307, 23.391, 23.395,
23.397, 23.561;
(3) Title 14 CFR part 23, subpart D, §§ 23.603, 23.605, 23.607, 23.609, 23.611, 23.613,
23.619, 23.625, 23.627, 23.671, 23.672, 23.677, 23.685, 23.689, 23.693, 23.771, 23.777, 23.779,
23.853, 23.867;
(4) Title 14 CFR part 23, subpart F, §§ 23.1301, 23.1307, 23.1309, 23.1311, 23.1321,
23.1322, 23.1325, 23.1329, 23.1335, 23.1351, 23.1357, 23.1359, 23.1365, 23.1367, 23.1381,
23.1431; and
(5) Title 14 CFR part 23, subpart G, §§ 23.1501, 23.1529, 23.1541, 23.1555, 23.1581,
23.1583, 23.1585.
13. What are the applicable regulations and guidance for the installation of a reciprocating engine with increased horsepower?
a. This change covers the replacement of a spark ignition reciprocating engine with a different spark ignition reciprocating engine that is able to supply more horsepower. This type of change is done mostly to increase the performance of the airplane in take-off and climb and maintains the airspeed limits of the airplane. These installations may increase the gross weight of the airplane in which case the applicant should refer to the gross weight increase compliance checklist for additional requirements. The impact of the increased horsepower on the noise level should be considered and accounted for per Title 14 CFR part 36. AC 23-19 provides additional guidance regarding modifications involving increased engine power.
b. The need for a limited spin matrix on an STC program is a subjective decision based on the service history of the specific airplane being modified. It is not possible to offer a comprehensive list of when to re-test the spin matrix because of the number of variables to consider. There are instances of airplanes with significant modifications that had little effect on spin recovery, and airplanes with subtle modifications that changed the spin recovery dramatically. If it is determined that the airplane does need to be re-evaluated for spin recovery, then a limited matrix using the middle and edges of the envelope is normally all that is needed to verify the airplane recovers.
c. The following key airplane characteristics and features seem to relate directly to the “stall/spin” or departure accidents, and should indicate the need for more evaluation of the spin characteristics.
AC 23-24T 8/24/05
(1) Stall characteristics - Does the airplane just buffet at full aft control or does it roll off dramatically with no aerodynamic warning? Does the airplane require talented footwork to keep the wings level or could the pilot put their feet on the floor during the stall with little rolloff? An airplane that is resistant to stalling and easy to keep the wings level may not need a spin recovery re-evaluation, but an airplane with poor stall handling qualities and a poor “stall/spin” accident history will need a spin recovery re-evaluation.
(2) Stick force gradient - Airplanes with steep stick force gradients are involved in fewer “stall/spin” accidents than airplanes with light force gradients.
(3) Stall warning - A stall warning system can reduce the number of “stall/spin” accidents depending on the effectiveness of the system. There are numerous stall warning schemes ranging from the ineffective lights to the very effective stick shakers with warning horns.
d. The following rules-of-thumb have been used with reasonable success since 1972 for airplane changes that increase the power and should be considered when addressing the spin recovery.
(1) Spin tests that are required because of mass distribution changes will require the use of power (75% Maximum Continuous Power (MCP) / thrust or full throttle, whichever is less) for one full turn into the spin.
(2) Airplanes modified by increasing the installed horsepower (maximum takeoff power) by more than 10% or 25 horsepower, whichever is less, over the original type certificated airplane installed horsepower rating, will require spin testing.
(3) Turbocharged engine installations will be evaluated as follows:
(a) Determine the maximum power available on the original engine at 10,000 feet pressure altitude.
(b) Determine the value of 75% MCP on the new engine.
(c) If the difference between (a) and (b) exceeds either 10% of the original installed horsepower (maximum takeoff power) or 25 horsepower, spin tests will be conducted.
(4) Airplanes modified as described in paragraph 9.d.(2) may accept a de-rated power schedule in lieu of spin testing. The maximum horsepower difference criteria, 10% or 25 horsepower, whichever is less, applies from sea level to the airplane service ceiling. This requires a placard of manifold pressure versus pressure altitude (at rated Revolutions Per Minute (RPM)) corresponding to the maximum allowable horsepower differential between the de-rated engine and the original type certificated engine.
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e. Using a limited spin matrix should be considered if the change to the airplane causes a weight and/or a rotational inertia increase of greater than 10%.
f. The applicable regulations for the installation of a reciprocating engine with increased horsepower should include, but are not limited to, the following:
(1) Title 14 CFR part 23, subpart B, §§ 23.25, 23.33, 23.45, 23.49, 23.65, 23.66, 23.67,
23.75, 23.77, 23.143, 23.145, 23.147, 23.149, 23.155, 23.161, 23.171, 23.175, 23.177, 23.201,
23.203, 23.207, 23.221 (except agricultural and twin engine airplanes), 23.231, 23.233, 23.235,
23.237, 23.239, 23.251, 23.253;
(2) Title 14 CFR part 23, subpart C, §§ 23.301, 23.303, 23.305, 23.307, 23.331, 23.333,
23.335, 23.337, 23.341, 23.361, 23.363, 23.371, 23.479, 23.499, (23.572, 23.573, 23.574, 23.575 as required or if part of original certification basis);
(3) Title 14 CFR part 23, subpart D, §§ 23.601, 23.603, 23.607, 23.609, 23.611, 23.613,
23.619, 23.627, 23.629, 23.735, 23.777, 23.779, 23.781, 23.831, 23.841, 23.863, 23.865, 23.867;
(4) Title 14 CFR part 23, subpart E, §§ 23.901, 23.903, 23.905, 23.907, 23.925, 23.929,
23.933, 23.939, 23.943, 23.951, 23.953, 23.954, 23.955, 23.959, 23.961, 23.991, 23.993, 23.994,
23.995, 23.997, 23.1105, 23.1107, 23.1011, 23.1013, 23.1015, 23.1017, 23.1019, 23.1021,
23.1023, 23.1027, 23.1041, 23.1043, 23.1047, 23.1091, 23.1093, 23.1101, 23.1103, 23.1105,
23.1107, 23.1121, 23.1123, 23.1141, 23.1143, 23.1145, 23.1147, 23.1149, 23.1153, 23.1163,
23.1165, 23.1181, 23.1182, 23.1183, 23.1189, 23.1191, 23.1193, 23.1195, 23.1197, 23.1199,
23.1201, 23.1203;
(5) Title 14 CFR part 23, subpart F, §§ 23.1301, 23.1303, 23.1305, 23.1309, 23.1311,
23.1321, 23.1322, 23.1329, 23.1337, 23.1351, 23.1353, 23.1357, 23.1359, 23.1416, 23.1437,
23.1435, 23.1438;
(6) Title 14 CFR part 23, subpart G, §§ 23.1501, 23.1505, 23.1513, 23.1521, 23.1527,
23.1529, 23.1541, 23.1543, 23.1545, 23.1549, 23.1551, 23.1555, 23.1557, 23.1581, 23.1583,
23.1585, 23.1587; and
(7) Title 14 CFR part 36.
14. What are the applicable regulations and guidance for the installation of a turbo-prop engine with increased horsepower?
a. This change covers the replacement of a turbo-prop engine with a different turbo-prop engine that is able to supply more horsepower. This type of change is done mostly to increase the performance of the airplane in take-off, climb, and cruise at altitude. These installations may increase the gross weight of the airplane, in which case, the applicant should refer to the gross weight increase compliance checklist for additional requirements. The impact of the increased horsepower on the noise level should be considered and accounted for per Title 14 CFR part 36.
AC 23-19 provides additional guidance regarding modifications involving increased engine power.
AC 23-24T 8/24/05
b. The need for a limited spin matrix on an STC program is a subjective decision based on the service history of the specific airplane being modified. It is not possible to offer a comprehensive list of when to re-test the spin matrix because of the number of variables to consider. There are instances of airplanes with significant modifications that had little effect on spin recovery, and airplanes with subtle modifications that changed the spin recovery dramatically. If it is determined that the airplane does need to be re-evaluated for spin recovery, then a limited matrix using the middle and edges of the envelope is normally all that is needed to verify the airplane recovers.
c. The following key airplane characteristics and features seem to relate directly to the “stall/spin” or departure accidents, and should indicate the need for more evaluation of the spin characteristics.
(1) Stall characteristics - Does the airplane just buffet at full aft control or does it roll off dramatically with no aerodynamic warning? Does the airplane require talented footwork to keep the wings level or could the pilot put their feet on the floor during the stall with little rolloff? An airplane that is resistant to stalling and easy to keep the wings level may not need a spin recovery re-evaluation, but an airplane with poor stall handling qualities and a poor “stall/spin” accident history will need a spin recovery re-evaluation.
(2) Stick force gradient - Airplanes with steep stick force gradients are involved in fewer “stall/spin” accidents than airplanes with light force gradients.
(3) Stall warning - A stall warning system can reduce the number of “stall/spin” accidents depending on the effectiveness of the system. There are numerous stall warning schemes ranging from the ineffective lights to the very effective stick shakers with warning horns.
d. The following rules-of-thumb have been used with reasonable success since 1972 for airplane changes that increase the power and should be considered when addressing the spin recovery.
(1) Spin tests that are required because of mass distribution changes will require the use of power (75% MCP or full throttle, whichever is less) for one full turn into the spin.
(2) Airplanes modified by increasing the installed horsepower (maximum takeoff power) by more than 10% or 25 horsepower, whichever is less, over the original type certificated airplane installed horsepower rating, will require spin testing.
(3) Turboprop engine installations will be evaluated as follows:
(a) Determine the maximum power available on the original engine at 10,000 feet pressure altitude.
(b) Determine the value of 75% MCP on the new engine.
(c) If the difference between (a) and (b) exceeds either 10% of the original installed horsepower (maximum takeoff power) or 25 horsepower, spin tests will be conducted.
(4) Airplanes modified as described in paragraph 10.d.(2) may accept a de-rated power schedule in lieu of spin testing. The maximum horsepower difference criteria, 10% or 25 18
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horsepower whichever is less, applies from sea level to the airplane service ceiling. This requires a placard of manifold pressure versus pressure altitude (at rated RPM) corresponding to the maximum allowable horsepower differential between the de-rated engine and the original type certificated engine.
e. Using a limited spin matrix should be considered if the change to the airplane causes a weight and/or a rotational inertia increase of greater than 10%.
f. The applicable regulations for the installation of a turbo-prop engine with increased horsepower should include, but are not limited to, the following:
(1) Title 14 CFR part 23, subpart B, §§ 23.25, 23.33, 23.45, 23.49, 23.65, 23.66, 23.67,
23.75, 23.77, 23.143, 23.145, 23.147, 23.149, 23.155, 23.161, 23.175, 23.171, 23.177, 23.201,
23.203, 23.207, 23.221 (except agricultural and twin engine airplanes), 23.231, 23.233, 23.235,
23.237, 23.239, 23.251, 23.253;
(2) Title 14 CFR part 23, subpart C, §§ 23.301, 23.303, 23.305, 23.307, 23.331, 23.333,
23.335, 23.337, 23.341, 23.361, 23.363, 23.367, 23.371, 23.479, 23.499, (23.572, 23.573,
23.574, 23.575 as required or if part of original certification basis);
(3) Title 14 CFR part 23, subpart D, §§ 23.601, 23.603, 23.607, 23.609, 23.611, 23.613,
23.619, 23.627, 23.629, 23.735, 23.777, 23.779, 23.781, 23.831, 23.841, 23.863, 23.865, 23.867;
(4) Title 14 CFR part 23, subpart E, §§ 23.901, 23.903, 23.904, 23.905, 23.907, 23.925,
23.929, 23.933, 23.937, 23.939, 23.943, 23.951, 23.953, 23.954, 23.955, 23.959, 23.961, 23.965,
23.973, 23.977, 23.991, 23.993, 23.994, 23.995, 23.997, 23.1011, 23.1013, 23.1015, 23.1017,
23.1019, 23.1021, 23.1023, 23.1027, 23.1041, 23.1043, 23.1045, 23.1091, 23.1093, 23.1103,
23.1105, 23.1107, 23.1111, 23.1121, 23.1123, 23.1141, 23.1143, 23.1145, 23.1149, 23.1153,
23.1155, 23.1163, 23.1165, 23.1181, 23.1182, 23.1183, 23.1189, 23.1191, 23.1193, 23.1195,
223.1197, 23.1199, 23.1201, 23.1203;
(5) Title 14 CFR part 23, subpart F, §§ 23.1301, 23.1303, 23.1305, (23.1307 if necessary to maintain original operating envelope and conditions), 23.1309, 23.1311, 23.1321, 23.1322,
23.1329, 23.1337, 23.1351, 23.1353, 23.1357, 23.1359, 23.1416, 23.1435, 23.1437, 23.1438;
(6) Title 14 CFR part 23, subpart G, §§ 23.1501, 23.1505, 23.1513, 23.1521, 23.1527,
23.1529, 23.1541, 23.1543, 23.1545, 23.1549, 23.1551, 23.1555, 23.1557, 23.1581, 23.1583,
23.1585, 23.1587;
(7) Title 14 CFR part 34; and
(8) Title 14 CFR part 36.
AC 23-24T 8/24/05
15. What are the applicable regulations and guidance for the installation of turbine engines to replace reciprocating engines?
a. This change covers the replacement of reciprocating engines with gas turbine engines (turbopropeller, turbojet, or turbofan). Additional guidance for this may be found in AC 23-14.
The impact on the noise levels should be considered and accounted for per Title 14 CFR part 36.
Installations that involve the following changes may require additional substantiation and/or additional certification basis requirements that could exceed the scope of this AC.
(1) primary structure;
(2) aerodynamics;
(3) airspeeds;
(4) mass distribution (may induce whirl mode, flutter, and fatigue life changes);
(5) maximum weight;
(6) system changes;
(7) changes in center of gravity (c.g.) limits; or
(8) power increases affecting high speed characteristics or airplane handling qualities.
b. Projects such as commuter category or restricted category airplanes will require a more detailed analysis to establish the appropriate certification basis. Installations that increase the gross weight of the airplane should refer to the gross weight increase compliance checklist for additional requirements.
c. The applicable regulations for the installation of a turbine engine to replace a reciprocating engine should include, but are not limited to, the following:
(1) Title 14 CFR part 23, subpart B, §§ 23.25, 23.33, 23.45, 23.49, 23.65, 23.67, 23.77,
23.145, 23.149, 23.155, 23.161, 23.175, 23.177, 23.201, 23.203, 23.221 (except agricultural and twin engine airplanes), 23.231, 23.233, 23.239, 23.251, 23.253;
(2) Title 14 CFR part 23, subpart C, §§ 23.301, 23.303, 23.305, 23.307, 23.331, 23.333,
23.337, 23.341, 23.335, 23.361, 23.363, 23.367, 23.371, 23.479, (23.572, 23.573, 23.574, 23.575 as required or if part of original certification basis);
(3) Title 14 CFR part 23, subpart D, §§ 23.603, 23.627, 23.629, 23.735, 23.777, 23.781,
23.831, 23.863, 23.865;
(4) Title 14 CFR part 23, subpart E, §§ 23.901, 23.903, 23.904, 23.905, 23.907, 23.925,
23.929, 23.933, 23.937, 23.939, 23.943, 23.951, 23.953, 23.955, 23.959, 23.961, 23.965, 23.973,
23.977, 23.991, 23.993, 23.994, 23.995, 23.997, 23.1011, 23.1013, 23.1015, 23.1017, 23.1019,
23.1021, 23.1023, 23.1027, 23.1041, 23.1043, 23.1045, 23.1091, 23.1093, 23.1103, 23.1111,
23.1121, 23.1123, 23.1141, 23.1143, 23.1145, 23.1149, 23.1153, 23.1155, 23.1163, 23.1165,
23.1181, 23.1182, 23.1183, 23.1189, 23.1191, 23.1193, 23.1203;